[scratchieepants]

needs Mugen kit, 20's, and a proper drop!

All kidding aside, still on the fence on this car (like most new Acura's), but what an amazing interior in the ZDX!

 

[xjohnkdoex]

i think i've seen one of these on the road or a parking lot somewhere, and it didn't look too bad.

anyone see the very end of iron man 2? dude drives up in an acura zdx with all the badges blanked out.

 

[2K6TSX]

navigation system is outdated like hell.. I was just in an audi q5 at the dealer and it's gorgeous and 3D.. AND cheaper!

 

[TSX69]

CrossTour & ZDX Review

Review: Acura ZDX & Honda Accord CrossTour

I was prepared to dislike both the Honda Accord Crosstour, the chubby wagonish crossover based on the Accord, and its more upscale cousin, the Acura ZDX, the highly sculpted crossover based on the minivanish MDX.

Instead, I’ve come to some degree of understanding for these two highly niche products—with reservations. I’ve also been pleasantly surprised with some of what’s going on with these respective wagons—though you still can’t help but wonder what might’ve been in each case. What follows is a look at both, rather than a comparison, since cross-comparing these Honda/Acura products will happen very rarely in the real-world marketplace.

Meat + Potatoes

The Honda Crosstour is anything but cheap. My 4WD EX-L NAV tester ran $36,930; $30,380 is the sticker for the base model with FWD. And while this may be billed as a more useful car than the Accord sedan, the Honda Fit, a car that’s three feet shorter than the Accord Crosstour, and over 1,000 lbs. lighter, has more cubic feet of storage — 51.3 for the Crosstour vs. 57.3 for the Fit, rear seats folded flat in both.

And you could buy two Fits for the price of one Crosstour.

But numbers don’t always tell the whole story. The Crosstour buyer would be rewarded with far greater passenger room, especially for rear seat occupants, where shoulder, hip, and knee room are far more generous in the Crosstour than the Fit. Likewise, the longer Crosstour is a very comfortable highway cruiser; the Fit is jumpier, especially for passengers.

Also, because the Crosstour is so much longer than the Fit, long loads are more easily stowed inside; a trip to the lumber yard was no sweat, and I brought back several eight-foot two-by-fours (that stretched from tailgate to dash, front seat reclined all the way). Another trip to the garden center (see photo) and the Crosstour swallowed eight bags of pine bark mulch and several more of potting soil plus a few pots and assorted supplies. One nifty feature: beneath the cargo floor there’s a tilted, washable plastic bin. It’s big enough to swallow several grocery bags and is deep enough to keep them from shifting during driving.

Ah, yes, driving.

The Crosstour, happily, isn’t built on a truck chassis. While its six inches of ground clearance is decidedly un-SUV-like, especially vs. competition like the high-riding Subaru Outback (8.7 inches), and that might make it less of a snow plow come winter (Subaru buyers in Vermont will never switch), the all-wheel drive system is really more of a back-up plan anyway. If the front tires slip, power is sent to the rears, but otherwise this is a front driver and that makes it reasonably fuel efficient (17 city/25 highway); we got about 21 mpg on a mix of urban and rural motoring, which included some semi harrowing darting through stop-and-go gridlock in the Bronx.

Speaking of which, the Crosstour does even that sort of dance with reasonable alacrity; you can muscle around double-parked cars and mash the gas to dart into an opening in traffic and response from the 271hp V-6 is decently muscular. Incidentally, that motor has a cylinder deactivation system to save fuel, and during cruising can run on four or three cylinders. An “ECO” light in the console lets you know the system is working, but otherwise there’s zero sense of increased vibration or shuddering when you get back on the throttle.

Aggressive driving isn’t this big Honda’s forte. Steering feel is a tad sedated, and the tall, 225/60/R18 Michelin Latitude tires mush around corners, scrubbing and howling if you decide to play. The Crosstour is just agile enough, but no sports sedan.

There is a bit of the Teuton in this car though, in the interior, where function is king. The front seats are firm but totally comfortable; the nav system continues to be one of the best in the business, recalculating when the driver zigs instead of zags without delay; and iPod integration is likewise excellent, mirroring the menu organization of the Apple device so it's more intuitive to the owner of said player.

Would that Honda had also carried some of this form-following-function logic to the tail of the Crosstour, where the aft view is decidedly poor (big C pillars are the issue). Get the backup camera option or you’ll ding your Crosstour the first time you visit the supermarket.

Gawk or Gaze?

There’s an ad on TV that features the Acura ZDX and we see a stylish woman having her head turned by the crossover rolling by. We see the ZDX from the front very briefly, then from the side. Somehow, the woman is floored. But you have to wonder what’s she’s thinking, because the nose of this vehicle is decidedly odd. A friend said the visage of the ZDX reminded him of a Japanese cartoon character’s face, and he wasn’t referring to the endearing Hello Kitty! that little girls love.

Then again from behind the wheel the ZDX is fairly glorious. A tower of buttons wraps around a shield-like center console; dual eyebrows of leather curve off to the left and right, starting at the driver and passenger’s knees, bending around beneath the dash and back around toward the doors. This is a dramatically rendered space, with curves and arcs and intersections of metal and softer fabrics -- Frank Gehry would approve. And, from the outside, looking at the car side-angle on, you could say the same thing — there’s a lot of drama in the surface, and a tautness that looks exciting. You don’t have to love it, but it’s not boring no matter what you think.

But, like the BMW X6 and the Infiniti FX, there’s a question of who exactly needs a tall crossover shaped like a coupe. And with the ZDX that question continues to crop up regardless of what you think of the styling.

For one thing, second-row ingress and egress are egregiously restrictive -- you have to duck very carefully to climb aboard, and unless you’re under 5’ 10” there’s no way you’re riding back here. Unlike with the Crosstour, you can’t argue that this is a well packaged vehicle for utility: there’s less rear seat legroom than in the Honda Fit, a mere 31.1 inches, and the cargo hold, even with the rear seats down, is still two cubic feet short of what that tiny Fit offers. Now recall that the ZDX is based on the MDX, which offers nearly 30 cubic feet more cargo room than the ZDX and seats seven, and you just have to scratch your head in wonder.

On the plus side, again because like the Crosstour this is a long hatchback, you can make use of that length and carry home eight-foot pieces of lumber.

Not a Sports Sedan….but

The ZDX is styled as if it were a tall sports sedan. This isn’t quite what you’re getting, and unlike, say, the TL, this Acura rides high and is about 500 lbs. heavier.

The roughly 4,400 lb. (depending on the model) ZDX can feel somewhat agile, especially in sport mode — our ZDX came with the Advance package, which includes an adjustable suspension that uses a magnetic-fluid damper system to instantly firm the suspension as a computer senses increased yaw or pitch. It also comes with Super Handling all-wheel drive, one of the better adaptive all-wheel systems on the market, because it doesn’t just measure slip but understeer; if the car begins to “push” wide of an intended apex it sends more juice to the outside rear wheel, jamming that big butt around so you stay on your line.

But no amount of electronic hocus pocus can make a car this tall corner like a lighter vehicle that sits lower. Yes the six-speed, 300hp V-6 combo is impressive for its freely revving character, quick upshifting and willingness to hold a high revving gear for more chassis control -- or upshift to the point of lugging the engine if you’re driving on slippery surfaces.

But this only gets you so far. You can have a much sportier crossover in the muscular Infiniti FX50 or a more engaging overall package in the BMW X6, with superior legroom and cargo room in the BMW. And given that our tester Acura ran to $56,045, an Audi Q7 isn’t out of the question as competition, since that crossover at least offers more utility, all-wheel drive, and not especially horrendous fuel economy for a big vehicle (14 city/19 highway versus 16 city/ 23 highway for the Acura).

Honda vs. Acura

The Crosstour makes some sense.

There’s a Honda-only buyer who won’t buy a true crossover, like the CR-V or the quirky Element. So they’ll buy a Crosstour, a more traditional sedan with a bit more utility, a good ride that’s less numb than much of the competition.

The ZDX, meanwhile, is in a worse spot than the Crosstour, in part because Acura as a brand doesn’t have a firm fan base. Where BMW can build smash-roofed crossovers because it has built its brand on the perennially strong selling 3-series (BMW’s core product, mind you, is also very inexpensive relative to the rest of its offerings), Acura’s following is far softer.

For over a decade that’s been the way with Acura, ever since the Legend and, later, Integra marques were snuffed out. These were cars with passionate customers; these were cars built from a sporting, aggressive, playful mindset. Today, though, Acura can’t decide whether to chase pure luxury, a la Lexus, or performance, like BMW.

The game plan clearly exists, however.

Audi is following the BMW angle with increasing sales of its A3/A4, and even Infiniti, which through Q1 2010 matched Acura’s sales on the car side (with two, rather than three models) has the strong selling, purpose-built G series, probably still the best Infiniti there is.

But instead of an Acura built to foster future Acura sales, we get the rebadged European Honda Accord, the TSX. In what way does this car match the BMW 3-series? None, save the $30k-ish price.

Unless and until Acura commits to killing it with its base car it cannot expect great success with niche models like the ZDX. You have to start with the base of the pyramid before you can add small adornments.

