First Drive: 2010 Acura ZDX

Acura calls its all-new ZDX "a provocative luxury four-door sports coupe," adding that it's a "passionate getaway" vehicle designed for "a couple, their belongings, and more." The proclamation is a twist on a pitch we've heard before, yet with an even narrower segment focus. While the marketplace has come to accept the stylishly squashed Mercedes-Benz CLS, Volkswagen CC and Jaguar XF into the non-sedan segment, this new niche – pioneered by the BMW X6 and accepted by consumers if only because the Bavarian delivers the goods – is still a substantial risk that could require a hard sell with pithy prose.

So to kick-off Acura's all-new non-SUV, the automaker invited us to Southern California to drive the latest addition to its growing family. Constructed on the familiar MDX platform and sharing its powertrain, the ZDX pushes the automaker's styling and innovation to the limit – it's certainly not bland or boring. However, is there enough substance under the style to win buyers in this newly targeted segment? What game-winning cards, if any, does Acura really hold with its latest "sports coupe" SUV?
To understand the Acura ZDX, one needs to know a bit about the MDX, its incredibly close sibling. The MDX is a very competent, traditionally-designed, unibody crossover utility vehicle. Motivated by a 3.7-liter V6 and sending power through Acura's rather brilliant torque-distributing Super Handling All-Wheel Drive (SH-AWD) system, the family-oriented MDX starts with a base price of just over $40,000. Now in its second-generation (last redesigned for the 2007 model year), the seven-passenger CUV delivers typical Acura innovation, utility, reliability and safety in a package that isn't going to raise anyone's pulse from behind the wheel. Regardless, its owners don't seem to care as it does a great job of accomplishing its objective of being a luxurious crossover.

Mechanically, the MDX and ZDX are very much alike, right down to the shared unibody design, wheelbase and track (the ZDX is slightly longer overall). Both crossovers feature the identical 300 horsepower, 3.7-liter VTEC V6 sending power through a new six-speed automatic, and Acura's SH-AWD powertrain is also standard fare on each. The curb weight of the ZDX is 4,431 pounds (with Tech package), undercutting the slightly heavier MDX by more than 100 pounds. While the sturdy MDX can tow a 5,000-pound trailer, the new ZDX is chassis-limited to just 1,500 pounds.

Although sharing much of the same DNA, these dizygotic twins are very different in physical appearance. Penned by the California-based Acura Design Studio, the sleek ZDX features bold fender flares that taper inward, hidden rear door handles, and an all-glass roof that stretches from front wipers to tailgate. The automaker accurately declares, "The ZDX is like nothing you have ever seen before from Acura." That statement may be true, but the exterior design bears more than a striking resemblance to the BMW X6 – its primary identified competitor.



More so than the aggressively styled BMW, the ZDX errs on the side of femininity. A proud parent boasting about the vehicle's edgy design, Acura repeatedly uses the word "sexy" to describe the skin of the ZDX. While we liked some of the touches (the sculpted rear quarter panels are pleasingly unique), we simply weren't struck by any carnal urges.

On the other hand, we were impressed with the ZDX's interior design. Instantly recognizable as an Acura family member, the cockpit is fresh and stylish. Driver and front passenger sit apart, separated by a sweeping dash with a tall center console. Overhead, the panoramic moonroof features two individual glass panels (not one large panel, as found with BMW). The front panel slides open, while the other is fixed. Rather than close them with an opaque shade, Acura utilizes a tight fabric mesh that allows visible light to permeate the cabin without transmitting heat or UV rays to the passengers. The primary instrument cluster features traditional round dials, while the center control panel (Acura calls it a "monolith" design) is coldly black until the audio system is switched on. From where we sit, Acura has done an amazing job within the cabin environment. Premium natural grain leathers and high quality plastics add a rich and warm feel to the cockpit. From the driver's seat, it looks, feels, and smells expensive.



