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Acura’s new all-electric SUV proves the most expensive model isn’t always the best | TechCrunch

May 2, 2024 8:22 PM0


The first electric vehicle I ever drove was a Tesla Roadster in 2011. I will never forget the feeling of the instant torque provided by the electric motor, propelling me to 60 miles per hour in less than four seconds — a feat my little Miata daily driver couldn’t even dream of doing.

I’ve had a bit of a love affair with that kind of acceleration ever since. But like all relationships, time has left me wanting a bit more– I want an EV that brings me as much joy in the twisties as it does on the highway on-ramps.

It was with great anticipation that I slid behind the wheel of the 2025 Acura ZDX Type S. Sure, it’s a mid-size SUV, but it wears the Type S moniker, a name reserved only for the most fun-to-drive in the Acura stable. Could this be the EV unicorn I have been looking for?

Y’all, it did not go as expected.

Nuts and bolts

Image Credits: Emme Hall

On launch, the ZDX will be available in A Spec and Type S trim — both of which come equipped with a 102 kWh battery. The A Spec will be available in rear-wheel drive with 313 miles of range and just over 350 horsepower while all-wheel drive drops the range to 304 miles but ups the power to 409 ponies.
The performance-oriented Type S gets power down to all four wheels and goes for broke with 499 horsepower and a whopping 544 pound-feet of torque. However, all those fast-moving electrons take a toll on range as the Type S can only go 278 miles on a full charge.

Although I didn’t get the chance to test the 190 kW charging capabilities of the ZDX, Acura says that it’s quick enough to add up to 81 miles in 10 minutes of charging and to go from 20% to 80% battery capacity in 42 minutes. However, offerings from Kia, Hyundai and Genesis can do it quicker.

When it comes to charging at home the ZDX sports a 11.5 kW onboard charger that Acura says can add nearly 30 miles in an hour, assuming a 60 amp wall charger.

The S stands for Sport, right?

Image Credits: Acura

Acura says the driver experience comes first in this new car, and that goes double for the enthusiast Type S. Unfortunately, the top trim doesn’t put a smile on my face.

Slip the car into sport mode and it hunkers down 15 millimeters, that’s just over a half an inch to us Yanks, while the brake and throttle get a bit more responsive and the already heavy steering gets a bit more weighty. The adaptive dampers firm up and the car produces a subtle but noticeable performance sound.

Combined with the 544 pound-feet of torque, this should make for a supremely fun car to drive, yet somehow– it just doesn’t.

The ZDX is a blast to launch on the freeway. Similarly, accelerating at higher speeds is also satisfying, and whipping around a Prius doing 55 in the fast lane is an easy job.

Still, I expected more joy from an Acura Type S vehicle.

Don’t misunderstand me, there is nothing inherently bad about the driving experience. And yet, slinging the SUV through the back roads of Santa Barbara, California felt clinical. Here’s where it went wrong.

The Type S weighs over 6,000 pounds. Even if the weight is evenly distributed front to rear, that’s a lot of heft to get around a turn. I like the hefty steering, but there isn’t much feedback happening. The torque is always there on corner exit and body roll is kept in check, yet I’m not feeling the delight.

The 275/40 Continental Premium Contact 6 summer tires on the Type S offer up plenty of grip, but the low-profile sidewall combined with the harder run-flat rubber compound means that the ride is just a touch harsh.

Of course, Acura knows how to build a proper Type S car. The new Integra Type S is a veritable riot to drive. I just wish the company brought the same engineering to this much larger and heavier sibling.

Braking in the ZDX is confident with big ol’ Brembo brakes up front and three levels of regeneration. You can turn regen all the way off, but why would you give up free electrons? It might take a bit of time to get used to the maximum regen, but it allows for full one-pedal driving, bringing the ZDX to a complete stop. Even if you’re not in maximum mode, you can still bring in more regen by pulling the steering wheel paddle on the left.

There is also a snow mode that raises the suspension almost a full inch, as well as a choose-your-own-adventure individual mode, but most folks will likely just keep the car in normal mode and again, that’s just fine.

Acura will go it alone

The all-electric ZDX isn’t entirely a Honda Motor vehicle. It was developed in partnership with General Motors, using the American company’s battery technology. Originally the plan was to develop a series of affordable EVs, but late last year that plan was nixed as demand for EVs slowed. However, Acura wants 100% of all products to be zero emissions by 2040 and it has set a target of net zero emissions for all products and corporate activities by 2050.

Designed through virtual and augmented reality in both the United States and Japan, the creatives at Acura clearly took the Precision EV concept we saw in 2022 at Monterey Car Week and called it good.

And mostly, they were right.

The car is nearly the same length overall as the mid-size MDX SUV, but the wheelbase is a full eight inches longer, pushing the wheels out to each corner for a somewhat aggressive stance. It sits lower than the MDX as well, giving the ZDX a bit of an “is-it-a-wagon-or-is-it-an-SUV” profile, especially with its squared off rear roofline. The rear end gives off some serious hearse design vibes, which depending on your aesthetic could be a good, great or bad exterior styling choice.