 

[TSX69]

CarReview

2010 Acura ZDX Review:
Innovation in Art & Automotive Performance
By Holly Roberts

​

Pros:

* High commanding view high like an SUV
* Seriously comfortable seats
* Excellent handling ability
* Really fun to drive
* Roomy interior
* A place for everything and everything in its place
* Massive panoramic glass moonroof
* Gorgeous styling

Cons:

* Back seats aren’t really geared for tall people
* Manual and automatic shifting from 1st to 2nd was sluggish (that could just be a tuning issue)
* I felt like the rear-view mirrors could have been a *bit* larger​

Wow. The ZDX is one gorgeous automobile. Whether you wan to call it a car, a crossover, or a luxury sports coupe, it’s really easy on the eyes. The ZDX has a few, unique distinctions: it was the first vehicle to be completely designed at Acura’s Southern California design studio. Also, it was engineered in Ohio, making the ZDX the most American made Acura.

Even though the ZDX is a 5-passenger vehicle, the emphasis was clearly geared more towards the driver and the front passenger. The front seating area had tons of room. Plenty of room to move around freely. The back seating area felt cramped to me – headroom wise. While I had no trouble getting my bicycle to fit, the human comfort component was lacking a bit. I felt like maybe the sloping of the roof contributed to feeling as though the rear-seating ceiling was really low.

Fuel Economy:
Advertised: 16 mpg in the city, and 23 mpg highway (19 mpg combined)
Actual: 19.6 mpg (had I driven more highway miles, it would have been better. The city driving really pulls the mileage down, down, down).

Driving Impressions:
The ZDX is an impressive ride. Even though it sits up higher like an SUV, the seating is low to the car floor, giving the distinct impression of sitting in a sports car. And it handles almost exactly like a sports car. Once you slip it into “sport” mode and drive with the paddle shifters (which are really nice in this car), you feel just like you’re in a hot little sports car. It was a blast to drive! The turning radius was pretty tight, given the size of the car. While it doesn’t have the turning radius of a true sports car, it’s better than a lot of cars, SUVs and crossover vehicles.

Even with the transmission in automatic mode, you can utilize the paddle shifters to drop the gear a bit when climbing, passing someone, or just getting yourself slowed a bit approaching a tight corner, traffic light or stopped traffic. The ZDX was zippy and fun in either manual (sport) or automatic mode.

The panoramic moonroof is simply stunning. It seems like nearly the entire top of the car is glass. While it isn’t the same as driving a convertible, it seems to be about as close as you can get to driving one — without the sunburn and bad hair.

Build:
Not a peep out of the ZDX which would indicate anything other than quality construction. Doors closed easily and felt solid, not heavy. Manually opening and closing the rear hatch required minimal effort and the power liftgate was a welcome luxury when your hands/arms are wrapped around multiple packages.

Everything on the interior was like “buttah” and slid open easily and then closed back in place nicely. Solid, quality construction is evident throughout the cabin. Interior and exterior door handles were easy to grasp and well-placed. As far as the exterior, I felt like every section of the ZDX was perfectly blended into the next piece, for a flawless, and sexy line. With the door handle for the rear doors positioned above the door, the flow of the rear beltline is smooth and uninterrupted.

Interior Comfort and Ergonomics:

The good:
Very unique in that you feel like you’re climbing into an SUV (tall!), but when you sit down, you’d swear you’re in a sports car. The seats are low to the floor once you’re inside the car, so it really does feel like you’re sitting in a sports car! And the seats are really, really comfortable! Sitting in the driver’s seat, felt like sitting in your favorite chair at home, only way nicer leather!

LOVE the push-button ignition controls and proximity keys. Nice to not have to insert a key into the ignition, unless you really want to, or fumble for your keys when you approach the car to get in.

Everything in the interior area of the vehicle blended and matched perfectly. Compartments and cubbyholes all over the place, but none of them stood out as unsightly. I wasn’t sure if I’d like the two-tone leather interior, but it really grew on me. The coloring was nice and offset the vehicle color perfectly.

Acura ZDX center storage/armrestAcura ZDX front seatsAcura ZDX view of cockpit

The bad:
The back seats. While they were comfortable to sit in, I felt like my head was really close to touching the ceiling (it wasn’t). I’m not tall by any stretch of the imagination (5′6″), so if I felt cramped back there, anyone taller might feel more uncomfortable just trying to fit back there, or get in. I also nearly hit my head exiting the back seat. Had I been in a hurry, I’d have slammed the side of my head pretty good. One guess though: if you did it once, you’d probably not do it again. But given that, it’s safe to say that the back seat would be strictly for small adults or kids (or a bike).

Performance:
With its 300 hp 3.7 liter SOHC 24-Valve VTEC V6 engine, it was tough to keep the ZDX at (or near) the speed limit. Pretty impressive performance for an AWD vehicle! Although, I shouldn’t be surprised, after testing the Acura TL SH-AWD car in 2009 – the ZDX was similarly impressive.

It was really fun to drive using the Sequential Sport Shift (manual mode) and paddle shifters! But even in automatic, the ZDX performed extremely well, accelerating more than adequately when asked to do so.

Handling:
ZDX handling characteristics were impressive. While the ZDX is tall like an SUV, it never felt cumbersome, off-kilter or overweight. It handled like a very sporty car, which included the excellent turning radius and solid feel rounding a tight corner at speed. I even had a really positive experience parallel parking it in front of my building the first night. In the dark and rain, no less!

Styling:
In a single word: HOT.

The ZDX is clearly one of the hottest, and best-designed cars to come out in 2010. From front to back, it’s one long, graceful arc. The outside rear door handles are integrated into the panel above the rear door and just aft of the rear door glass such that they’re scarcely noticeable. Not a piece of this car detracts from its beauty. Don’t believe me? Go drive one. People stopped and stared at the ZDX as I drove by.

Not only does the ZDX look good, it looks like it could pounce on you and kick your butt. It looks READY. Ready to go fast. Ready to go for a long drive. Ready to go drive in the mountains. Ready to show you that it’s not your average SUV, crossover, or even luxury car. Ready to take your breath away.

Value:
Being a luxury class vehicle, the ZDX is not really economically priced. The model we tested came in at around $50,000. But for that money, you get a seriously nice vehicle. Almost all of the standard and additional options are listed below, for quite the impressive array of features.

Safety features included: Driver and front-passenger dual-stage airbags, drivers and passenger side-impact airbags, side curtain airbags with rollover sensor, vehicle-stability assist, ABS, electronic brake distribution, 3-point seat belts (front ones with automatic tensioning), active front head restraints, tire pressure monitoring system, side-impact door beams, daytime running lights and the LATCH system for child seats.

The tested vehicle had the tech package which adds $4,500 over the base trim. The Technology Package includes the following standard features: XM® Satellite Radio, MP3/auxillary jack, USB Audio Interface, Radio Data System, Bluetooth® Audio, Driver Recognition Memory System, Driver’s 10-way Power Seat, Front Passenger 8-way Power Seat, Heated Front Seats, Homelink System, Bluetooth® HandsFreeLink, Front Auto Up/Down Windows, Acura Personalized Settings, Auto-dimming Rear-view Mirror, Power Tailgate, Panoramic Glass Roof with Sunshades, 19″ x 8.5″ Alloy Wheels, P255/50 R19 All-Season Tires, Xenon HID Headlights, Fog Lights and Heated Power Door Mirrors with Turn Indicators.

Acura Navigation system with voice recognition and multi-view rear camera, AcuraLink Communication system with real-time traffic and weather, sport seats with perforated premium leather trim, Acura ELS surround-sound system with 10 speakers and AM/FM/DVD-A, CD, DTS, Dolby ProLogic II, Hard Disk Drive, push-button ignition, GPS linked, dual-zone auto climate control with air-filtration system, and the Keyless Access System with Security System.

Conclusion:
If having a head-turning, sporty, fun, luxury performance-oriented crossover is your cup of tea, get one! I had a heck of a good time driving it, and it served my needs rather well. I haven’t driven a car that turned so many heads in quite some time, and it was really entertaining to see how folks reacted to it.

	BUILD 	INTERIOR 	PERFORMANCE 	HANDLING 	STYLING 	VALUE 	OVERALL
RATING 	5.0 	4.75 	5.0 	5.0 	5.0 	4.5 	4.9/A-

Who should buy it?
The ZDX will cover you for pretty much every scenario, except a family greater than 2 adults and 3 small kids! It was almost too pretty to put my dog in and I’d be hard-pressed to put a dirty mountain bike in it without completely covering the interior with a sheet of plastic, but it was a great, all-around car. The ZDX drove great, hauled all my stuff around, and I even felt comfortable hiding my laptop in the secret compartment in the back while I was out bike riding (the word is out now!). It drives nice in the city, on the highway and with its awesome AWD, the Acura ZDX can carve up a mountain road better than Iron Chef Morimoto preparing a sushi dinner for six.

 

[TSX69]

Drivers Log

AutoWeek Driver's Log

EDITOR WES RAYNAL: This is a weird car. It’s a polarizing shape for sure: Some love it and some said it was ugly. It’s new enough in the market that it attracts some attention, but people don’t know what it is yet. Plenty thought it was an Infiniti. I think it looks kind of cool. I also think the interior is terrific, comfortable and well built. I did whack my head once getting in, but I learned to duck quickly.

The ZDX drives well. The six-cylinder is smooth and peppy. There is a lot of grip, and I’m a believer in this super-handling all-wheel-drive. It’s hard to get the car out of shape in corners. Generally, it was a pleasant conveyance on the weekend.