There is little arguing with Acura's proclamation that the passenger compartment of the ZDX is designed primarily for the front two occupants (the automaker brazenly calls it a "two plus three" and points out that the front seats are the "primary passenger zone" while the rear is the "freedom" zone for gear... or three people). Thanks to that aforementioned styling, the sloping roof and tapered rear end cleanly remove the passenger space and utility enjoyed in the MDX. Shoehorned back there, we found the rear seats are small and cramped for anyone mildly claustrophobic or even a hair taller than Tom Cruise – we've heard that the Mazda RX-8 has more room in the second row. Just for confirmation, on the way home from driving the ZDX we hustled over to a local BMW dealer to sit in the rear seats of the X6 – they were generously cavernous by comparison.

Accessed through the standard power-operated tailgate, the rear cargo area is as nicely finished as the front passenger cabin. High-quality materials, metal-plated handles, and closed-loop carpet mean that golf bags, mountain bikes, or skis travel in their own first class compartment. While it would never be described as spacious, hidden panels line both sides for expansion, and there's a generous storage area under the floor. The second-row seats also fold flat, in a standard split arrangement, for any oversize items.



Acura will offer the ZDX in three different flavors: ZDX, ZDX Technology and ZDX Advance. All share the same powerplant and driveline, panoramic roof, all-leather interior, Bluetooth connectivity, rearview camera, 19-inch wheels and a 266-watt audio system with eight speakers. The ZDX Technology adds navigation, multi-view camera, AcuraLink® Satellite communications, real-time weather and traffic, keyless access and an upgraded 435–watt audio package with ten speakers and a 15 GB HDD. The ZDX Advance adds icing to the Technology package with added active suspension, adaptive cruise control, collision mitigation braking system, blind spot information system, ventilated seats and a sport steering wheel.

Pricing has not been announced, but Acura says the MSRP will be higher than the MDX, yet undercut the RL sedan. We figure you'll need about $45,000 to put one in your garage (in case you are wondering, the twin-turbo six-cylinder BMW X6 optioned equivalently will set you back about $70,000).

With the detailed product orientation behind us, we put the keyless entry/ignition fob in our pocket, hit the red start button, and pointed the ZDX towards the hills above Malibu.



Settled comfortably into the front seat, we immediately realize the styling has compromised the outward visibility (those are seriously thick C-pillars). Acura has attempted to increase sight lines with the additional tinted glass panel at the bottom of the tailgate. It works, but you must rely on the standard backup camera during reverse maneuvers. The seating position is coupe-like low, putting the front corners of the hood out of view from the driver's seat, and over the course of an afternoon, we never became overly comfortable with its dimensions.

Driven like a gentleman, the Acura ZDX is as mundane as a Honda Accord and as quiet as a private library. Acura engineers were obsessed with isolating passengers from unnecessary noise, vibration and harshness (NVH). Acoustic noise-absorbing mats, wheel housing insulators and special tire tread and compound limit much of the common road and mechanical noise. Much more impressive is the innovative, and standard, Active Noise Canceling system – essentially white noise piped through the audio system – to limit unwanted frequencies. The result is an amazingly quiet cabin that makes conversation easier and travel much more relaxing.



Romp on the gas in a spirited manner and the 3.7-liter V6 wakes up immediately (it will run to 60 mph from a standstill in about 6.5 seconds). It's an excellent powerplant, but not exactly engaging for the enthusiast with its unoriginal soundtrack mostly coming from under the hood (we were told the exhaust was tuned for duty in the ZDX, but you really can't hear the rear silencers from within the cabin). The six-speed transmission shifts nearly imperceptibly and it responds well to the steering wheel-mounted paddle shifters.

After being informed that Acura did suspension tuning at the famed Nürburgring, we took the opportunity to push the ZDX on some challenging canyon roads of our own. We sampled both models with and without Acura's active suspension (IDS alters suspension damping and steering effort) and found both handled about the same at the limit. Regardless of electronic intervention, the steering is rather numb on each. However, with a rock-solid platform and the variable (front-to-back and side-to-side) torque distribution of the SH-AWD clawing at the pavement, it was tough to break the ZDX's composure even when pushed beyond its limits.



