REGISTER NOW When it comes to charging at home, the ZDX sports a 11.5 kW onboard charger that Acura says can add nearly 30 miles in an hour, assuming a 60 amp wall charger. The S stands for Sport, right? Image Credits: Acura Acura says the driver experience comes first in this new car, and that goes double for the enthusiast Type S. Unfortunately, the top trim doesn’t put a smile on my face. Slip the car into sport mode and it hunkers down 15 millimeters — that’s just over a half inch to us Yanks — while the brake and throttle get a bit more responsive and the already heavy steering gets a bit more weighty. The adaptive dampers firm up and the car produces a subtle but noticeable performance sound. Combined with the 544 pound-feet of torque, this should make for a supremely fun car to drive, yet somehow … it just doesn’t. The ZDX is a blast to launch on the freeway. Similarly, accelerating at higher speeds is also satisfying, and whipping around a Prius doing 55 in the fast lane is an easy job. Still, I expected more joy from an Acura Type S vehicle. Don’t misunderstand me, there is nothing inherently bad about the driving experience. And yet, slinging the SUV through the back roads of Santa Barbara, California, felt clinical. Here’s where it went wrong. The Type S weighs over 6,000 pounds. Even if the weight is evenly distributed front to rear, that’s a lot of heft to get around a turn. I like the hefty steering, but there isn’t much feedback happening. The torque is always there on corner exit and body roll is kept in check, yet I’m not feeling the delight. The 275/40 Continental Premium Contact 6 summer tires on the Type S offer up plenty of grip, but the low-profile sidewall combined with the harder run-flat rubber compound means that the ride is just a touch harsh. Of course, Acura knows how to build a proper Type S car. The new Integra Type S is a veritable riot to drive. I just wish the company brought the same engineering to this much larger and heavier sibling. Braking in the ZDX is confident with big ol’ Brembo brakes up front and three levels of regeneration. You can turn regen all the way off, but why would you give up free electrons? It might take a bit of time to get used to the maximum regen, but it allows for full one-pedal driving, bringing the ZDX to a complete stop. Even if you’re not in maximum mode, you can still bring in more regen by pulling the steering wheel paddle on the left. There is also a snow mode that raises the suspension almost a full inch, as well as a choose-your-own-adventure individual mode, but most folks will likely just keep the car in normal mode and, again, that’s just fine. Acura will go it alone The all-electric ZDX isn’t entirely a Honda Motor vehicle. It was developed in partnership with General Motors, using the American company’s battery technology. Originally the plan was to develop a series of affordable EVs, but late last year that plan was nixed as demand for EVs slowed. However, Acura wants 100% of all products to be zero emissions by 2040 and it has set a target of net-zero emissions for all products and corporate activities by 2050. Designed through virtual and augmented reality in both the United States and Japan, the creatives at Acura clearly took the Precision EV concept we saw in 2022 at Monterey Car Week and called it good. And mostly they were right. The car is nearly the same length overall as the midsize MDX SUV, but the wheelbase is a full eight inches longer, pushing the wheels out to each corner for a somewhat aggressive stance. It sits lower than the MDX as well, giving the ZDX a bit of an “is-it-a-wagon-or-is-it-an-SUV?” profile, especially with its squared-off rear roofline. The rear end gives off some serious hearse design vibes, which, depending on your aesthetic, could be a good, great or bad exterior styling choice. What Acura got right