I’m not sure what the ZDX is for, exactly, and I don’t know why one wouldn’t just buy an MDX, which is so much less of a compromised vehicle. I suppose its Acura’s version of the BMW X6.

SENIOR EDITOR FOR NEWS BOB GRITZINGER: I’m not sure whether this is a squished MDX or a TL tall--either way, it’s an unusual design that draws a lot of double takes. And I think most of those second looks were of the approving variety. Oddly, as you approach the parked car from the front, it appears much smaller than it is; once you’re upon it, the entire height, width and length becomes apparent, and it’s no longer quite so small and sporty looking.

From behind the wheel, however, the ZDX is plenty sporty, with a lot of power and flexibility built into its various moving parts. The engine/transmission set up is particularly punchy, getting this nearly 4,500-pound trucklet moving in short order. Switching between the comfort and sport modes for the suspension produces noticeable results, with the sportier setting providing a seriously tauter ride.

Overall, I like the packaging and could even live with the compromised cargo space to get this unique look in my driveway. From my perspective, it’s the freshest, cleanest and more interesting take on the crossover that we’ve seen in quite a while. And it may be the first Acura wearing this giant-fanged front face where it actually fits.

SENIOR WEB REPORTER GREG MIGLIORE: The ZDX looks a like a real-life concept car stolen from the floor of an auto show. I really like the looks. They’re polarizing, different, angular and intriguing. I got plenty of stares in the car.

Acura makes an impressive effort here with the design. The wide hips and sharp angles of the roof really are striking, and the big wheels, bold grille and detailed headlights are very complementary to the silhouette. I like the concealed door handles in back and the way the doors themselves don’t intrude or diminish the shape of the ZDX.

The suspension is very comfortable and there’s not much body roll in turns and corners. It’s like a bulky sedan or well-manner ute, depending on how you choose to view it. The cargo hold in back is basically a hatch with trunk space, so Ford Explorer this is not.

I spent all of my commuting laps in sport mode, and the ZDX had a fairly athletic dynamic. The V6 engine is very strong and is excellently paired with this six-speed automatic. There’s plenty of power from launches, and it’s easy to find yourself over the speed limit on the expressway. There there’s a nice power level between 3,000 rpm and 5,500 rpm, though I didn’t feel the need to redline this beast. Downshifts are smooth and efficient.

I like the interior, too. It’s subtle but elegant, and I like our tester’s dark finishings which looked and felt nice. We had some very savvy tech features, with the backup camera--which is very clear; the blind-spot detection which was spot-on and a brake warning for when you are crowding the car in front of you. It all worked great for me. And satellite radio and a colorful nav screen are also pluses.

I like the character of this car. I think some consumers might too.

EXECUTIVE EDITOR ROGER HART: This thing got hit really hard by the ugly stick. Not sure who in the world was asking for a car like this--an MDX with a smaller cargo area. Maybe it’s supposed to look more like a car than a ute, but it drives like a ute. That’s not necessarily a bad thing, because the MDX handles pretty well for an SUV.

One nice thing about the ZDX is that the inside is really attractive and quite comfortable. And from behind the driver’s seat, you can’t see the exterior design at all--unless you drive by a building and see your reflection in the windows. In that case, just keep looking forward and enjoy the ride. It’s actually quite good, despite the exterior looks.

COPY EDITOR CYNTHIA L. OROSCO: The ZDX seems to evoke a love-hate relationship: I love the interior, but I’m not a fan of the hulky, bulbous sheetmetal. Inside, the materials are very nice, the seats are comfy, the nav/radio/info system is easy to use, and the big screen is easy to read. All of the controls are easy to use and are right at hand.

The ZDX is a tall ride, but it lacks headroom. After three or four times, I got sick of ducking/contorting to get in. The car appears tall from the outside, but that doesn’t translate to the interior. And Roger is right: If you want this type of vehicle to carry people and stuff, you lose space with the ZDX over the MDX. I really enjoyed the long-term MDX we had in the fleet.

That aside, the V6 does a good job of moving this CUV along. For as heavy as it is, the ZDX is pretty fleet on the expressway, even in passing. You definitely get a sporty vibe. There’s no lag in getting up to speed, and the solid brakes easily bring everything to a halt when needed.

While the ZDX is a fine ride, if I was looking for something in this segment, and specifically from Acura, to haul people and stuff, I’d go with the MDX.

2010 Acura ZDX Advance

Base Price: $56,905

As-Tested Price: $56,905

Drivetrain: 3.7-liter V6; AWD, six-speed automatic

Output: 305 hp @ 6,000 rpm, 290 lb-ft @ 4,000 rpm

Curb Weight: 4,462 lb

Fuel Economy (EPA/AW): 18/20.2 mpg

Options: None​

 

[TSX69]

Risk Worth Taking

Acura ZDX Ready for TakeOff, w/ the Right Driver

The 2010 Acura ZDX is not for everyone. It's not even a safe bet. It's for people reaching beyond the typical. It's for risk takers, people who define their vehicles instead of the other way around. Astronauts come to mind as potential ZDX drivers. They would appreciate the engineering finesse of Acura, and the ZDX could pass for a lunar rover. My test vehicle even arrived in NASA white. If not from another planet, the ZDX is definitely from something outside of Acura's wheelhouse. Honda's luxury brand has finally built a vehicle to that makes the giant bottle opener of a grille look tolerable.

Mixing things up is a good thing for Acura. The brand seems to have struggled in recent years with defining who it wants in its cars and crossovers.

There's nothing understated about the ZDX, which Acura refers to as a four-door sports coupe, a phrase I hate. Ray LaHood, the automotive kingpin and Secretary of Transportation, should ban any manufacturer from attaching the term "sports coupe" to a vehicle if it:

• Has more than two doors. (ZDX has five if you include the rear hatch.)

Advertisement

• Requires people step up to get inside. (ZDX does.)

• Is not a sporty coupe. (OK, the ZDX is sporty in a moon mission sort of way.)​

But marketing-based definition aside, the ZDX is an oddly great vehicle.

Impressionism in metal

First, there is that exterior. Somehow, Acura managed to stay true to the original concept. All of the great aspects about the vehicle shown at the 2009 New York Auto Show made it on the production model. The sloping roof line, which includes panoramic glass, and the body stretched out like angular taffy make the ZDX look like an unfinished Picasso. You're not always comfortable looking at it, but you like looking at it. There are even those hidden door handles on the second row, which make you look twice just to find them.

The ZDX performed like Picasso as well; the older, less agile 4,400 pound Pablo. But still, there's engineering artistry behind its performance.

The 3.7-liter V-6 provides plenty of power at 300 horsepower and 270-pound feet of torque. Acceleration is quick and the Sequential Sportshift six-speed automatic transmission clicks through the gears with precision.

The independent suspension provides an extremely smooth (and quiet) ride, gliding over Detroit's bumps. The ZDX is best on the highway, where its wedge-like design cuts through the air and powerful motor never misses a beat.

On hard curves, the ZDX loses some of its sports appeal. The Super Handling All Wheel Drive system manages the torque between axles and wheels, and improves handling dramatically. The Active Damper System, which can tune the ZDX's suspension on the fly, helps its performance.

If Acura wants to attach that sports coupe moniker, it needs to deliver sports coupe performance. "Really sporty crossover" would be more accurate. The real question is: How much does that matter to you? For most people, probably not much.

The speed-sensitive system steering feels nicely weighted at any speed. There were also some nice high-tech driving features that simply make driving easier.

The blind spot detection system worked nicely, catching your eye every time someone sneaks into that space right off your bulging rear fender. The intelligent cruise control takes all of the work out of long hauls, adjusting the vehicle's speed based on the car in front of it. The back-up camera is a necessity, as you can see almost nothing out the back because of the roof's angle.

Plush and Exquisite

While the vehicle's performance was good, its interior is absolutely fabulous. If this ZDX is a sign of Acura's future interior, look out Audi, there's some competition on the way.

Acura managed to provide the mirror image of the exterior on the inside. But all of the sharp edges are covered nicely in supple leather.

And while there are a lot of busy lines throughout the cabin, it remains calm and sedate. The center console, which on other Acuras becomes an alphabet soup of buttons and knobs, is nicely organized. The black-face stereo only lights up the buttons if the stereo is on. If the stereo is off, the buttons meld in a simple black finish.

The navigation system takes a little getting used to, but has an excellent 8-inch VGA display screen. Add the technology package includes a 435-watt, 10-speaker surround sound stereo, Bluetooth audio connectivity, a USB port and auxiliary jack to connect other devices to the system.

The advance package includes LED lighting in the cabin, as well as the blind spot detection system, adaptive cruise control and Acura's Collision Mitigation Braking System -- as well as ventilated front seats and a brushed tricot headliner.

Everything about the ZDX feels plush and exquisite.

There's also lots of storage space, including 26.3 cubic feet behind the second row. There's even a hidden compartment below the floor of the back big enough to hold 2.2 cubic feet of stuff -- a handy feature when people passing by can look into your trunk space.

Really, the ZDX is fascinating. Some people will love it and others will hate it. But it certainly leaves an impression. And if you don't reach for the stars now and again, you're stuck right where you are without a hope that anything will change. Go on, take a risk. Acura did.

