#2019 Acura TLX 0 To 60 Time

[enginerumors]

2020 Acura TLX Redesign, Release Date, Price

2020 Acura TLX Redesign, Release Date, Price

2020 Acura TLX Redesign, Release Date, Price– While the industry sedan section amongst the consumers with an improved demand and growing pattern, Honda would put together just like the coming in the 2020 Acura TLX. This is basically the signal that Honda wishes to present as the primary vehicle creator on earth if they can develop several types of different demands. With all the appearance of the…

[our-mrs-saku-love]

2020 Genesis G70 2.0T Manual Test Drive: A Dissatisfying End to a Species

It always feels a bit odd to drive a dead car walking—a new car that's still available on dealer lots, but just recently received its official execution date from the automaker. It's different from dealing with a special edition; the very core of a limited run is its ephemerality. But the end of a bloodline whether sudden or scheduled feels melancholic, even if the car isn't that great.

As you probably guessed, the last time this happened to me was during a stint test driving the 2020 Genesis G70 2.0T with the six-speed manual transmission. While spraying the bright blue four-door down at a car wash ahead of a photo shoot, I received a text from a coworker informing me of the three-pedal G70's demise after the 2021 model year, bringing the curtain down on the enthusiast-focused version of the compact executive four-door after just three model years.

2020 Genesis G70 2.0T: Show Me The Money Even to one of the few who did snag a six-speed G70 before the axe came down, this news should hardly come as a shock. Genesis sold fewer than 12,000 G70s in 2019, and has sold only 5,275 units as of July 2020, illustrating just how small a slice of the segment the G70 managed to carve, especially when compared to the 47,827 3 Series models BMW sold in 2019—and those numbers are for all G70s (and 3 Series variants), not just those bought with a manual transmission.

But BMW isn't selling manuals in this segment, either—the German automaker nixed the manual 3 Series from its lineup with the introduction of the G20-generation for 2019. If BMW can't justify a manual 3 Series due to disappointing sales, what do you reckon the take rate is for the G70 with the 6MT?

In all likelihood, the figures are abysmal. Now, if you want to pick up a new premium sedan with three-pedals, your options are…well, shoot. There aren't any more options. Turns out, the G70 was the last to the party, and the last to leave. Don't think you can find shelter in the warm embrace of a well-equipped six-speed Honda Accord either; production of the shift-it-yourself Accord halted back in December of last year, and no one noticed until Honda publicly announced the death knell for the manual Accord, along with the demise of the Civic Coupe and cheeky Fit.

So, not only was I driving a zombie car, but it was the last gasp of an endangered species that used to be multitudes. At least it went out with a bang, right? Surely there's consolation in the fact I could declare the six-speed G70 criminally underrated and press most of the blame on the shoulders of a driving public more interested in their phones than the journey.

2020 Genesis G70 2.0T: Mixed Signals It is with a heavy heart I report the manual-equipped, rear-wheel drive sports sedan winks out with peaky power, a deceptively numb clutch, rev hang, and a dull shifter. Had I not received news of the stick-shift G70's demise, my advice to interested parties is that they don't bother; just pick up the 2.0T with the mostly inoffensive, though only average eight-speed automatic transmission, or make the financial jump to the potent 3.3-liter twin-turbo V-6 G70 3.3T, which is—of course—only available with an automatic transmission.

Before we dive into what makes the six-speed G70 disappointing, let's take a second to appreciate the G70's merits outside of the rubbery stick protruding from the center console, lest you think the car is simply a sum of its parts. As we've discovered with every other configuration of the G70, Genesis developed quite the sports sedan here, with excellent balance and overtly handsome aesthetics that would be a welcome sight coming from any brand. It's well designed, well equipped, comfortable  both to drive and to ride in, and if you spring for the 3.3-liter twin-turbo V-6, a potent contender for the pedestal spot occupied by the BMW 340i and Audi S4.

