Acura Resurrects ZDX as Electric SUV With Sportier Type S Version
Acura has many great names in its arsenal, both used and unused. It recently brought back the iconic Integra nameplate, for example, and its history kicked off with the, um, legendary Legend. For the name of its upcoming electric SUV, its first-ever all-electric product, Acura is mining its past—but is digging up a weird fossil indeed: ZDX.
What Is an Acura ZDX?
The ZDX name is somewhat cool-sounding—at least amongst Acura's "_DX" SUV monikers, including the RDX and MDX—that was previously applied to a single-generation flop, a fastback-styled SUV introduced for 2010 that sold so poorly it lasted only through the 2013 model year.
Now, depending on your point of view, the ZDX was either severely misunderstood and unfairly maligned for its beaky schnoz (Acura's grille de jour in the naughts), or it deserved to be killed with fire. Proving that not much in life is fair, the original ZDX largely mimicked the coupe-SUV format laid down by the BMW X6 that had arrived two years prior.
Like that Bimmer, the Acura was based on a conventional SUV (an X5 in that case, and the Acura MDX family hauler here) but sported a lower, more hunched profile for some extra visual pizazz and less cargo space. It also came with Acura's torque-vectoring Super Handling All-Wheel Drive (SH-AWD), though only a middling V-6 engine. BMW's X6, which could be had with powerful V-8 engines, survived and thrived, even spawning a smaller X4 variant and similar competitors from Mercedes-Benz, Audi, and Infiniti. The ZDX did not.
The ZDX Is Back
Acura's ZDX is now being given a second lease on life, with the name officially destined for the brand's new electric SUV. In announcing the name, Acura referred to the upcoming EV SUV as a "performance" model, and added that it will incorporate styling from from the Precision EV concept. While the Precision EV concept connection doesn't specifically rule out a fastback roofline, we should point out that that show car has a fairly normal overall shape; it similarly eschews any funky detailing like the old ZDX's pointy grille, though it is festooned with LED lights.
Even greater performance will be available via a promised Type S variant, which in Acura-speak is the name applied to the highest-performance version of a given model. There are TLX and MDX Type S versions available today, and the sold-out, now-discontinued NSX supercar capped its run with a Type S variant.
We also know the ZDX will be a 2024 model, set to debut either sometime next year or early in '24 in full production guise. It will borrow GM's Ultium motor and battery technology at first—just like the mechanically related Honda Prologue due around the same time—with subsequent electric Acura's utilizing a new global e:Architecture that also will see collaboration with General Motors.
Ironically, the original ZDX was fairly wild-looking, though one of its biggest letdowns was its lackluster powertrain. If Acura were to translate the old ZDX's visual drama into this decade while delivering satisfying electric punch and appropriate dynamic zest, we think the ZDX name could stick this time around.
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ford mustang-mach-e Full OverviewLest you think we don't read your letters, we get it: You think a Ford Mustang should be a two-door, rear-drive, V-8-powered pony car. But let's face facts, shall we? The Ford Mustang Mach-E electric SUV is very much here and very much a Mustang; it even says so on the label. But that's not to say there hasn't been room for improvement; for example, Ford launched the Mustang Mach-E last year without a higher-powered GT variant at the outset. That's like rolling out a new-generation Mustang without a V-8 to start. It took them a while, but the 2021 Ford Mustang Mach-E GT Performance Edition is finally here, so naturally we strapped our test gear on it to find out if the wait was worth it.Mustang Mach-E GT and Mach-E—What's the Difference? What Is the Performance Edition?Like the decades of gas-powered Mustangs that've preceded it, the Mustang Mach-E GT follows the same tried-and-true formula: make a sportier-looking, better-handling, and more powerful pony SUV. The standard Mustang Mach-E GT sports two upsized permanent-magnet electric motors—one at each axle—good for a combined 480 hp and 600 lb-ft of torque, backed up by the Mach-E's larger 93-kWh battery pack, upsized brake rotors, a retuned suspension, and 20-inch wheels wrapped in performance-oriented all-seasons. The Mach-E GT Performance Edition takes things a bit further. Although horsepower is unchanged, torque rises to 634 lb-ft, and it also gets