This may be a reach for Acura, and it's not going to set many sales records, but the result was worth it.

sburgess@detnews.com (313) 223-3217​

 

[TSX69]

Radical Design

Acura ZDX CrossOver Sports Radical Design
12:26 PM CDT on Friday, July 23, 2010

By TERRY BOX / The Dallas Morning News
tbox@dallasnews.com

Give me a second here with my mod-pod Acura ZDX, the wildly styled crossover for chic urbanistas and well-dressed extraterrestrials.

Being a low-tech hick in common clothes, I need to flick through a few dozen of these buttons on the ZDX dash real quickly just to make sure this thing is not plasma-powered – or equipped with an ejection seat.

I wouldn't want to mess up its magnetic field or cosmic alignment – or mine.

You probably know all about the ZDX. Think of it as a mainstream Acura MDX crossover that has been chopped, shortened and treated to a full George Barris makeover – a radical body inspired by space-station hardware and old episodes of The Jetsons.

Somewhere far back in its genealogy, you can find a Honda Accord, but you won't see any evidence of it in the blade-runner ZDX.

The 1st time I saw 1 sitting in a suburban driveway, I thought: That's nice. ET must be home for the weekend – and he's driving Luke Skywalker's Jeep.

If great design is polarizing and provocative – as people much smarter than me contend – the ZDX is surely bound for Barrett-Jackson auctions and coffee-table collector books. I'm just not entirely sure I get it.

The Acura ZDX has a radical body that Terry says was inspired by space-station hardware and old episodes of The Jetsons.

But then, we plebes don't really have to. This is a low-volume vehicle (about 6,000 buyers are expected) that's supposed to compete with other, equally odd – er, provocative – crossovers such as the excessive BMW X6. And at a breath-taking price of $56,855, the adventurous ZDX is clearly not meant for duty as a soccer bus.

Unlike the hideous Honda Crosstour, though – to which the ZDX is related – the black 2010 ZDX I had recently was a pretty intriguing mode of transport.

1st, you have to get past the front end, which for some reason has become Acura's leading edge of clumsy styling. The glaring headlamps and bulky silver grilles give modern Acuras a kind of militaristic, armored look – though a couple of times, I believe I also saw likenesses of Richard Nixon in it. (I blame that mostly on the '70s.)

Tall and thick, the ZDX's dramatically swept-back headlamps flow into large shoulders over the front wheels. A faint character line becomes more prominent through the rear doors, growing into a shoulder that wraps around to the hatchback.

Getting a Handle on Doors

And check out the back doors if you can find them. Their latch is hidden in the rear roof pillar – a touch that custom king Barris would surely approve of.

All of this is topped, literally, by a radically sloping roof that Zippy the Psychedelic Skateboarder might be tempted to use some night as a roadside ramp. One of the best exterior features, the seven-spoke 19-inch alloy wheels, are wrapped with really meaty 255/50 tires.

Inside, the, uh, uniqueness continues. The dashboard is formed in textured black plastic with hoods over the instrument panel and navigation system. It curves down into a busy black center stack with silver trim running along the base of the dash.

Beneath that is a sculpted 6-inch band of stitched material that curves into a console covered in brushed aluminum-looking material. The lower dash and door panels are gray, contrasting with black upper panels.

The seats in mine were gray leather with perforated centers. Dramatic black-faced gauges share interior space with unusual gray tweed floor mats.

It all sounds dizzying, but it is a reasonably pleasant place from which to view the universe.

For the record, however, it's tough to get into the back seat of the ZDX because of the sloping top. Once you're back there, it's fairly comfortable.

With Acuras, the strangeness stops once you raise the hood – and the ZDX is no exception. It is propelled by a muscular 3.7-liter V-6 that makes 300 horsepower and is tied to a sophisticated 6-speed automatic – Honda/Acura's best powertrain.

On a Sunday morning with the Crawlway clear, the ZDX can scoot to 60 in a relatively fleet 6.4 seconds, according to Car and Driver.

Thanks to its heavy content and all-wheel-drive system, the crossover weighs in at a porky 4,421 pounds. As a result, fuel economy isn't stellar: 16 mpg city, 22 highway.

But the all-wheel drive that adds weight also makes the ZDX feel a lot more nimble than it really is.

Although not especially fast, the ZDX accelerates with vigor, its gutsy V-6 pulling hard to 6,700 rpm and even growling some along the way. The steering, while thick like a Honda Accord's, is quick, with good feedback.

The ZDX doesn't have sharp turn-in, but once it's in a curve, it grips tenaciously with little lean. If you overcook a corner, Acura's Super-Handling All-Wheel-Drive system can alter the speeds at which the wheels are turning to bring the ZDX back into line – a sort of stability enforcer, ironically.

Firm Ride

As with every Honda I've driven, the brakes were strong and reassuring. They complemented the firm ride of the ZDX, especially with the suspension set in sport. On the Crawlway, the ZDX feels like an aggressive crossover on performance enhancers.

I doubt I could ever own 1, though, because it doesn't pass my wax test – I don't like it enough to spend hours rubbing off a haze of Liquid Lustre. (My test is like one of those commitment quizzes with fewer goofy questions and absolutely no hand-holding.)

But I do like wacky nonconformists, and maybe the ZDX is just a good crossover in a beret and cape.

 

[TSX69]

Detroit

2010 Acura ZDX Looks Great, Little Room

​

The ** 2010 Acura ZDX luxury crossover's arresting looks aren't enough to overcome a cramped interior and poor visibility. The ZDX's 4,400-pound-plus curb weight also hampers performance and handling, despite its 300 horsepower and all-wheel drive system.

The ZDX has a lovely, high-quality interior. Available features include radar-based adaptive cruise control and a collision sensor that applies the brakes automatically when a frontal crash is imminent.

ZDX is pretty but impractical

I have a love-hate relationship with the 2010 Acura ZDX. Mostly hate.

First, because I'm a romantic, the love. The radically styled luxury hatchback is eye-catching from every angle, and lovely from most. The interior is swathed in sumptuous materials. The sporty and expensive crossover SUV is nearly identical to a dramatic concept car Acura sprung on an unsuspecting public about 18 months ago.

Sadly, Acura forgot that while concept cars only have to look good at auto shows, production vehicles must do mundane things like carry people and their stuff.

Thus, the hate. The Acura ZDX may be the least space-efficient vehicle I've ever driven. It looks good on paper, with 5 seats and a practical hatchback layout.

At 192.4 inches long and a broad-hipped 78.5 wide, the ZDX eats up more garage space than roomy SUVs like the Chevrolet Equinox, Ford Escape and Toyota RAV4. It's also larger than sportier and more exciting cars and SUVs like the Audi A4 and Q5 and BMW 335i and X6.

The striking and powerful ZDX is not intended to be practical. It was designed to be Acura's flagship for style and performance. That does not excuse flagrant impracticality, however. The ZDX's shape badly compromises the driver's visibility, rear passenger space and cargo room.

As a fast and stylish luxury vehicle with one foot in the world of sport sedans and the other among SUVs, the ZDX has few direct competitors. The lovely BMW X6 and Infiniti FX 35 probably come closest, followed by sport-luxury crossovers like the Audi Q5 and Cadillac SRX turbo.

Prices for the ZDX start at $45,495. All ZDX models come with all-wheel drive, a 300-horsepower 3.7-liter V6 and six-speed automatic transmission. Adding the technology package, a suite of features including navigation, ELS sound system and sport seats, raises the price to $49,995. Layer on the Advance package -- adaptive cruise control, collision alert, blind-spot warning and more -- and the price rises to $56,045 for the top-of-the line model I tested.

The parking assist and blind-spot alert should be standard equipment. The ZDX's fancy shape creates a very limited field of vision, with large blind spots and poor visibility out the small rear window.

The coupe-like body's low roofline constricts rear headroom as if the backseat were shrink-wrapped. Small and oddly shaped openings for the rear doors make it difficult to get in and out.

The ZDX's SUV-like 8.2 inches of ground clearance and wide sills exacerbate its poor accessibility, making it hard to step into. The front seat offers good room, but the low roof leads to an odd sports car-like seating position in which your legs stick nearly straight out in front of the seat rather than down into a conventional footwell.

The seats are extremely comfortable. All the controls are legible and easy to reach.

The hatch offers 26.3 cubic feet of space behind the rear seat. That's less than the Q5 and SRX, but more than the FX 35 and X6. The cargo opening is small, narrow and has a high liftover. With the rear seat folded, ZDX's capacity increases to 55.8 cubic feet, smaller than all four.

The interior is beautiful. Acura used top-quality materials and arrayed them in a pleasant design marked by sweeping curves and pleasantly contrasting colors. The fits are excellent.

Acceleration and handling are adequate but unexciting. The ZDX I tested suffered from a 4,462-pound curb weight. The vehicle's nose-heavy weight distribution also works against sporty handling.

The ZDX scored an EPA fuel economy rating of 16 m.p.g. city/23 m.p.g. highway/19 m.p.g. combined. That trails the Audi Q5, but beats the SRX turbo, FX 35 and X6. All five require premium fuel.

As a perceptive woman friend of mine observed about a boorish patron at the Balcony Music Club in New Orleans: "You know the type: Patent-leather stilettos and a piercing voice. Thinks she's special, but she's not."

Looks alone aren't enough.

Contact MARK PHELAN: phelan@freepress.com or 313-222-6731.​

 

[Vegito]

I saw one today and was like wtf is that.. then I remember it was the zdx.. bad thing is it looked really cramped inside..