Overall, it's a tidy car that's a valid alternative to anything else in the ultra-competitive luxury compact executive sedan segment. We liked the G70 when it launched for 2018, and I'm sure we're going to have plenty to praise when the refresh arrives in 2022. But by then, the G70 will have shed the one significant feature that set it apart from the crowd, and will be left as a less funky, more driver-oriented complement to the Lexus IS and, perhaps, the upcoming Acura TLX.

2020 Genesis G70 2.0T: What To Expect For now, you've got one-and-a-half model years to pick up the 2.0T with three pedals, if you so desire. The turbocharged 2.0-liter four-cylinder is rated at a stout 252 horsepower and 260 pound-feet of torque, conceivably compelling figures for something with both a manual transmission and rear-wheel drive. Even Genesis realizes this should be alluring for an enthusiast, so checking the box for the stick also forcibly checks the box for the G70's Sport trim, adding a limited slip differential, Brembo brakes, and summer tires to the mix.

This is all excellent news, right up until you take it out for your first on-ramp blast. I don't know how Genesis managed to make 252 horsepower and 260 pound-feet feel like a nice, round 200 in each category, but based on my test drive, it feels significantly down on torque from a dig. Instrumented testing from our buds over at Motor Trend revealed the G70 2.0T with the six-speed manual transmission takes an astounding 7.2 seconds from 0-60 mph. I'm not usually one to call something that can do the deed in less than 8.5 seconds "slow," but essentially the premium leaders in the segment—BMW, Audi, Mercedes-Benz—typically handle that scramble in less than six seconds.

2020 Genesis G70 2.0T: Slower Than Expected There's significant turbo lag from the 2.0-liter four-cylinder, and when the impeller does get with the program, it's not revelatory or thrilling; even during full-throttle pulls, it never feels anything short of a steady, relatively slow climb. According to Genesis, peak power arrives at 6,200 rpm—no surprise there—but all 260 pound-feet are apparently on tap from 1,400 rpm through 4,000 rpm. Could have fooled me—there isn't much happening until the needle swings to the middle of the tach.

It's not as if it's much fun poking the engine through the range, either. The manual G70 has obnoxiously dull initial throttle tip-in, which, when combined with a vague clutch and apparent lack of low-down torque, leads to more-than-should-be-necessary clutch slip, herky-jerky starts, outright stalls, or a combination of all three.

Of course, operator error is always a potential part of the equation, but a quick seat-swap with a coworker confirmed at least the throttle tuning wasn't my imagination. Things get a little better in the Sport driving mode, but not so much that it fixes the dead zone entirely. Meanwhile, the shifter feels like something from a non-performance Elantra, which is not to say it's egregiously cheap or clumsy, but it doesn't really match the G70's premium/luxury intentions, especially with somewhat rubbery engagement and a plastic-topped knob.

Again, this hurts to write. I like the Genesis G70 a great deal, especially in 3.3T form. It's a fantastic little sports sedan for the money, and if I were in the market for a professional-appearing daily commuter, it would be near the top of the list. It's just such a shame the less-than-stellar stickshift G70 is the one to shut the door on the manual rear-wheel drive sport sedan species in the U.S.

2020 Genesis G70 2.0T Sport Manual Fast Facts The last rear-wheel drive premium sports sedan offered with a stick in the U.S. To be discontinued after 2021 model year Powerful and torquey on paper, but doesn't feel like it on the road A great car let down by a not-great manual transmission แทงบอลออนไลน์

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[truemedian]

2021 BMW 4 Series revealed with mild-hybrid power and, uh, that face

Yes, that face. BMW From its turbocharged powertrains to its robust cabin tech to its advanced driver-assistance systems, there are a lot of reasons to like the 2021 4 Series, which BMW officially revealed Tuesday. But the one thing everyone's going to get hung up on is the styling -- specifically, that enormous grille.

