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HomeEco-Friendly DrivingTired Of Waiting For The Chevy Blazer EV SS?

Tired Of Waiting For The Chevy Blazer EV SS?


General Motors’ Ultium revolution has seen its share of twists and turns, but the platform is now firmly on track, powering more than just the automaker’s own electric lineup. That includes the Honda Prologue—which has become one of America’s best-selling EVs—and the more premium Acura ZDX.

The electric ZDX is a far cry from the original ZDX that Acura launched in 2010. That car was tall, narrow, bulbous and gas-powered. It was also a sales dud, with Acura selling less than 7,200 examples over its four-year lifespan. By comparison, the new ZDX is off to a promising start. Acura has sold over 5,500 units from May to November.

That pales in comparison to the Prologue or the Cadillac Lyriq. But for an upmarket EV, it’s still something. So, what’s Acura’s mantra here? Is it even trying to be any different? I drove the ZDX for a week and found it to be fundamentally strong. It’s festooned with tech, there’s a refreshing abundance of physical buttons inside and the Type S has versatility and sex appeal.

More importantly, it’s beaten GM’s own performance options to the punch. If you’re sick of waiting for the high-performance Chevy Blazer EV SS—delayed by several months now—or the Cadillac Lyriq-V, the ZDX Type S is a solid option available right now.

(Full disclosure: Acura loaned me a ZDX Type S for a week in New York City. I drove it in mixed conditions, including in the city, on the highway and down some country roads.)

Best-Looking Ultium Model?

Design is subjective. What grabs your attention might leave me rolling my eyes. But in my South Brooklyn neighborhood aplenty of aging dark-colored cars, the ZDX Type S in its Double Apex Blue Pearl paint was a breath of fresh air.

Up front, the illuminated pentagon grille and slim LED headlamps give it a sharp, distinctive look. Type S-specific design touches add more flair: Michelin all-season performance tires wrapped around 22-inch wheels, yellow Brembo brake calipers and dual-tone paint with a black roof.

Its design is not as simple as the Prologue and not as busy as the electric Caddies. The front three-quarters is its best angle. Every time I approached the car, I found myself taking a few seconds to admire it.



2024 Acura ZDX Type S Review

Photo by: InsideEVs

The interior mirrors the Prologue’s layout but uses better materials and color options. The Ebony or Orchid themes with brushed aluminum accents appear more premium than the simple gray or black options on the Prologue. The interior also features perforated leather seats and stitching on the center console, dashboard and door panels. 

All this feels as it should in a $75,000 EV: upscale and worth your hard-earned dollars.

There’s space, too. The floor-mounted battery and lack of a transmission tunnel result in a flat floor and generous knee room at the rear. This is also thanks to a long 121.8-inch wheelbase (identical to the Blazer EV and Prologue) that’s 8.0 inches longer than the three-row Acura MDX, a longer and bigger SUV overall.

Mediocre Range And Charging Performance

The ZDX is closer in specs and features to the dual-motor Cadillac Lyriq than to its Honda sibling. The ZDX gets the larger 102-kilowatt-hour pack, far bigger than the Prologue’s 85-kWh unit and good for 300+ miles of range on its base trims.

The base rear-wheel-drive version gets an EPA-estimated 313 miles of range. The all-wheel-drive model is good for 303 miles. The Type S I drove can cover 278 miles on a single charge. My indicated efficiency hovered between 2.5 and 2.7 miles per kWh, which translates to 255 to 275 miles of real-world range in mixed city and highway conditions.



2024 Acura ZDX Type S Review

Photo by: InsideEVs

The Type S is 631 pounds heavier than the base rear-wheel-drive version, negatively impacting range. Some of that additional heft comes from the all-wheel-drive set-up and air springs that are generally heavier than conventional steel springs, but I can’t account for all 600 pounds. This thing’s porky. One-pedal driving helps with efficiency, though. You can choose from three regen settings: Off, Normal and High. Lifting off on High feels like slamming the brakes hard, so I left it in Normal, which strikes a good balance.

The ZDX’s maximum DC fast-charging rate is 190 kilowatts, adding up to 81 miles of range in just 10 minutes. A 240-volt AC plug at your home can add 30 miles of range per hour, so it will fully charge overnight. I was not able to do a fast-charging test during my loan. 

Surprisingly Versatile Driving Dynamics

In Normal mode, its 6,052-pound curb weight is all too evident, especially while hustling it. But Sport mode unleashes all of its 499 horsepower and 544 pound-feet of torque, making it move with zing; the steering gets heavier, the ride height lowers by 15 millimeters (0.6 inches), the suspension gets stiffer and the throttle and brake get sharper.

It will sprint from a standstill to 60 miles per hour in under 4.5 seconds, so there’s no dearth of neck-snapping acceleration here. It also pumps in fake sounds from the speakers, akin to a V-6. But I turned it off because it sounds like a video game. It’s nowhere as sophisticated as the synthetic noises of the Hyundai Ioniq 5 N.

In terms of handling, it’s not agile or light on its feet like a Ford Mustang Mach-E or a BMW X3. Sport mode can only do so much. The ZDX feels most at home when driven with a light foot, which is disappointing for a car that wears the iconic Type S badge, once associated with legends like the NSX supercar.