 

[TSX69]

4 Seasons

2010 Acura ZDX:
4 Seasons Update

You can bet that if one of us had purchased the Acura ZDX for ourselves, it would now wear a custom license plate saying "BANG HEAD," because that's what everyone seems to do getting in and out of our refrigerator-white Acura.

The logbook is growing like a bad mold, filled with nonstop complaints about the ZDX's space utilization and design. Editor-in-chief Jean Jennings: "I concur with all the comments about the high load floor, low roof, limited cargo capacity. Why? What? Who? I don't for a minute buy the marketing spiel about empty-nesters. I could not see anything behind me, left or right due to C-pillar, low roof, big head rests, et cetera."

Then again, a few staffers find Acura's, ahem, polarizing corporate grille to be less, ahem, polarizing here. And almost every logbook entry includes praise for the willing V-6 and sedan-like handling. A few have also commented on the ZDX's ability to make long-distance road trips seem shorter than they are.

The limited cargo space, however, means you won't be taking 4 people on any long trip. Assistant web producer Steve Diehlman: "Cargo capacity is rated at 27.5 cubic feet, but if you preserve some ability to see out of the already difficult-to-use rear window, plan on packing about half that. I crammed the ZDX with 3 duffle bags and 2 small strollers and barely had enough room to close the rear lift gate, much less see anything out back. I can't imagine driving without the blind spot monitoring system our ZDX is outfitted with."

Evan McCausland asks: "Why couldn't you just spring for an all-wheel-drive RL sedan instead?"

That's a good question -- answered by Jeff Jablansky, who is "definitely a fan of the styling. Whereas the BMW X6 is chunky and cumbersome-looking, the sharper, crisper lines of the ZDX are a welcome change." It seems that Jeff is in the minority, though, since, BMW has sold 2785 X6s while Acura has managed to move only 1399 ZDXs.

And even combined, they don't come near the Infiniti FX, which has sold 5008 units. That SUV, the original utility-compromised design, might have started a trend, but it seems it might have also found the limit.

Maybe the ZDX will win us over with its reliability and its low running costs. It's off to a good start on that front: The first service visit -- consisting of a tire rotation, oil change, hinge lube, and brake inspection -- was done for a very reasonable $58.

 

[TSX69]

World Class Quality

DRIVE TIME:
Acura ZDX Technology:
World-Class Quality Made in Canada

When I drove the Canadian-built Acura ZDX briefly last fall at the press launch, my seat time was far too brief on which to base a driving impression.

It was, along with the BMX X6 and Infiniti FX 35, one of the 1st vehicles in what has been called the “four-door coupe” class, a segment that continues to grow especially in the “near luxury” group.

It has all the utility one would expect in a CUV along with all the curves and a steeply raked rear roofline to make it look very aggressive in a handsome way.

ZDX comes standard with a panoramic glass roof that tapers to the rear. It features 2 large glass panels (front that opens, rear fixed) designed to give the cabin an open feeling. The front panel is powered with a special wind deflector which helps minimize turbulence and noise. When the front moonroof panel is closed, dual power sunshades can be opened or closed to adjust the amount of light that enters the cabin.

The prominent Acura signature grille, xenon headlights and big 19-inch wheels are designed to catch the eye and it works. When you see this vehicle from any angle, especially from the rear, it makes you take a 2nd look.

Now in full production at Honda’s Alliston assembly complex, this is the 3rd Acura being built there, the others being the MDX SUV and the Canada-only CSX compact sedan.

Another reason I wanted to drive this CUV for a week was to judge the build quality.

My personal test for fit and finish is whether 2 credit cards fit snugly between the panels and slide easily up and down. If they don’t fit or they wobble, the door fit is mediocre. With the ZDX it was near perfect.

Another test is to roar across the main CN freight rail line near my home at 50 km/h. I don’t care who makes the car, if it shakes and rattles, it simply isn’t good enough.

The ZDX sailed through. In fact, it was supple which I credit to the Acura/Honda Super Handling All-Wheel-Drive (SH-AWD) which is described in more detail below.

Bottom line is the good men and women at the Alliston production plant are doing Canada proud.

Acura describes the ZDX as a “passionate getaway” that provides “a means of freedom and escape for 2 adults and their cargo, whether that’s luggage for a weekend, sporting equipment, antiques or gardening supplies.”

The ZDX has a cargo area of 745 litres (26.3 cu ft) behind the back seat and 1,580 litres (55.8 cu ft) with the seats flat. There is also a 25-litre bin hidden beneath the cargo floor in addition to a storage cubbie on each side sculpted into the side cargo bay walls.

A touch of class comes from the plated metal latches and full carpeting and power liftgate.

Both the rear and front seats are heated as standard.

To get you on that “getaway”, the ZDX is powered by a 3.7-litre DOHC V6 producing 300 hp and 270 lb/ft of torque with 6-speed automatic with shift paddles on the steering wheel for those who care about that sort of thing.

Transport Canada fuel consumption is rated at 12.7L/100 km city and 8.8L/100 km highway.

Fitted as standard is the Honda-developed Super Handling All-Wheel Drive (SH-AWD) system.

What SH-AWD does is actively vary the torque distribution firstly between front and rear axles, and secondly, between the left and right rear wheels providing the best possible grip depending on circumstances.

Called “torque vectoring,” the system functions seamlessly letting SH-AWD overdrive the outside rear wheel up to 1.7-per cent faster than the front wheels.

Sorry for the technospeak but this creates what is called a “yaw moment” that keeps the ZDX stable in a turn and lets it rotate better around a corner while quelling the tendency of the ZDX to keep wanting to go straight in what is called understeer.

While you can’t really feel it all that much unless you are really pushing it, you can see it.

Between the 2 main instruments on the dash, there is a small display showing the 4 wheels. As you turn left or right, bars come out for each wheel that increase with the level of torque being demanded.

Now you probably say this is all very entertaining, but what is the advantage for me?

In our climate, snow, slush and ice are villains. If you find the going getting rough, the display will tell you where the traction is, and isn’t. The same holds true for rocky or muddy paths off the main roads.

Aiding and abetting all this is a battery of driver assists like standard traction control with stability control not to mention ABS, brake assist and hill start assist.

The ZDX is available as the base model starting at $55,990 or, as tested here, as the toptrim Technology version with an asking and as-tested price of $59,590. The Technology comes with everything, and I mean everything.

I wish I could list them all but for “cool factor” how about Acura’s Active Sound Control (ASC) system that is linked to throttle position and engine rpm for quieter cockpit during normal cruising.

It is more than simple sound level linked to road speed.

The ASC system operates whenever the ZDX is running, whether the audio system is on or off. There are 2 microphones mounted in the roof, 1 above the front seats and the other just ahead of the overhead rear dome light. The microphones capture low-end drivetrain frequencies entering the cabin, and then send a signal to the Active Sound Control unit.

According to Acura, “the ASC then creates a precisely timed reverse phase audio signal that is sent to the door speakers and the subwoofer positioned under the cargo deck to dramatically reduce amount of booming sound from the exhaust. ASC also substantially reduces high- and middle-frequency noise during normal cruising.”

The 410-watt ELS surround sound system in the Technology model can run up to 6 iPods and its 15-gigabyte hard drive can store up to 3,500 songs.

And lastly, the backup camera has 3 views: normal, up to 180 degrees and pencil beam for tight spots.

1 thing you will have to watch out for is the blind spot due to the sloped rear hatch and the very high rear wheel well hunches. You will have to learn to use and trust your outside mirrors. Glancing over your shoulder is not good enough.

I suppose it is the price you pay for style, and the ZDX has plenty of that getting tons of looks from other motorists on the highway.

But when you look at the rationale behind the ZDX, it’s not so much about utility, which it possesses, but about making a statement which the ZDX does in spades.

(ACURA ZDX TECHNOLOGY 2010 AT A GLANCE)

BODY STYLE: Luxury 4-door coupe.

DRIVE METHOD: front-engine, all-wheel-drive.

ENGINE: 3.7-litre DOHC V6 (300 hp, 270 lb/ft).

FUEL ECONOMY: 12.7/8.8L/100 km (city/highway.

TOW RATING: 680 kg (1,500 lb).

PRICE: $59,590, as tested $59,590.

WEB: HYPERLINK "http://www.audi.ca" www.acura.ca​

 

[TSX69]

MotorTrend

Arrival: 2010 Acura ZDX​

​

Sports Car SUV with Space-Race Styling
From the September, 2010 issue of Motor Trend
/ By Allyson Harwood
/ Photography by Jessica Germiller, William Walker

The 2010 Acura ZDX is in an elite subcategory of the SUV world. How many have basically abandoned off-road ability and instead shifted complete focus to on-road high performance? Two: the BMW X6 and the ZDX. How many have 4-door sport coupe/SUV styling? The same 2. It's the same combination of futuristic styling and impressive performance that makes this vehicle so intriguing.

At Motor Trend's 2010 Sport/Utility of the Year competition, the ZDX was hands-down the vehicle that generated most comments on styling. One tester said, "I'll admit it: I was taken aback -- no, shocked -- by my first sight of the ZDX in the metal. This thing is out there -- to my eye, way edgier and more futuristic-looking than the X6. But the more I looked, the more I found the ZDX...interesting. Even...stunning." Another: "Calling the ZDX distinctive is an understatement. It looks otherworldly." This doesn't even take into account the praise for the leather-wrapped cabin, excellent handling, and impressive straight-line performance. How could we not get 1 to try out for a year?