Now playing: Watch this: 2021 BMW 4 Series: More than just a giant grille 2:59

Follow your nose

Yes, the 2021 BMW 4 Series has the enlarged kidneys first seen on the Concept 4 showcar from the 2019 Frankfurt Motor Show, as well as the all-electric i4. It's definitely... a look. And it's one we don't like, at least in photos. BMW says the grille "is framed by surfaces with a three-dimensional mesh structure," so there's at least some interesting detail, though it kind of loses any luster it might've had by bolting the European front plate in the middle. (It's going to look awful in US press fleet spec, with a bright yellow New Jersey plate smack dab in the middle.)The 2021 4 Series will be offered in 430i, 430i xDrive and M440i xDrive models, the latter of which gets darker exterior trim and larger side air intakes on the front fascia. LED headlights are standard across all models, and the shape just doesn't work with those giant buck teeth in the middle. Compared to an equivalent 3 Series sedan, the new 4 Series is 2.2 inches longer, 1 inch wider and 2.2 inches lower. But it rides on the same 112.2-inch wheelbase. See how it stacks up to its rivals in our spec comparison.Luckily, the rest of the 4 Series looks pretty darn good, with a tapering roofline similar to that of the larger 8 Series coupe. All 4 Series coupes come standard with 18-inch wheels, though a variety of 19-inch options are available, as are M Sport brakes with either blue or red calipers, an aero kit and a rear lip spoiler. The LED taillights have an interesting light signature not unlike that of the recently revealed 2021 Acura TLX, and honestly, we think the new 4 Series looks best from the rear three-quarter view.

2020 BMW 430i vs. 2021 BMW 430i

2020 BMW 430i 2021 BMW 430i Engine 2.0-liter turbo I4 2.0-liter turbo I4 Power 248 hp 255 hp Torque 258 lb-ft 294 lb-ft Transmission 8-speed auto 8-speed auto 0-60 mph 5.5 sec 5.5 sec Top speed 155 mph 155 mph Wheelbase 110.6 in 112.2 in Length 182.7 in 187.9 in Width 79.4 in 81.9 in Height 54.2 in 54.6 in Weight 3,574 lbs 3,578 lbs Cargo capacity 15.7 cu-ft 12.0 cu-ft

Tons of tech

Step inside, and the 4 Series' design is far less polarizing. The cabin is largely the same as what you'll find in the 3 Series sedan -- the 4 Series' four-door sibling -- with leather surfaces available in a range of colors, flush-mounted controls on the center console and several different wood and metal inlay options. Being a two-door coupe, the rear seats aren't super spacious, but they can at least be folded flat to accommodate longer items from the 12-cubic-foot trunk.The 4 Series comes standard with analog gauges and a 5.1-inch color display in the instrument cluster, as well as an 8.8-inch center touchscreen for the iDrive 7 infotainment suite. Opt for the Live Cockpit Professional package and you upgrade to a 12.3-inch fully digital gauge display, like the one offered in BMW's other models, as well as a 10.2-inch central multimedia screen. Regardless of models, navigation comes standard, with real-time traffic data from BMW Maps. And hey, both Apple CarPlay and Android Auto are standard -- finally! -- and wirelessly, no less.As with the 3 Series, the 4 Series gets BMW's Intelligent Personal Assistant artificial intelligence tech, activated by saying, "Hey, BMW" -- kind of like the "Hey, Mercedes" function found in Benz's MBUX. Unlike MBUX, though, BMW's system is really just for controlling vehicle functions and working with the online navigation data. It's still useful, just not as robust. In other words, no, your BMW can't tell you a joke.Like the 3 Series sedan, the 4 Series can be had with a 12.3-inch digital gauge cluster and a 10.2-inch infotainment screen. BMW Elsewhere on the tech front, the 4 Series gets the same driver-assistance systems as the new 3 Series. Standard equipment includes lane-departure warning, frontal collision warning, pedestrian detection, blind-spot monitoring, rear cross-traffic alert, automatic high-beam headlights and speed limit information. You can add the company's Driving Assistance Professional Package, which gets you full-speed adaptive cruise control as well as Extended Traffic Jam Assist, a Level 2 driver-assistance feature that adds lane-keeping assistance to make highway commutes easier.A particularly cool tech upgrade is the optional Parking Assistance Package, which not only includes a 3D surround camera, but has a back-up assistant that actually memorizes the last 150 feet of your journey at speeds below 20 mph, and can automatically trace the same path in reverse. For the 4 Series, this package adds BMW's new drive recorder, which can automatically capture 20 seconds of video around the moment of an impact and save it to the car's hard drive. Your insurance claims adjuster will love it.