Even in Normal mode, the ride quality leans towards the sportier side. Lateral jolts are unsettling at slow speeds, but the ride feels more planted and stable as the needle climbs. On New York City’s bumpy roads, I would prefer something comfier and might replace the low-profile tires with something that facilitates a better ride.

However, the adaptive dampers and air suspension make it versatile. The standard 7.0 inches of ground clearance can be raised by an inch in Snow Mode or dropped by 0.6 inches in Sport mode.

The raised setting is good enough for dirt roads or mild excursions off the pavement. It also helps reach the short cables at Tesla Superchargers. Hondas and Acuras are expected to get Supercharger access soon with the NACS adapters. Non-Tesla vehicles with charging ports in different areas of the car have to park creatively at V3 Superchargers to reach the short cables. The ZDX’s raised ride height helps the front end go over the small concrete curbs, bringing it as close as possible to the dispensers without having to park diagonally. (Although it will still occupy two spots.)

It’s A Tech Fest Inside

Despite packing a wealth of connectivity, vehicle, range and charging information, the factory-fitted Google system doesn’t overwhelm. In other vehicles, this flood of information can feel too much, but Google’s layout is clean and functional. The icons are crisp and the layouts on both the gauge cluster and central screen are easy to read.



2024 Acura ZDX Type S Review

Photo by: InsideEVs

The central screen felt slick and intuitive. However, the touch sensitivity can be inconsistent and isn’t as responsive as Tesla screens. Sometimes, it took a few hard taps to get the screen to respond, which was frustrating. It offers wireless Android Auto and Apple CarPlay, major selling points over GM EVs, which have dropped CarPlay and Android Auto in favor of the Google system.

Out of habit, I relied on Android Auto for the first few days to access Google Maps, Spotify and calling functions. When I started using the built-in system, I didn’t miss Android Auto. The built-in Google Maps works just as well. There’s also the Google Play Store, so you can download Android apps like Spotify, Waze and Google Music. Note, however, that the apps must support Android Automotive—not the same as Android Auto—and many apps aren’t on the system. You can’t stream Apple Music on the built-in system, for instance.

There are also plenty of physical buttons. Media and brake regen settings can be controlled entirely using steering controls. Some physical buttons, however, are oddly positioned. The drive mode and ride height selectors are placed under the leftmost air vent. There’s no way to adjust either of those settings without taking your eyes off the road. You can, of course, preselect these settings before hitting the road. But driving conditions change unannounced, so adjusting drive modes and ride height on the fly should be easier.



2024 Acura ZDX Type S Review

Photo by: InsideEVs

The Type S also comes standard with the Acura Watch 360 with “Hands Free Cruise,” a rebadged version of GM’s Super Cruise Level 2 advanced driver assistance system (ADAS). It senses approaching vehicles from behind and shifts lanes to let them pass, which is impressive. It also executes auto lane changes cautiously while overtaking. These are great features to have on long journeys. Its lane centering and adaptive cruise control are spot on and it’s best enjoyed with 100% driver supervision—that’s the correct way to reap the full benefits of ADAS.

Verdict

If you’re tired of waiting for the high-performance Chevy Blazer EV SS or the Cadillac Lyriq-V, the Acura ZDX Type S might just scratch your performance itch. While the SS and Lyriq-V are expected to deliver roughly 100 more horsepower, the ZDX’s 500 hp is far from inadequate.

But at $75,450 (with destination), it’s hard to justify the ZDX Type S over a similarly specced and priced Cadillac Lyriq in the Sport trim. It’s also nowhere near as hardcore as the NSX, Honda’s Type R vehicles, or Mercedes-AMG models. It fits more into the in-between category, akin to a BMW X3 M50, which isn’t quite a full M model.



2024 Acura ZDX Type S Review

Photo by: InsideEVs

Moreover, it has entered a crowded premium electric crossover space with the Cadillac Lyriq, Lexus RZ 450e, Genesis Electrified GV70 and the BMW iX. Potential Type S buyers might also be drawn to the Ford Mustang Mach-E GT and Tesla Model Y Performance, which are cheaper but still pack a serious punch. Although the Mach-E and Model Y aren’t remotely as premium inside as the ZDX. But standing out is nonetheless hard in this company. Even more so when you’re using another automaker’s platform.

The sleek design, built-in Google infotainment and sporty driving characteristics are its strongest qualities, but I’m afraid that’s about it. Perhaps a future model spun out of Honda’s own 0 Series platform can move the needle. The base all-wheel-drive ZDX with its 313-mile range seems like a smarter buy. It offers the same striking design, likely a more comfortable ride with smaller wheels and a lower price of $68,500 before destination. The entry-level trims also have attractive lease and financing deals on them currently.

If you’re a Honda/Acura loyalist, the ZDX won’t disappoint you. It’s a solid overall package. But if you choose something else, rest assured you’re not missing out on anything groundbreaking.

Have a tip? Contact the author: [email protected]

2024 Acura ZDX Type S




As-Tested Price

$75,450




Battery

102 kWh




Charge Time

72 miles in 10 minutes (190 kW)




Drive Type

Dual-motor AWD




EV Range

278 miles




Efficiency

2.5-2.7 miles per kWh




Output

499 hp




Maximum torque

544 lb-ft




Ground clearance

7.0 inches standard




Speed 0-60 MPH

Under 4.5 seconds




Weight

6,052 lbs (curb weight)



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