If you’ve been around long enough to remember the first Acura ZDX, you will also remember it was a bit of a flop. The ZDX was an audacious and bold coupe-like SUV that was ahead of its time, even though the equally impractical BMW X6 came before it. Perhaps the world was not ready for its spaceship vibes.

The new 2025 Acura ZDX is not as avant-garde as the last one, but it is still a significant milestone for the brand – it’s their first all-electric vehicle. But things aren’t what they seem.

Grabbing the keys to the new ZDX tells you all you need to know because it’s the same key fob as the Chevrolet Blazer EV and Cadillac Lyriq. That’s because the ZDX is manufactured at General Motors’ Tennessee facility. So, an Acura that’s not made by Acura? That’s pretty much the gist of it.

Honda and Acura are busy developing their own proprietary platforms and battery technology, so they’ve partnered with GM to supply their electric vehicles in the meantime. This is why the ZDX looks, drives, and feels like a GM product. These kinds of joint ventures are not uncommon. Many automakers partner to share transmissions, chassis parts, and assembly lines, saving time and money. Think of the Subaru BRZ and Toyota GR86, the BMW Z4 and Toyota Supra, or the Kia EV6 and Hyundai Ioniq 5. 

At least from the outside, the ZDX appears to be nothing like a Blazer or Equinox. This is Acura’s design and a bold one at that. The ZDX is a deceptively long vehicle that appears more like an SUV-like wagon – think Subaru Outback – and it doesn’t sit that tall, about the same height as an RDX. Double Apex Blue Pearl is a new colour in the Acura palette and makes it stand out like a highlighter – the yellow calipers help too. 

However, the interior screams GM and if you swapped out the Acura badges, I would have believed you. The steering wheel, switchgear, and climate control dials are all plucked out of a Chevrolet Equinox EV. The overall design lacks those minimalist but clever touches that used to define an Acura’s interior.

Black plastic is the name of the game but the switches have this deft and low-grade feel to them, from the engine start button that wiggles in its socket to the fragile signal stalk. The buttons on the steering wheel feel industrial and even the new column-mounted gear stalk is low-rent. The switchgear elicits positive feedback, but it hardly gives the impression that you’re piloting a $90,000 product. The same flimsy feeling even comes from the door and the door handle, and it feels heavier than it needs to be. The fit and finish expected from Acura are no longer there, leaving us disappointed with what this ZDX should have been.

It’s a bit like premium clothing brands that are made from the same material and, in some cases, are even produced at the same sweatshops as cheaper brands. However, there are some positive aspects to be noted. The steering wheel, though plucked straight from Chevrolet’s parts bin, is our favourite feature as it’s thickly wrapped in leather with lights on the top for Hands Free Cruise, Acura’s adaptation of GM’s Super Cruise. It’s an extraordinary system that enables true hands-free, semi-autonomous driving on select highways. We have extensive experience with Cadillacs equipped with this feature, and the ZDX is no less competent, alleviating stress from all our congested highway commutes. 

The 11.0-inch infotainment unit is unique to the ZDX and represents a significant improvement over the fussy trackpads that plagued the MDX and RDX. However, the touchscreen never seems to register our inputs and 75% of the time we had to press the screen two or even three times with increasing strength for it to work, a frustrating ordeal while driving and trying to change basic parameters like one-pedal driving strength or adjusting the headlights – no dedicated buttons for these as it’s all delegated to the touchscreen. There are rocker switches behind the steering wheel that control volume and audio tracks, as well as a regenerative brake paddle on the left. However, these glimmers of functionality are overshadowed by other ergonomic foibles. Like, why is the driving mode button hidden in the dark panel to the left of the steering column? The ride height adjustment for the air suspension is also located in this corner. I see a few blank buttons on the steering wheel – why not place them there instead?