The Achilles heel of this Acura's handling is found on all four corners – the all-season Michelin tires. While their standard size is meaty (255/50R19), the compound is strictly M+S (all-season) meaning they sing like holiday carolers when pushed above 6/10ths and slide like teenage snowboarders above 7/10ths. With 58 percent of the ZDX's mass over the front tires, we expected plenty of understeer at the limit. Surprisingly, it was rather balanced mid-drift and very controllable (credit goes to the SH-AWD, most likely). The ZDX will never be mistaken for a performance vehicle – it honestly isn't enjoyable to drive hard – but rest assured the Acura can handle the mission if it's ever called for duty.

We really don't know what to think of the ZDX. Acura has hit a home run with the interior appointments, chassis tuning, and cabin isolation. However, they swung and missed with second-row comfort, outward visibility, and fun-to-drive quotient. Targeted at the BMW X6, and marketed as a "Passionate Getaway" coupe for couples, the ZDX has been positioned in an awkward and rather diminutive niche. While Acura loyalists and enthusiasts lament the loss of performance-oriented vehicles such as the Integra Type-R and exotic NSX, the plebian ZDX debuts without a compelling reason to join the team.

[Source: Autoblog]

Review: 2010 Acura TSX V6

The 2010 Acura TSX V6 is something of a consolation prize. At the 2008 Detroit Auto Show, Acura showed off a new 2.2-liter four-cylinder diesel and said it would launch in the U.S. this year. A few months later in New York, Honda's luxury arm showed off the all-new second generation TSX sedan, and we expected to be driving the culmination of the two right around now.

Unfortunately, a confluence of events a few months after the TSX was shown caused Acura to reverse course and put the diesel engine on the shelf. As world oil prices hit all time record levels, the never ending construction in China and Dubai seemed to be consuming the entire world supply of diesel, driving prices higher and higher. At about the same time, the world came to the realization that loaning money to people who couldn't pay it back might not be a great idea after all. With sales in the toilet everywhere, Acura decided that throwing a gasoline-powered V6 into the TSX might be a better idea.

When Acura unveiled the new TSX last year, it was the second model after the RL to get the controversial shield grille, and in the interim we've seen the new proboscis affixed to the rest of the automaker's lineup, from the MDX to the all-new ZDX crossover. Although the new nose has endured its fair share of criticism, a quick glimpse at Acura sales shows the buying public isn't as adverse to the rhinoplasty and, prior to the late 2008 economic collapse, TSX sales have grown over the prior year. Since then, the drop-off has been consistent with the market, and for the first time in years, people are actually talking about Acura styling rather than being wholly unaware of its existence.



Aside from The Shield, the only visual changes on the V6 model are the rear deck-lid badge, an 18-inch wheel package and a slightly larger lower air intake under the front bumper to help cool the larger engine.

The interior carries over from the standard four-cylinder model, which, regardless of what you think of the outside, is largely a good thing. The TSX has the same great seats found in other Hondas and Acuras, making up for the lack of adjustments with plenty of lateral and leg support.

The dashboard is well laid out with independent controls in the center cluster for the audio and navigation system. Acura's control knob system was definitely superior to BMW's iDrive and Audi's MMI when it debuted several years ago. However, the user interface is starting to get long in the tooth both visually and functionally. Newer designs from Ford, BMW and Audi have higher resolution screens and easier to navigate menu structures, but it still serves the purpose and serves it well.



While four-pot variant is available with a six-speed manual gearbox, the six-cylinder model only comes with an automatic. Unlike the Buick LaCrosse, whose lever is too low and too far back, the shift lever is well forward on the console in the same position as the manual unit and falls easily to hand. For those who still want to manage their own ratios, Acura has fitted wheel-mounted paddles with the appropriate left-down, right-up arrangement.

Honda has a fantastic all-wheel drive system in every other model, so why isn't it available on the TSX?