What Acura got right

Image Credits: Emme Hall

Acura has proven to be a master at color choices — the Tiger Eye Pearl and Double Apex Blue Pearl — are a welcome sight on a mid-size crossover. Acura even offers a red interior on any Type S with a normcore black, white or gray exterior color.

Inside, the center console of the ZDX definitely divides the cabin into driving space and riding space. I dig it. There is plenty of small item storage here and the console also has a basement level for larger items like laptops and purses.

All trims get power-adjustable leather seats that are heated and cooled and a heated steering wheel. The Type S also adds heated rear seats, tri-zone climate control, a digital rearview mirror and a head-up display.

Overall the ZDX is comfy with clean design lines and plenty of passenger and cargo space. Sure there are a few buttons and dials from the GM parts bin, but the design is very Acura. The rear seat is especially spacious, with more legroom than the competition from Germany and Korea. Behind the rear seats is 28.7 cubic feet of space including 5 cubes of underfloor storage. expanding to 62 cubic feet when the rear seats are folded.

Image Credits: Emme Hall

Anyone who has driven a GM product lately will immediately recognize the 11.3-inch infotainment interface. Google is built-in here and I think it’s a more user-friendly system than anything currently on offer from Acura so I ain’t even mad. What’s more, the Google-based navigation can be sent to the 11-inch digital gauge cluster and will optimize route planning for recharging. It can even initiate battery preconditioning. Wireless Apple CarPlay and Android Auto are here as well.

All trims of the ZDX get the Acura Watch suite of ADAS features that includes things like blind-spot monitoring, automatic emergency braking and the like. The Type S adds a few features, including the Hands Free Cruise system– essentially GM’s excellent Super Cruise technology. During my test drive I have one disengagement, when the lane markings disappear on some newly laid pavement. This is why drivers must always be paying attention, even with a hands-off system.

Like Super Cruise, the Acura Hands Free Cruise can be set to automatic lane changes, leaving the computer to decide if it’s safe to pass a slower-moving vehicle. The car performs its task well, safely moving one lane to the left in moderate traffic, it just surprises the hell out of me.

All Acura ZDX vehicles will be ordered online, either at home or at the dealership so you can still get some guidance should you need it. Further, Acura gives buyers a few charging perks with their new electric SUV. Options include a level 2 charger, a $500 credit towards installation and a $100 public charging credit, or a portable charger, a $250 home charger installation credit and a $300 public charging credit. For those who can’t charge at home, Acura also offers $750 worth of public charging.

While the original intent of the GM/Honda partnership was to eventually build an inexpensive EV, the 2025 Acura ZDX definitely ain’t it. Sure, it qualifies for a $7,500 tax credit, but my top ZDX Type S tester is $74,850 including destination charges, a tough pill to swallow when the fun factor just isn’t there.

Perhaps, the EV road worth traveling is behind the wheel of the less expensive A Spec.


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The all-electric Mercedes G-Class ratchets up the tech and off-road capability | TechCrunch

April 24, 2024 8:17 AM0


The Mercedes-Benz G-Class — the rugged off-road powerhouse that launched in 1979 and has since become a brutalist status symbol — has gone electric. This is, in many ways, Mercedes’ most prestigious car, a model more prized for its presence and exclusivity than its power and capability. Going electric, then, is more than an historic moment for the iconic Gelandewagen; it is the biggest test yet for the company’s recently scaled back electrification plans.

Mercedes’ approach to electrifying the prestigious SUV suggests the German automaker understands the stakes. The first electric version of the G-Class not only meets but beats its internally combusted counterparts in terms of power and off-road capability. What is surprising is the name.

Meet the Mercedes-Benz G 580 with EQ Technology. That’s right, not the EQG, breaking the pattern set out by all-electric predecessors like the EQS, EQE and EQB. Starting with the G-Class, all new battery electric Mercedes models will fit into the company’s traditional alphabetic taxonomy.

That’s a significant change from a branding standpoint, but it makes sense when you look at the thing. The electric G shares a substantial amount with its internally combusted predecessors. If Mercedes wanted to break that trend and integrate the EVs into the traditional model nomenclature, this is the place.

Nuts and bolts

Image Credits: Mercedes

Like the other Gs, the G 580 is still built on a traditional ladder frame, a common layout in trucks and purpose-built off-roaders. Likewise, it still uses a solid axle out back, again preferred by serious denizens of the trails. The electric G does make a concession to modernity with an independent front suspension setup, but that’s also just like the other current G-Class flavors.