We recently got the keys to our long-term 2010 Acura ZDX. While there are three models available, we opted for the topline ZDX with Advance Package. This model comes with Super-Handling AWD, the 300-horse, 3.7-liter V-6, and 6-speed automatic with paddle shifters found in the rest of the line, but adds satellite radio, 10-speaker surround-sound audio with hard drive, auxiliary jack and USB interface, 10-way power-adjustable heated driver sport seat (8-way for the front passenger), panoramic glass roof, power tailgate, and 19-inch wheels. Further, the Advance tacks on an Integrated Dynamic System, Collision Mitigation Braking, blind-spot information system, ventilated front seats, and adaptive cruise control. All in, our long-term ZDX cost $56,905.

The test crew has already put our long-term tester through its paces at the track, where it hit 60 mph in 6.5 seconds, and its lateral grip was an impressive 0.83 g. It stopped from 60 mph in 129 feet. Many of our editors have also put the ZDX through its paces, and none has been left unimpressed. A few, though, have noted some shortcomings-namely, that the back seat is snug and that entrance and egress are tricky (it's easy to hit your head because of the sloping roofline). But this is not necessarily a vehicle for people with big families, so that shouldn't be too much of a problem; plus, the gorgeous interior, adjustable suspension, and excellent performance more than make up for it. We'll let you know how the ZDX fares over the next year.

 

[TSX69]

4 Seasons Update

4 Seasons Update: August 2010

2010 Acura ZDX
Months in fleet: 4
Current miles: 11,835​

Our 2010 Acura ZDX continues its year-long moon-rover mission to find out if its polarizing style can be overcome with fabulous driving dynamics -- or utility. This month's logbook comments focus almost exclusively on its utility.

Associate web editor Jeff Jablansky was happy that someone folded the rear seats, giving the driver (slightly) better rearward visibility, but what most impressed him was the center console. "This might be the most functional center stack/console ever. Compartments in all the right places for cups, keys, a handy Blackberry slot by the driver's right knee, and a power outlet exactly where it needs to be. For what it's worth, I now deem the ZDX a functional driver's car."

Deputy Editor Joe DeMatio agreed, praising "all the nooks and bins for stashing stuff. Even the interior driver's door handle provides a cavity in which to stash a cell phone. And the little retracting lid for the 2nd cupholder, integrated into the center console bin lid, is a nice touch. As is the shallow tray that resides at the top of the bin. These all might sound like minor concerns, but I thought fondly of these features shortly after, when I got into a BMW 7-series and struggled to find secure places for my two cell phones, my sunglasses, and other stuff I like to keep at hand when I'm driving."

Joe also stashed 5 adults into the ZDX, and didn't hear a single complaint from any of the guys. How so? Either it was because 2 of them were "skinny as eels" or he drowned them out with the ZDX's great stereo.

While on the subject of utility, senior web editor Phil Floraday and a couple other members of the staff took the ZDX off-roading -- yes, you read right, off-roading. He reports: "I was blown away by the ZDX's prowess on the obstacles we tackled during our quick run to St. Helen ORV route. Visibility is horrible, there's no low range, and it can be incredibly difficult to get in and out of the vehicle on the trail, but the ZDX is capable of far more than any sane owner would actually attempt to do with it. At least now we know there is some capability baked into this rather compromised utility vehicle."

Compromised, yes, but it seems our staff has gotten used to the ZDX's shape -- and is now discovering this Acura's surprising utility.

 

[jellynuts]

Compromised, yes, but it seems our staff has gotten used to the ZDX's shape -- and is now discovering this Acura's surprising utility.

[/COLOR][/FONT]

Gotten used to? Or trying to do the world a favor by burying one more ZDX into the mud? jk jk.

Thanks for the good read. Now to grab a snorkel kit...

 

[TSX69]

Car Connection

Driven: 2011 Acura ZDX - The Car Connection

​

A week with a ZDX still wasn't enough to help me make up my mind about a few key questions: Is this a good-looking vehicle? And does the whole package work?

Ask me at various points in the week, and depending on the angle I was viewing it from at the moment my responses could be very different.

It's a car that at one moment will seem ungainly, then the next moment seems like car porn. And it's one of the few vehicles in recent months that I caught myself snapping arty shots of.

Curves and surfaces to behold

From-a-distance shots don't always do the design justice; there's a lot going on with surfaces on the ZDX, and while there aren't a lot of creases and character lines, it's a curvy beast—accentuated by glossy, convex-mirror-like black paint on the test vehicle. Which makes the sharp, angular look of its front and rear details clash a bit when you see them together with the organic, flowing middle of the vehicle. Again, sometimes it's a good thing, sometimes it's not.

The ZDX shares its underpinnings with the MDX crossover, yet that more carlike profile might even lead some to think it's related to the Honda Accord Crosstour. To compare the 2, the ZDX is a few inches shorter, lower and wider than the Crosstour. The other vehicle that the ZDX compares most to is the BMW X6; it's about exactly as long and wide, but several inches taller than the Acura. Squint a little bit at the ZDX, and you might be able to filter out the 'hidden' back door and see a coupe—that's the affect designers were attempting.

Mostly, we're pretty thrilled with the way the ZDX drives. Under the hood, there's the same 300-horsepower, 3.7-liter V-6 as in the MDX, paired with a 6-speed automatic transmission. You get steering-wheel paddle shifters. All is well with the way the ZDX steers and handles; for having MDX underpinnings, it's surprisingly sporty and composed, even when the road isn't.

Fun to drive fast, but busy ride

Ride quality, however, is the tradeoff; while the ZDX rides with sort of muted heft, the ride is still quite jiggly, even in the Comfort mode of the Integrated Dynamics System (IDS), which changes the steering calibration slightly and smoothes out the response of the active (magneto-rheological) damper system. Changing from comfort to sport didn't really affect ride quality that much, except over the largest heaves, such as speed bumps and in corners where the ZDX was really pushed to lean.

About the only other driving issue we dwelled on it that there's a little bit of a flat spot at moderate throttle; we couldn't tell if it was the engine or the transmission, but if you need just a little more power, going past that point invites drama and downshifting. But floor the gas from a standstill or pretty much anywhere, and the drivetrain is remarkably quick yet unobtrusive, with the transmission then shifting crisply but muted, right up at 6,700 rpm, and the SH-AWD system expertly finding traction without even a screech.

The ZDX gets an EPA-rated 16 mpg city, 23 highway—which isn't all that impressive, but if our driving experience was any indication, you're likely to see the upper end of that. We saw 19 mpg over a week and about 100 miles of short trips and around-town stop-and-go.

In our full review of the 2010 ZDX, editorial director Marty Padgett did a great job pointing out the obvious compromises of this vehicle, noting that it is "less practical than a real SUV," as well as "too tall to be a real coupe."

Try to fit more than two larger adults in the ZDX and you'll see what he means. While there's plenty of legroom, and a tall airy-ness to the cabin, front headroom was just barely adequate for this 6'-6" driver. In back, forget about trying to fit anyone approaching six feet tall; there's just not enough headroom, and the curvy shape makes the backseat a lot narrower than you might expect. The odd shape and short dimensions of the doors in back make getting in and out difficult, too. Visibility is tough, with huge blind spots, but straight back there's a smaller back window built into the hatch. It helps a little bit.

There are other alternatives, for those who like the idea of a hatch in back but need backseat room. BMW 5-Series GranTurismo gets some of the ZDX's fastback looks, yet the backseat in the GranTurismo is positively limo-like—an improvement over the 5-Series sedan or X5 and on par with the back of the 7-Series.

Shallow hatch is a compromise

Cargo space really isn't that bad in the ZDX. The cargo floor is surprisingly high, but you'll find a deep, additional storage area under the regular cargo floor at the back. But then again, be aware that nearly anything that you put back there will infringe on your rearview.

Yet with all the tradeoffs, the ZDX's 2 front perches offer top-notch luxury. Interior trims and materials (including soft leather with accented stitching) are remarkably good; the instrument panel has a stunning, wrap-around design that really does combine the utility (with all sorts of cubbies and bins) of a utility vehicle with the wrap-around cockpit feel of a coupe. The surround-sound system in the ZDX was bassy and rich yet clear at higher volumes, and it has DVD-Audio capability Bluetooth Audio streaming, as well as USB and aux inputs. We weren't as wowed by the navigation system, though we liked the display.

Ultimately, the ZDX is a limited-appeal vehicle. We can see urbanite antiquing types or gallery owners considering it; or empty nesters with a larger vehicle.

But for the majority of us, up close or from afar, perhaps the ZDX is best left just admired.

 

[TSX69]

TheCarConnection

Acura ZDX: The Difficulty in Getting In & Other Fatal Flaws

If you're shopping the 2010 Acura ZDX, you already know it's a curvaceous companion to the bigger, more user-friendly MDX crossover. But exactly how much gets lost in translation from 7-seater to 4-seater?

This week, I've been driving the ZDX--and by coincidence, so has our senior editor Bengt Halvorson. And yet, pooling our 35 years of automotive experience, and a week with a ZDX, neither of us could answer some fundamental questions about the ZDX. As Bengt posed them, "Is this a good-looking vehicle? And does the whole package work?"