If there's one interior annoyance, it's the automatic locking mechanism. The doors of most contemporary cars either unlock when you put the car in park or when you pull the door handle. With the Acura (and Hondas, for that matter), only the driver's door unlocks, leaving the rest of the occupants to manually fumble with the door switches before extricating themselves.

The V6 in the TSX is the same 3.5-liter unit found in the base TL, meaning 280 horsepower and 254 pound-feet of torque are being channeled to the front wheels. Unsurprisingly, the 50 percent bump in torque is immediately noticeable. Unfortunately, the mantra that torque is good and more torque is better is largely targeted at rear-wheel-drive cars, or at least front drivers that know what to do with it. Sadly, the TSX doesn't seem to fit into that category. At the launch event for the TSX V6, Acura representatives identified the BMW 335i, Lexus IS350 and Audi A4 3.2 as the chief competitors for this new model. Leaving the rear-wheel-drive Bimmer and Lexus out of the mix, we've got to focus on the the A4 – although it's no longer available in the U.S. with a V6. It did, however, come equipped with standard quattro all-wheel drive last year. Which begs the question: Honda has a fantastic torque vectoring all-wheel drive system in every other model in its lineup, so why isn't it available on the TSX? This omission is truly unfortunate.



Put the TSX into Drive or Sport and the first thing that happens when you touch the gas pedal is a strong tug to the right on the steering wheel. On most surfaces, this is followed by a squeal from the front tires even with very moderate throttle application. While Acura has equipped the TSX V6 with a larger wheel and tire package, it seems to be one geared more toward long tread life than actual grip. A 40-percent bump in power and 50-percent increase in torque applied through the same wheels expected to manage directional control requires more than just a plus-one tire/wheel sizing. The front geometry of the TSX needs a significant re-work if it's expected to be responsible for this work-load – and some grippier rubber would be at the top of our mod list.

On the other hand, when merging onto the freeway or making a pass on a two-lane road, the increased power is welcome. The extra thrust is easily accessible with a tap of the left paddle and a squeeze of the throttle, although the transmission's responses could be quicker. Anticipating acceleration events with an early down shift helps mitigate the laggard responses, but we're hoping that when Acura rolls out its new six-speed gearbox in 2011, the TSX is one of the first recipients.



One of the few dynamic criticisms of the four-cylinder model was odd steering feel, particularly just off center, where the TSX exhibited a bit of a dead spot. The V6 retains the same electric power-assisted steering system as the four, but it's been re-calibrated and feels notably tighter. The overall sensation of the steering is improved, although the extra weight on the front wheels means the car doesn't feel as nimble as its four-banger sibling. Pushed hard into corners, the V6 exhibits considerable understeer, but it shines rolling down the highway. Cruising along on the open road, the V6 feels utterly relaxed, yet ready to provide ample thrust when needed.

Even with the V6, the TSX still gets pretty respectable fuel efficiency numbers. The EPA calls it at 18 mpg city and 27 highway. In our testing we saw 22 mpg in mixed driving, about what we'd expect in the segment. Our test unit was equipped with the Technology package, bringing with it the navigation system and landing the sticker price at $38,760, including destination – in the ball park with the Lexus and several thousand dollars less than the Germans with similar equipment.



Acura calls the TSX V6 the performance model and while it certainly offers improved acceleration, it feels far less sporty than its little brother. It loses much of the light-on-its-feet-feel of earlier TSXs and seems to want to be a TL when it grows up. Rather than call this the performance edition, in reality, it's another luxo-cruiser. If your commute involves traversing some twisty roads between home and office, the four-cylinder is a better choice. On the other hand, if you spend a lot of time on the highway, the V6 shines as long as you don't gun it until the on-ramp straightens out. But for our money, we'd stick to four cylinders and a manual gearbox.