On the bright side and possibly the greatest feature added to Acura’s repertoire is Google integration, morphing this electric SUV into a rolling smartphone. Google Assistant, Google Maps and Google Play, you name it, it’s all here, and you can use the Acura just as you would your Google Home or Android phone. Say ‘Hey Google’ and the Acura will respond. You can verbally input addresses for navigation in Google Maps, or even control compatible smart home devices, such as thermostats or mood lighting. The system responds to voice commands in a flexible and open manner, and isn’t restricted to a specific set of commands. It’s a refreshing interface compared to many in-house developed navigation units, which are, let’s be frank, subpar. Hence, Apple CarPlay and Android Auto are in such high demand thanks to their clean layouts and familiar modes of user interaction. Aside from the current crop of Volvos, this is one of the few instances where I’ve used the in-car Google Maps rather than switching to Apple CarPlay, and it comes standard with the ZDX for three years.

The ZDX also boasts a very spacious cabin and the amount of storage space is impressive. Without a gear shifter or transmission tunnel, the entire center console is laid bare, featuring a large storage pad, two sizable cupholders, and a deep center cubby that can accommodate our SLR camera and other photography paraphernalia. The rear seats are equally spacious too with a sizable sunroof that lets in enough light to brighten up this blacked-out cabin spec.

As you may have guessed, the ZDX is based on the same modular GM Ultium platform as the Chevrolet Blazer EV, the Cadillac Lyriq, and the Honda Prologue, which is a familial model. Also shared is its 102 kWh lithium-ion battery, which produces varying levels of power depending on the ZDX specification. For the base A-Spec models, this translates to 490 hp and 437 lb-ft of torque, while the Type S model, as tested, produces an impressive 499 hp and 544 lb-ft of torque. That makes the ZDX the most powerful Acura currently on sale. Notably, Canada isn’t offered the single-motor rear-wheel drive variant – perhaps next year, if initial sales prove fruitful.

The Type S also grants nifty additions like an adaptive air suspension, 15.6-inch Brembo six-piston brakes wrapping 22-inch wheels, the largest ever in an Acura, 16-way adjustable seats instead of 12-way, Type S logos embossed on headrest, rear heated seats, tri-zone climate control, a digital rearview mirror, and a head-up display. 

Notably, the power hike with the Type S means only 447 km of range is available, although our own driving yielded an impressive 482 km, which we think is the most impressive part of the ZDX and perhaps the true reason why Acura decided to partner with an automotive rival. This is a stunning amount of range, even in single-digit degree weather, and it equals the range of many small combustion vehicles on the road today – no excuse for range anxiety here. Opting for the less powerful ZDX A-Spec results in a total claimed range of 489 km. 

As expected, the ZDX Type S delivers prodigious acceleration and power, but it also operates like a light switch, like many other EVs, with little room to maneuver. As such, there isn’t any charm or character to the way it drives. Yes, it’s quick and will get you from A to B in a jiffy, but it doesn’t provide any sense of occasion. 

The ride quality is excellent thanks to the adaptive air suspension. The ZDX glides over smooth surfaces with relative ease but struggles over consistent bumps and pockmarked roads, making the ride feel more brittle and heavy as it tries to negotiate them. The ZDX also exhibits significant body roll, causing us to lean left to right when taking corners at speed. The seats are not supportive laterally, either, and lack strong side bolstering, exacerbating the rolling effect even more. 

The ZDX doesn’t live up to the brand’s standards and tarnishes its premium appeal with non-proprietary technology and subpar material quality. We understand the urgency to produce as many EVs as possible, but if Acura had waited just a little longer and invested more money in its own premium identity, the ZDX might have been a resounding success and a resurrection story that wouldn’t need a sequel, or perhaps a threequel in this instance. The ZDX is just too much GM, and too little Acura.

Specifications:

Model: 2024 Acura ZDX Type S
Paint Type: Double Apex Blue Pearl
Base Price: $91,490
Price as Tested: $91,490
Wheelbase(mm): 3,094
Length/Width/Height (mm): 5,022 / 1,956 / 1,636
Curb Weight (kg): 2,706
Powertrain: 102.0 kWh lithium-ion battery, two electric motors
Horsepower: 499 hp
Torque: 544 lb-ft
Transmission: Single-speed automatic
Engine & Drive Configuration: Front and rear electric motors, AWD
Claimed Range: 447 km
Observed Range: 482 km
Tires: 275/40R22; Michelin Primacy All-Season