MagneRide dampers, sticky summer rubber, and upgraded Brembo brakes at the front wheels. Range falls by just 10 miles versus the standard Mustang Mach-E GT, from 270 miles to 260.Does the Mustang Mach-E GT Feel Like a Mustang on the Road? How Fast Is It?Straight-line speed is traditionally where a Mustang GT offers the most thrills, and the Mach-E GT Performance Edition is no exception. Although it isn't as violent off the line as some other high-performance electric SUVs, the Ford launches hard, and without a more conventional transmission to deal with, its twin motors are almost always in the meat of their powerband. Interestingly, the Mach-E's power starts to quickly taper off as you near triple-digit speeds—something that undoubtedly affected its performance numbers.With our test gear strapped into the passenger seat and GPS receiver gaff-taped to the roof, the Mustang Mach-E GT Performance Edition's best 0-60-mph run took 3.6 seconds, just a tenth of a second behind the last 2021 Tesla Model Y Performance we tested, but seven-tenths quicker than the V-8-powered 2021 Mustang Mach 1. Weirdly, our best launches weren't made using the Mach-E's sport mode (cheekily named "Unbridled"), but in the default "Engage" drive mode. We found Engage to be quicker for both our 0-60 and quarter-mile runs, the latter of which saw the Mach-E GT run down the dragstrip in 12.6 seconds at 100.6 mph. That ties the latest Mustang Mach 1's quarter-mile time (though 12.5 mph slower), but it lags significantly behind a Model Y Performance, which runs the quarter in 12.0 seconds at 114.7 mph."Very strong low-end acceleration, but when it got beyond 80 mph, there was a very noticeable power drop, also indicated on the power bar on the instrument cluster," road test analyst Alan Lau said.The Mustang Mach-E GT Performance Edition's braking and handling didn't disappoint, either. It hides its nearly 5,000 pounds well with quick and precise steering, and its firm yet not punishing ride mitigates body roll. Things get particularly fun in Unbridled mode with traction and stability control off; this EV SUV allows a surprising(ly fun) amount of oversteer. Its stopping power is particularly good, too. "The best of any EV I've tested," road test editor Chris Walton said of the Mach-E GT's brakes. "They are highly effective and very well tuned for trail-braking: easy to predict, control, and release."Walton's impressions hold up when breaking down the Mustang EV's 60-0-mph and figure-eight test numbers. On the former, the Mustang Mach-E GT Performance Edition stops in just 105 feet—that's 9 feet longer than a Mach 1 but 8 shorter than a more comparable Model Y Performance. On the figure eight, it busted out a 24.9-second lap at 0.78 g average in Unbridled Extend mode—a sport performance mode designed to keep the battery and motors in their optimal temperature range for autocross and track days. Although the mode worked as advertised, the Mach-E generally needed to sit parked for at least 15 minutes before we could get it to engage. The Mach-E GT's lap is just a tenth of a second and 0.01 g less than a Model Y Performance, but not surprisingly it lags a fair bit behind a Mustang Mach 1, which lapped the course in 23.7 seconds at 0.82 g.A Nerdy Note on Charging the Mustang Mach-E GTAlthough the Mustang Mach-E GT Performance Edition doesn't disappoint on the road, we're a bit perplexed by its Level 3 DC battery charging speed. It's nominally rated for a 150-kW peak rate (to put that in perspective, Teslas max out at a 250-kW peak, while the 2022 Kia EV6—a direct competitor—will allow for a 350-kW peak). In real-world testing, the Mustang Mach-E's charge curve was aggressively conservative.Utilizing a 350-kW Electrify America fast charger, it took us 41 minutes to charge from 15 to 80 percent capacity, which is bang on what Ford advertises the Mach-E to be capable of achieving. (Plugging it into a 350-kW charger is a bit like filling up a Prius with premium, but we chose that particular charger because we knew it worked well.) So, what's the problem? Our issue is that once you get past that 80 percent rate—like, say, if you'd like to add a little bit more of a range buffer during a road trip—the charge rate drops from the low-90-kW range to just 13 kW, or about the rate a Level 2 overnight charger delivers electricity to a vehicle. Long story long, it will lead to Mach-E owners spending more time than they need to at the charger.There isn't another EV on the market we can recall that has such a slow post-80 percent charge rate, so we reached out to Ford for comment. A spokesperson told us the automaker designed the slow post-80 percent rate in an attempt