[Source: Autoblog]

Officially Official: Acura unveils 2010 ZDX crossover

After its conceptual debut at the New York Auto Show in April, the 2010 Acura ZDX officially joins the coupe-like crossover fray this winter. Acura has dropped a brief release and a trio of photos of the production variant, and like recent Honda and Acura concepts, the ZDX was nearly production ready when it debuted in NY. The only notable changes over the concept are the headlights, tail lamps and a few details in the lower front fascia.

Under the hood, the ZDX gets the same 300-hp 3.7-liter V6 as in the RL and TL, paired up with Acura's first six-speed automatic transmission, along with torque vectoring Super Handling-All Wheel Drive as standard equipment. While the ZDX seems similar to the BMW X6, the production versions looks significantly more compact, making Acura's new swoppy crossover more of a competitor to BMW's new 5 Series GT. The ZDX should slot in nicely between the RDX and the larger MDX and appeal to those who like the dynamics of the TL in a slightly taller package. So far there has been no word from Acura on pricing, so expect all the details to be released when the ZDX goes on sale later this year.

PRESS RELEASE

All-New 2010 Acura ZDX Four-Door Sports Coupe Will Feature Dramatic Styling, Outstanding Performance and Advanced Technology

All-new Acura model on-sale this winter

The all-new provocative 2010 ZDX four-door sports coupe will arrive at Acura dealerships with dramatic styling, outstanding performance and the latest in advanced technology. The segment bending ZDX features stunning coupe-like styling with the added benefit of a commanding presence and flexible utility. Staying true to the prototype model that debuted at the 2009 New York Auto Show in April, the production ZDX will feature the key design highlights of a panoramic glass roof, hidden rear door handles and bold fender flares.

Along with head-turning styling, the ZDX will boast outstanding performance from its 3.7-liter V-6 engine mated to an all-new 6-speed automatic transmission. The 3.7-liter SOHC V-6 all-aluminum engine will generate 300 horsepower and 270 lb-ft of torque for immediate acceleration response, outstanding low- and mid-range torque and superior high-rpm power. The 6-speed automatic transmission with steering wheel mounted paddle shifters gives the ZDX excellent acceleration while also enhancing fuel economy. Standard on the ZDX is Acura's exclusive Super Handling All-Wheel Drive™ (SH-AWD®) system. The SH-AWD® system expands the ZDX's appeal by providing outstanding handling as well as superior all-season capability. Standard on the ZDX are 19-inch, 7-spoke alloy wheels; the largest standard wheel in the Acura lineup.

Inside, the ZDX exhibits the highest levels of refinement and sophistication. Every ZDX interior will feature a hand-stitched leather dash, panels and sculpted center console. The rich leather appointments give the ZDX a warm and inviting feeling while creating an intimate cockpit for the driver and passenger.

The ZDX's flexible utility enables customers to have great utility coupled with sleek styling. The ZDX can seat up to five adults while maintaining a generous amount of cargo space behind the second row of seats. The cargo area can also be expanded to accommodate longer objects, such as golf bags, by removing side panels in the cargo-compartment sidewalls. As an added bonus, there is an integrated under-floor storage area.

When the ZDX goes on sale this winter, customers will have the choice of three distinct trim levels: ZDX, ZDX with Technology Package and the ultra premium, ZDX with Advance Package. Like all Acura models, the ZDX will come generously equipped from the start. The panoramic glass roof with moveable sunshades, hand-stitched leather interior, HandsFreeLink™ Bluetooth® connectivity, power tailgate, and a high powered audio system with CD player, AM/FM/XM radio and USB audio interface with iPod® integration are all standard features.

The ZDX with Technology Package adds several features including a Navigation System with Voice Recognition™, an Acura/ELS Surround® premium audio system and a new multi-view rear camera. The Advance Package boasts additional customer enhancing technologies like a blind spot information system, a Collision Mitigating Braking System™ (CMBS™), and Adaptive Cruise Control (ACC).

When the ZDX goes on-sale, it will bring a new level of prestige to the Acura lineup. The ZDX will be priced and positioned between the MDX luxury SUV and the RL luxury sedan. Pricing and additional details will be released at a later date.