In our eyes, the ZDX's mission to be all things to all luxury buyers--swoopy, stylish, compact, expressive, and upscale--ends up being its downfall. Those keywords cause trouble. So much function lost to form, it's tough to find a single thing the ZDX does very well.

We've let our full review of the 2010 ZDX stand--with some more evidence here for you to weigh, complete with visuals:

Here's a detail that works well, when it's de-selected from the rest of the ZDX's body. That's a lovely cat's-eye of chrome banding, isn't it? The sacrifice for that roofline all comes in headroom, as the ZDX has much less vertical space than the MDX that shares its running gear. How much more? You need to step inside to find out.

I'm 6 feet tall, and am taller in torso and shorter of legs. Even so, I'm close to the barrel-shaped, middle-aged-male demographic Acura wants to hit--and I don't fit. Forcing myself into the ZDX's driver's seat, which is actually very well-shaped, I'm rubbing my head constantly against the headliner and the standard sunroof's mounting frame. Sitting without contact means I have to adopt the lean-back driving position you'd have seen me perfecting in high school in a Friendly's parking lot. This is not high school, this is not Friendly's, and this is not headroom in the traditional sense.

The fast, swoopy roofline kills rear-seat headroom, too. What's worse, it destroys visibility to the rear quarters. Lean over your right shoulder, and this is what blocks your view of the road behind--and the view of anything approaching your blind spots. The massive sunroof lets in amazing amounts of light, but we'd trade it in a moment for thinner pillars front and back.

To the rear view, the ZDX is a maze of cutlines. it doesn't matter that the mirror itself is large enough--the collection of pillars and frames leaves a spiderweb over your field of vision, making the standard-issue rearview camera your only defense against backup drama.

The shortened MDX chassis also means the rear doors on the ZDX are abbreviated. That narrow slot at the bottom is meant to allow your feet to get in--but even my 5'9" partner had difficulty slipping human-sized feet in easily, or sliding into the rear seat without complaints. The door cutouts are so tapered and narrow at the bottom, it really cuts into the ZDX's use as even an occasional 4-seater.

Summing up all those hard points is a shallow cargo area that forbids much tall cargo. A case of wine, flaps up, blocks out even more of the rear view not already eaten up by the rear seats. Only 2 cases deep, and you're already making dangerous contact with the rear glass. All those weekends you planned for antiquing in the ZDX? Maybe stamp collecting would interest you instead?

Both Bengt and I enjoy Acura's smooth-revving, powerful V-6 and the transmission's sweet shifts. I've even grown more of a fan of the interior theme, with its monolithic stack of black buttons and white LED lighting.

But loving the ZDX is something only a few small drivers with light accoutrements will be able to do. And that counts me out.

 

[TSX69]

Canada

2010 Acura ZDX

Acura crosses ZDX up in style

It’s a study in contrasts, this ZDX. The MDX-derived crossover ute is all about styling and it ladles up good looks and a squat, linebacker-esque stance that commands attention.

Flaring fenders and big wheels (19-inch alloy rims in the case of my Autonet tester) make it an imposing figure; with chrome-trimmed, narrow side windows beneath a relatively low roof (the ZDX is actually not as tall as its near-doppelganger from parent company Honda, the Accord Crosstour) and the squinting, angry headlamps that make it appear a formidable road warrior.

Riding on super-handling all-wheel drive (SH-AWD, for those who read the Acura-acronym cheat sheet before beginning this story) and powered by a larger engine than the Crosstour (3.7 litre V6), the vehicle brings a fair bit of horsepower and very good traction to the platform.

It needs it, mind you, as the ZDX is a fairly heavy carlike utility vehicle at over 2000 kilos; and might feel awfully sluggish if it came with less than the 300 ponies and 270 lb.-ft. of torque with which Acura has equipped it.

As it is, the engine gets the vehicle up to speed capably, if not with an exhilarating whoosh; but accelerator response is very good, with little lag. Handling is likewise very good in the low-slung, wide-bodied marque.

A power-assisted rack-and-pinion steering rig provides good feedback despite being something of a light-touch affair, and any steering input gets results (which is a long-winded way of saying there isn’t a lot of play in the wheel).

The ZDX uses a 6-speed automatic transmission, with the sport mode/paddle shift inclusion found on pretty much any current Acura vehicle I can think of; and while I’m not a big paddle-shift fan, I find it works well enough. For the most part, I am leaving it in straight-up ‘automatic’ mode, and it’s delivering smooth shifts that always seem pretty intuitive for the driving conditions.

The cabin is upholstered in stitched leather, and keeps the stylish motif going with a dash treatment of black-on-black (leather and plastic surfaces) highlighted with plastic that has a brushed aluminum look.

Acura has always loved to deck its product out in technology, and so it is with my test car. While mine is a base model, lacking a navigation system, it still brings a button covered steering wheel that allows operation of the hands-free communication system and cruise/stereo controls.

A 6-CD stereo (with XM satellite receiver) provides the entertainment and, in my tester’s case, the backup camera is displayed in the rearview mirror.

The driver’s seat is mighty comfortable indeed, and I’ve always said Acura makes one of the best driver’s seats available - full range of adjustment and well-bolstered to hold a driver upright in ‘sporty’ driving situations, but with the padding still compliant enough that the seat doesn’t put your legs to sleep on longer, more relaxed jaunts.

While the seat surfaces are comfortable throughout, the ZDX suffers from a lack of interior roominess, which is surprising for a car that is as bulky on the outside. It ain’t no Ford Taurus, put it that way, and taller people (including myself, and I’m not especially tall) are finding it lacking headroom in either row. It’s mitigated somewhat by the indent for the 2-panel panoramic moonroof, but its still a tight cabin.

That aside, my major disappointment with the ZDX thus far is that for its price point it lacks a couple features that I expect to see in a ute selling above the 50 grand mark: keyless start and a digital speedometer display.

It seems a bit of a glaring exclusion in this day and age, frankly. For me, if I’m paying this kind of money I don’t want to have to take the key out of my pocket.

Summary:
Year/Make/Model
2010 Acura ZDX
Price as tested
$55,990
Trim level
base
Price range
$55,990
Freight
$1,895
Options
none
EnerGuide fuel economy ratings
12.7 L/100km city; 8.8 L/100km hwy
Observed fuel economy
13.9 L/100km combined
Warranty (basic)
4 years/ 80,000 km
Warranty (powertrain)
5 years/ 100,000 km
Competitors
BMW X6; Infiniti FX35

Strong Points
* - well finished interior
* - eye-catching exterior
* - quiet ride
Weak Points
* - poor visibility to sides and rear
* - high price
* - faux trim scratches easily​

Editors Rating:
Fuel consumption: 1.5*, in a word, poor
Value for price: 2.5*, there's a hefty premium for style
Styling: 3.5*, somewhat unique exterior, nicely put together interior
Comfort: 3* tight cabin for larger passengers, good driver's seat
Performance: 3.5*, the engine moves it around competently, if not excitingly
Overall: 3*, a so-so exercise in style over substance that comes with a luxury-car price tag

 

[TSX69]

Another

2010 Acura ZDX: Jack-of-All-Trades but Master-of-None

Acura’s new ZDX is a car that tries to be a lot of things to a few people. Acura, Honda’s luxury line, calls the vehicle a “4-door sports coupe,” but even the automaker admits that this is a car not easily defined. “Segment bending,” is 1 term the company has thrown around for it.

In announcing the all-new car last year, Acura vice president of sales Jeff Conrad said: “The ZDX is like nothing you have ever seen before from Acura. It combines the best attributes of a coupe, a sedan and a sport utility – all wrapped in a beautifully sculpted package – that will attract an entirely new luxury customer.”

I’ll admit that this menacing vehicle is beautifully sculpted on the outside and within, but after test-driving it for a week on local roads, have to disagree about it having the “best attributes” of a coupe, sedan and SUV.

After my time in it, I felt the ZDX is more like a jack-of-all-trades and master of none. And it’s a jack with both some serious luxury cred as well as traits that make driving the vehicle anything but comfortable.

There’s no disputing that Acura is upping the luxury scale with this vehicle, which is the first car designed from start to finish in the automaker’s new studio in Torrance. The ZDX, whose starting price is just over $46,000, aims to take on the equally niche and luxurious BMW X6, and makes a very strong effort in doing so. The design itself comes from Acura’s first female designer, Michelle Christensen, and the car was developed and is manufactured entirely in North America, with final assembly taking place in Ontario, Canada.

The car features Acura’s first hand-stitched leather dashboard and door panels, and a center console that’s wide enough to be straddled by a grown man. I wouldn’t recommend trying that, though, because your head would surely bust through the panoramic moonroof that is standard on all ZDX vehicles.

That moonroof – of all things! – became one of my first points of contention with this car and, more generally, its interior as a whole.

The moonroof is actually integral to the ZDX’s design, and Acura says it is the longest glass roof in the industry. The problem my wife and I found on a particularly sunny drive, though, is that all that glass created too much light and heat in the cabin, with only fabric sunshades to keep them out vs. a traditional slider. Acura says the window tinting alone keeps out 80 percent of light and heat, but even with the shades pulled, we found both elements intruding in copious amounts.

Good thing we had dual-zone AC and cooled seats.