to maximize the Mustang's battery life but that it has committed "to expand [the DC fast charge] curve 'ceiling' to greater than 80 percent state of charge through a Ford Power-Up over-the-air software update." No official word on what the new ceiling will be, but Ford's general manager of battery electric vehicles told InsideEVs the automaker is currently looking at raising the fast-charge ceiling from 80 to 90 percent. No word yet on when Mach-E owners can expect the over-the-air update.How Much Does the Mustang Mach-E Cost?Prices for the Mustang Mach-E GT are competitive for the segment, with prices starting at $61,000. That undercuts the Model Y Performance ($65,190 this week), even when you match equipment levels. The Mustang Mach-E GT Performance Edition's value proposition is a little murkier. The package adds $5,000 to the bottom line, and if you opt for the panoramic glass roof, Ford's BlueCruise advanced driver assist system, and a premium color like that found on our test car, the sticker balloons to an as-tested price of $69,800.So, Is the Mach-E GT Really a Mustang?The Mustang Mach-E GT Performance Edition doesn't look or sound like a traditional Mustang, but the performance it offers certainty lives up to the promises implied by the Mustang GT name. While it isn't perfect, the electrified pony SUV is a promising rethink of what the Mustang is, and what it can be.Looks good! More details?2021 Ford Mustang Mach-E4x (Performance Edition) Specifications BASE PRICE $66,000 PRICE AS TESTED $69,800 VEHICLE LAYOUT Front and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 480 hp TORQUE (SAE NET) 634 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 4,980 lb (50/50%) WHEELBASE 117.5 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 0-60 MPH 3.6 sec QUARTER MILE 12.6 sec @ 100.6 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.96 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) EPA CITY/HWY/COMB FUEL ECON 88/75/82 mpg-e EPA RANGE, COMB 260 miles ON SALE Now Show All
Think back to the cabins of the land yachts that plied American highways from the 1970s and you will no doubt call to mind the phrase, "," made famous by the as he smiled at camera from somewhere in the vicinity of a mid-decade Chrysler Cordoba. However, a more comprehensive view of the market back then reveals an endless wave of a synthetic material every bit as warm and lush as Montalbán's dulcet tones—velour. For a stretch of 15 or so years, it was nearly impossible to order a Detroit-built barge that didn't feature floor-to-ceiling wannabe-velvet as its interior pièce de résistance.Velour's dominant turn at the tiller of automotive styling was in step with the fashion and design trends of the day, reflecting the deep-pile carpets, upscale throwback upholstery, and of course the full velvet suits dominating both nightlife and the gym as the world reveled in a new polyester paradise.At the same time, it presided over the last hurrah for what could be considered adult-oriented automotive advertising, the tail-end of TV and print campaigns that targeted a more mature audience—rather than pandering to the approaching swell of youthful yuppies that were poised to take over the consumer mainstream with their endless amounts of disposable income.Science Brings Luxury to the Masses Ads For Mom and Dad(dy)Out With the Softest of Whimpers
Everyone by now is familiar with the Radwood formula: Gather a bunch of 1980s and 1990s cars in one place, invite enthusiastic nostalgists who pine for those cars to a location local to them, and encourage attendees to dress in period-inspired outfits. Rinse, repeat. Our latest visit to a Radwood show, at Laguna Seca raceway in California, provided a welcome respite from the Monterey Car Weekend usual. You know, exotics, supercars, and eye-wateringly expensive classics mingling among the idle rich.That's great eye candy for sure, but all the revving V-12s and flashy new metal can be a little exhausting. If ever you could be reminded in real time, over and over again, that you're relatively poor, Monterey Car Week doles out such lessons incessantly. So Radwood and its motley collection of fellow car enthusiasts' more attainable rides—though there are some near-priceless vehicles that qualify for entrance—offer up a dose of pleasant reality. These cars are excellent, obscure, or survivors (sometimes all three), all representative of the '90s and '80s.We walked the show this year, which was hosted by Hagerty in the paddock of Laguna Seca, and snapped photos of some of the highlights for those of you who couldn't make it out to NorCal for the event.
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