Perhaps more importantly, it looks almost indistinguishable from the upcoming 2025 refresh of the G-Class. Mercedes made a few subtle tweaks to the styling, most notable being a black grille plus some distinctive, EQ-exclusive lighting. There are other changes such as slightly rounded corners and the like to let this SUV’s abrupt shape cut through the wind more cleanly, but they’re near-impossible to spot.

Take one look, though, and it’s easy to see that aerodynamics is not the priority here. Off-road performance is, and Mercedes has gone all-out, creating a bespoke drivetrain for the G-Class.

A bet on off roading

Mercedes-Benz G580 with EQ Technology in desert sand non-metallic paint. Image credits: Mercedes

This is where things get radically different from the various gasoline-powered G-Class models.

Like the higher-spec models of Rivian’s R1T and R1S, the G-Class is driven by four electric motors — one for each wheel — mounted inboard on the SUV’s chassis. Each of these motors even has its own two-speed transmission, a selectable reduction gearset that allows the EQ flavor of the G-Class to have a low-range mode, giving it extra torque and control in low-grip scenarios.

A four-motor setup gives precise control over individual wheel speed, enabling better grip management than a traditional locking differential setup could manage. It creates the opportunity for some fun tricks, too.

The hallmark is what Mercedes calls the G-Turn. Tap a few buttons on the center console, hold either the left or right paddle on the steering wheel, and then step on the accelerator, and the G-Class spins about on its axis.

It’ll do up to two complete rotations like this, just enough for a bit of showboating, but Mercedes says it’s actually for making a quick exit from unexpectedly terminated trails, something again seen earlier from Rivian.

Another, more practical feature is called G-Cornering, where the G-Class can reduce the speed of the inside rear wheels when turning. This will help the G-Class navigate tight, twisty trails far more efficiently than a typical off-roader with locking differentials.

Crucially, neither of these features is available on the G-Class models with internal combustion engines. If you want them, you’ll have to go electric; and the extra capabilities don’t end there.

The EQ G-Class can wade through water 33.5 inches deep, about six full inches deeper than the other Gs. It also offers an extra 0.3 inches of ground clearance and an additional degree of approach angle.

A hot EV in a tepid-demand world

Image Credits: Mercedes

If you’re worried about ruggedness, Mercedes-Benz says you shouldn’t be. The G 580 with EQ Technology has metal and carbon fiber protection around the 116-kilowatt-hour battery pack. It’s also fully isolated from water, dirt and whatever other muck you run it through. It’s not, however, made using the silicon-anode technology from Mercedes’ partnership with Sila. Those are due to arrive in a “range-extended” version of the electric G within the next few years, according to a Mercedes-Benz spokesperson.

It may prove to be a desirable option. Despite offering 16 kWh greater capacity than a Model X, for example, the electric G won’t go nearly as far on a charge as the Tesla. Mercedes says it’ll do 473 kilometers on the European WLTP cycle, which should equate to roughly 250 miles on the American EPA test, far short of the Model X’s 335-mile EPA rating.

Despite the range, the electric G-Class sounds like an impressive package, enough to woo any true fan of performance away from the models with internal combustion. Tragically, it launches at a time of cooling interest for EVs in general.

Mercedes-Benz recently walked back its 2030 goal of being an EV-only manufacturer, blaming difficult market conditions.

Ahead of the G 580’s unveiling, Britta Seeger, Member of the Board of Management of Mercedes-Benz Group AG, said that interest in EVs is heavily variable based on region In Europe. Adoption has recently taken a huge hit thanks to the sudden removal of EV-related incentives, she added.

This has caused “a little bit of uncertainty” among the brand’s customers. “And obviously, if you turn off incentives, it has an immediate impact,” Seeger continued.

In Europe, Mercedes has covered this by applying its own incentives, with “promising” results, according to Seeger. In the U.S. the “lease loophole” means many of the brand’s EVs still receive the $7,500 federal incentive so long as they are leased, while dealers here are often piling on steep discounts of their own.

“For the U.S., we do see people who are very much interested, but I would say the majority are more hesitant.”

She says the company is sticking to its electrification plans but declined to set any specific sales targets for the G 580 with EQ Technology versus the other G-Class trims with internal combustion. “We are prepared for everything… We have complete flexibility in responding to customer needs,” she said.

In other words, we’ll have to wait and see how much of a factor the G 580 with EQ Technology is in the overall spread of G-Class sales. Unless it’s a total flop, though, it’s reasonable to expect more.

Mercedes has thus far made higher-horsepower, higher-price AMG-branded versions of its electric EQE and EQS models. In the U.S., the AMG version of the traditional G-Class outsells its lower-cost versions, despite carrying a nearly $200,000 starting price — plus whatever exorbitant adjustment your local dealer wants to apply.

That is why Mercedes-Benz CEO Ola Källenius calls the G-Class “the Birkin bag of our product portfolio.” Will the new EQ flavor maintain its cachet? It certainly looks ready to drive circles around its predecessors off-road, but whether that’s enough to woo the fickle G crowd remains to be seen.


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