The cabin itself is an oxymoron of sorts. Because of this car’s width – 78.5 inches – there was no dearth of dimensional space between driver and passenger, yet because of its low-slung roofline, I came close to scraping my head on the roof.

Those beautiful exterior lines were also deceiving when it came to visibility from within. It’s a good thing this car was equipped with a blind-spot warning system; I dearly needed it. And it wasn’t just side visibility that was an issue. The ZDX is 1 of the most difficult cars I’ve tried to see out of, period.

For a while I thought it was just me. I’m not exactly a tall guy, so I invited a 6-foot-3 staffer to try sitting in the vehicle, and things only went from bad to worse for him. He had to lower the seat to avoid bumping his head on the ceiling, and in so doing worsened his view due to the ZDX’s tall beltline and swooping rear panels. Those rear curves also minimize cargo space, though I give the car props for its three hidden storage compartments and flat-folding rear seats.

When it came to driveability and roadholding, I’m happy to report better news. This urban bruiser actually has quite a supple ride.

My gussied-up 2010 ZDX Advance model (price tag: $56,905) came with the Integrated Dynamics System, which lets the driver choose between “comfort” and “sport” modes. Comfort provides a ride that feels just like it sounds, while the sport mode raises the shift points of the 6-speed auto transmission and firms up the suspension for added road feel.

Providing the oomph to move this big vehicle is a 300-horsepower, 3.7-liter VTEC V-6 engine that transmits power to the ZDX’s 4 wheels via its standard all-wheel-drive system.

That horsepower figure is quite respectable, but this isn’t exactly a race car. The ZDX, after all, weighs in at more than 4,400 pounds. In terms of acceleration, the V-6-equipped Acura TSX that I recently reviewed felt much faster.

As for fuel efficiency, the ZDX is EPA rated at 16 city/23 highway, and I averaged in the middle of those numbers in mixed driving.

Being a quasi-SUV, Acura says the ZDX is capable of “moderate off-highway use.” Think snowy roads in Aspen versus boulder bouncing in the desert.

And like the Accord Crosstour, another new “post-crossover” vehicle as I like to call these things, the ZDX is capable of light towing, in this case a maximum of 1,500 pounds. It should be noted, by the way, that Honda reps say the Crosstour and ZDX are totally different vehicles that do not share parts.

As for hauling passengers, Acura calls the ZDX a “2+Freedom.” Though it technically can carry 5 passengers, this is really meant for 2 people and their luggage or, if you must, 4 adults. If you have a brood of kids, this is not the vehicle for you.

And that brings us to the question: Who is this vehicle intended for? A niche audience for sure, which Acura acknowledges. My best guess is empty-nesters or young up-and-comers without children who want to portray an active lifestyle.

The ZDX can do much and offers several abilities not found in an SUV, sedan or coupe alone. Those abilities, however, come with costs and compromises.

That’s my take on the Acura ZDX. Also see Ms. Perception’s perspective of the car in her “Side Seat Driving” spot. How about you — What’s your take on the ZDX? Comment below. And can anyone guess where in O.C. I took that picture at top?

 

[TSX69]

Comparo

2010 Acura ZDX, 2010 Audi Q5, 2010 Subaru OutBack

​

Crossovers have become so commonplace as suburban accessories these days that it's easy to forget that they do have off-road capabilities. Or should. With that in mind, we gave our 4 Seasons Acura ZDX, Audi Q5, and Subaru Outback a break from their grocery runs and slung them through an off-road-vehicle route in northern Michigan. Our intent was not to conduct a torture test in which the winner would be the one that didn't need to be winched out, but rather to have an all-wheel-drive adventure that any crossover owner should be able to make without risking life and tailpipe. That said, we weren't sure at the outset of our journey if all three vehicles-on stock tires inflated to normal pressures-would come through with fenders and dignity intact.

The ride started simply enough, with a slow climb up a narrow trail. Senior web editor Phil Floraday, the off-road expert of the group, wryly advised us to use "as little power as possible but as much as is necessary." Easier said than done, especially in the Outback, which has a difficult-to-modulate throttle.

The 1st true challenge arrived about 15 minutes in, when the 3 crossovers met a murky puddle. After Floraday deemed it fordable, the 3 vehicles waded through 1 by 1. No problem for the Q5, which kept its mouth above the water. The Outback wasn't quite as comfortable. At the deepest point, water splashed up onto its hood, and the boxer engine sputtered briefly before the car chugged its way out of the muck. Clearly unhappy, the Subie belched some vile-smelling steam through its grille and flicked on a check-engine light that we can only assume means, "Don't drive me through any more deep puddles, you idiot." It was the low-slung Acura, though, that made us the most nervous. Enough water sloshed into its engine bay to momentarily cut power. It fought through and emerged with no assistance, but the air-conditioning blew hot air for the rest of the day.

The ZDX would regain a measure of confidence during our next obstacle-deep sand. Blessed with sophisticated torque-vectoring all-wheel drive and defeatable traction control, it practically danced through the soft terrain, kicking up a rooster tail of sand in its wake. After the sand was churned and loosened, the Q5 and the Outback had more trouble, mostly because the electronic nannies insisted on intervening even when we tried to disable them, cutting momentum and the wheel spin needed to keep the treads clean.

Our final hurdle was the most threatening: a steep slope covered in the same deep, soft sand and pitted with ruts and drop-offs large enough to thoroughly trap any of the three vehicles. We were growing weary of the squealing pebble caught under its front brake caliper, but the Q5 was still going strong, making it up the hill on the 1st try. The Subaru seemed to be doing fine as well until a slight steering error by our least experienced off-roader-me-sent it into 1 of the drop-offs. (Note: when your spotters cry, "No! No! Stop!" heed their advice.) With some careful reversing and a push from road test coordinator Mike Ofiara, the Outback was freed. A 2nd assault-with a new driver-made the route look easy. The ZDX made it up on its 1st attempt, but after we reran the climb and marred the trail, the Acura struggled the most. The heaviest of the group at nearly 4,500 pounds -- about a half ton more than the Outback -- it needed a running start and a firm foot on the throttle to conquer the sandy step at the top.

All of this may sound excessive, but our trio of crossovers did everything we asked of them, and none required more than a thorough cleaning before reporting back for daily duty (the Q5's pebble popped out, the Outback's check-engine light cleared, and the Acura's air-conditioning returned, all on their own accord). We also have greater appreciation for how and why these vehicles differ from more carlike offerings. We better understand why someone might pick a high-riding Q5 over an A4 Avant. The Subaru's soft ride, a constant complaint among editors, was a godsend for the way it damped the constant crashing of the rough trail. And the Acura...well, it still doesn't make all that much sense to us, but it performed bravely for being so clearly out of its element. It also might look a bit better when covered in mud. Most important, we can now confirm that any one of these vehicles is capable of soft-road heroics with no modifications -- but do try to stay out of deep puddles.

Techtonics: All-Wheel Drive

Acura ZDX
Acura uses 2 clutches in the rear differential to manage the front-to-rear torque bias. Each clutch, controlled by an electromagnetic coil, is responsible for sending torque to 1 of the rear wheels. With an electronically controlled system, the vehicle has to detect slip and actuate the clutches before torque is rerouted. It's a slower response than Audi's purely mechanical system, but with modern sensors and control systems, you won't exactly catch the Acura napping. Plus, the ZDX can vary torque between the left and right rear wheels better than any other vehicle here.

Audi Q5
Audi's Quattro all-wheel drive is based on a torque-sensing center differential, with the bias controlled by 2 sets of planetary gears and several friction discs. The system's weakness is the open differentials on the front and rear axles. To prevent the Q5 from spinning its wheels helplessly, Audi doesn't allow stability control to be switched off. Instead, an "off-road" mode that lowers the intervention threshold is engaged. To keep the Q5 moving forward if a wheel has no grip, the system applies the brake on that wheel to direct torque to the opposite side.

Subaru Outback
So-called Symmetrical All-Wheel Drive isn't necessarily symmetrical, as Subaru now has 4 all-wheel-drive systems, and only 1 has a base condition with a 50/50 split. Our Outback's arrangement typically sends 55% of torque to the rear wheels. Torque is divvied up by a compound planetary gearset; when slip is detected, an electronically controlled clutch increases or reduces the friction between the 2 ring gears to change the front-to-rear distribution. A viscous limited-slip rear differential reacts to differences in wheel speed. The front axle uses an open differential. - Eric Tingwall

THE SPECS

Acura ZDX SH-AWD
Price: $56,855
Engine: 3.7L V-6, 300 hp, 270 lb-ft
Ground clearance: 7.9 in
Wheelbase: 108.3 in
Approach: 20°
Departure: 23°
Breakover: 17°
Normal torque split, f/r: 60/40%
Max torque split, f/r: 90/10 to 30/70%

Audi Q5
Price: $45,225
Engine: 3.2L V-6, 270 hp, 243 lb-ft
Ground clearance: 7.9 in
Wheelbase: 110.5 in
Approach: 25°
Departure: 25°
Breakover: 18°
Normal torque split, f/r: 40/60%
Max torque split, f/r: 65/35 to 15/85%

Subaru Outback 3.6R
Price: $35,541
Engine: 3.6L flat-6, 256 hp, 247 lb-ft
Ground clearance: 8.7 in
Wheelbase: 107.9 in
Approach: 19°
Departure: 22°
Breakover: 20°
Normal torque split, f/r: 45/55%
Max torque split, f/r: n/a
​