This Acura ZDX may look just like every other Acura, but that’s far from the case. This is actually the brand’s first all-electric vehicle. And that’s just the tip of this electronic iceberg, as there’s plenty more to discover beneath the surface. So, join us for a deep dive into some unchartered waters.

The Acura ZDX is the brand’s first full battery-electric vehicle, and Acura took a long and winding road to get here. It started off in Detroit where GM’s Ultium platform was born. Honda struck a deal to make use of it for their Prologue SUV and developed this Acurafied version right along with it. Base A Spec comes standard with a single 358-horsepower rear motor, or you can step up to a dual-motor all-wheel-drive setup with 490 horsepower. This Type S cranks up the horsepower a bit to 499 but more impressively winds up an additional 107 lb-ft of torque for a total of 544; that’s 52 lb-ft more than the last NSX supercar.

All versions share the same 102-kWh battery, meaning a max range of 313 miles in the A-Spec. That drops to 278 here in our Type S tester, though in our driving loop, we were on pace for 295 miles. 190-kW max fast charging feeds enough juice to get you to 80% charge in 42 minutes. And using 43-kWh of electricity per 100 miles, the Type S earns a fair efficiency rating. Regen braking may not have as many levels of adjustment as some EVS, but full one-pedal driving is available, along with a regen-on-demand brake paddle on the back of the steering wheel.

The Type S gets a host of additional upgrades dedicated to improving performance: bigger stabilizer bars front and rear, quicker steering ratios, 22-inch wheels, and an adaptive air suspension that keep the ride pleasant even with those 22s. Summer tires are also available.

Not sure if it speaks to the Acura’s overall refinement, or if we’re just getting used to launching crazy fast EVs, but the ZDX didn’t feel particularly strong off the line, yet when we looked at the numbers, we were racing to 60 in just 4.5-seconds. No drop off in power though the ¼-mile. ZDX is consistent and fast; silently streaking to the end of the track in 12.9-seconds at 110 miles-per-hour. As with all EVs, there’s substantial weight to deal with, here about 3-tons, but its distributed equally front to back, and it felt extremely smooth through our handling course. The very light steering and aggressive stability control took some getting used to, but after a few runs we were able to find a good pace that kept everything happy, including us as there was very little body roll in the ZDX.

Type S gets Brembo brakes up front, and in our panic braking runs, there was a very aggressive initial bite, and despite the weight, brought things to a quick stop in a short 102-feet from 60 miles-per-hour.

Inside, a sharp-looking digital instrument cluster is joined by an 11.3-inch color touchscreen display, small by today’s standards, but well integrated, and with Google built in, operation is very familiar.

All ZDXs come with Perforated Milano leather seating. Type S upgrades with Microsuede inserts. It also adds a unique steering wheel, brushed aluminum trim, lots of logos, and it is the first Acura to get a Bang & Olufsen audio system. Small item storage is plentiful up front, and rear cargo capacity is 28.7 cubic-ft; expanding to 62.0 with the rear seatbacks folded; that’s closer to RDX than MDX. Back seat passengers get a great experience, with plenty of room all around, heated seats, climate controls, and charging for their electronics.

Despite starting off with the GM chassis, Acura designers clearly crafted a vehicle that looks every bit an Acura. It’s long, low, and wide with a modernized take on Acura’s shield grille leading the way.
A-Spec pricing starts at $65,850, Type S goes for $74,850; both versions are currently still available for full federal tax credits.

You may remember a first Acura ZDX, a coupe-style SUV that came and went in the early 2010s. This is not that ZDX, but it’s certainly just as forward thinking; better timed and much better looking too.

The Acura ZDX is a very well executed first step into the world of electrification. And we have no problems with them getting a little help from GM to get things started, as the Ultium platform has spawned some fantastic EVs. But, at the same time, we do look forward to what Acura’s next and perhaps far more important step will be.

When we heard we’d be getting some track time in a Mercedes-AMG GT, a lot of questions followed. Is it the four-door Coupe? The actual two-door Coupe? The roadster? Which motor does it get? Well, it’s time for us to get all of the answers!

This is the Mercedes-AMG GT 63 Coupe. Yes, the actual two-door Coupe! It is the second generation of the 911 fighter that first arrived for 2016. It was quickly joined by a convertible version and even a four-door Coupe, all the while continuing to pack in more and more performance. And then almost as quickly, the Coupe disappeared from the Mercedes lineup.

Well, it’s back, and we’re back at Savannah, Georgia’s Roebling Road Raceway to put it to the test. This recreated GT Coupe no longer rides on its own chassis. It now shares a platform with the reborn Mercedes-Benz SL which we had on track here 2 years ago. Not much of that matters really, as it looks better than ever, and is still breathing fire from a ferocious V8. This hand-assembled twin-turbo 4.0-liter may be very familiar at this point, but it’s still an engine we love very much. Here in the GT 63 Coupe it delivers 577 horsepower and 590 lb-ft of torque to a nine-speed AMG Speedshift Automatic transmission.

AMG claims 3.1 seconds to 60, something we couldn’t verify as our track time was cut short by a surprise snowstorm blowing into Coastal Georgia. But it sure feels that fast! We focused our time on getting in plenty of full track laps before the snow started falling, and no matter how hard it seemed we were working in the cockpit, this car was working much harder, with standard fully variable all-wheel drive, active roll stabilization, active rear axle steering, and even active aerodynamics.

All-wheel drive wasn’t even available in the last gen, and when you combine all of the added hardware with dimensions that are bigger in every direction, the GT 63 feels noticeably heavier and bigger on track. But the added grip from 4MATIC is surely a benefit. We really felt those front wheels pulling us out of corners too. So, is it more capable? Yes. Did it lose a little bit of its playful nimble feel in the transition? We’d have to say yes there too.

Ceramic composite brakes are an optional upgrade, and well worth it if repeated late braking is more of a priority than just looking cool cruising down the strip. And while you’re feeling like a boss in cruise mode, all those loyal electronically controlled mechanicals keep working just as hard to give you a relaxing ride that quickly reminds you this is a Mercedes-Benz first and foremost.

Other than a great looking and highly functional new touchscreen display, the driver-focused interior looks mostly the same as every other AMG from this decade or the one before it if we’re being honest, and that’s not a complaint. Materials are attractive, it feels spacious, and there’s an underlying sense of luxuriousness that you don’t get in most high-performance cars. We highly recommend upgrading to these AMG Performance seats, which actively adjust bolstering based on drive mode, and are equally adept at delivering great comfort. Though sold as a two-seater, rear seats are a no cost option. The 11.3 cu.-ft. luggage area makes it perfect for high-speed weekend getaways.

While the GT Coupe has the same basic long hood, minimal greenhouse, fastback shape as before, it now looks much more purposeful. Especially up front where the widened grille with vertical slats helps give it much more presence.

Government Fuel Economy Ratings are 13 City, 20 Highway, and 16 Combined. Pricing for this GT 63 Coupe starts at $180,200, but there are options on both sides of that: a base GT 43 and GT 55 below and an S E Performance version of the 63.

We get it, unless you’re a real fan of the brand, it is difficult to keep track of which Mercedes-AMGs are the real deal AMGs and which are just AMG-tuned Mercedes-Benz vehicles. But the car industry is full of blurred lines and shared chassis these days. This GT 63 Coupe may not be as unique as it once was, but that doesn’t make it any less very special indeed.