2020 BMW 440i vs. 2021 BMW M440i

2020 BMW 440i xDrive 2021 BMW M440i xDrive Engine 3.0-liter turbo I6 3.0-liter turbo I6 Power 320 hp 382 hp Torque 330 lb-ft 364 lb-ft Transmission 8-speed auto 8-speed auto 0-60 mph 4.6 sec 4.3 sec Top speed 149 mph 155 mph Wheelbase 110.6 in 112.2 in Length 182.7 in 188.0 in Width 79.4 in 81.9 in Height 54.8 in 54.8 in Weight 3,827 lbs 3,977 lbs Cargo capacity 15.7 cu-ft 12.0 cu-ft The roofline is very similar to that of the 8 Series. BMW

Turbo power with mild-hybrid assist

The 430i comes with BMW's 2.0-liter turbo I4 engine, delivering 255 horsepower and 294 pound-feet of torque. Rear-wheel drive is standard but, as its name suggests, the 430i xDrive comes with all-wheel drive. These models accelerate to 60 mph in 5.5 and 5.3 seconds, respectively. Regardless of driveline, the 2.0-liter turbo engine is paired with an eight-speed automatic transmission.The M440i xDrive, meanwhile, uses a 3.0-liter turbo I6 engine, which now has a 48-volt mild-hybrid battery, which delivers supplemental electric boost during acceleration and smooths out the action of the stop-start system. (The engine can now shut off below 9 mph rather than waiting until the car comes to a complete stop.) All told, the 3.0-liter I6 produces 382 hp and 369 lb-ft. Its standard all-wheel drive and M Sport rear differential allow the M440i to accelerate to 60 mph in 4.3 seconds. Once again, an eight-speed automatic is the only transmission available.All 4 Series models get the same hydraulic-lift shock absorbers as the new 3 Series, which we love. This hardware smooths out road vibrations and reduces body movement, but doesn't give up any overall feedback or handling prowess. Compared to the 3 Series, the 4 Series has increased damping forces, firmer springs and larger anti-roll bars, and the coupe sits 0.4 inches lower to the ground. The M440i comes standard with an M Sport suspension, with an even stiffer tune. Finally, the Adaptive M chassis option allows for automatic adjustment of the adaptive dampers, though if our experience with the 3 Series is anything to go on, we think most buyers will prefer the standard and M Sport suspension setups just fine. Speed-sensitive power steering is standard on the 4 Series, while M Sport and M440i models get variable-ratio steering.Yes, a proper M4 is coming, too, but we won't see that version until after the four-door M3 debuts, likely sometime in 2021.The rear three-quarter is definitely this car's best angle. BMW

Arriving in October

The 2021 4 Series will go on sale globally in October, and it'll be priced from $46,595 in the US, including $995 for destination. The 430i xDrive will come in at $48,595 and the M440i xDrive will cost $59,495. This represents a $650 increase over the 2020 430i and 430i xDrive coupes, while the 2021 M440i is a full $5,150 more expensive than the 2020 440i. BMW's two-door 4 Series will continue to fight its long-time rivals, the Audi A5 and S5, and the Mercedes-Benz C300 and AMG C43. The 4 Series convertible will surely follow in due course, as will the four-door 4 Series Gran Coupe. Rest assured, they'll pack all the same performance and tech. And they'll definitely have that huge grille, too. Read More Read the full article

[robertkstone]

Car Compare: 2019 Lexus ES 350 vs. TLX, Q50, MKZ, and LaCrosse

The ES is Lexus’ best-selling car, and it’s a best-seller in the shrinking “near lux” sedan segment it helped define. The segment’s original formula was to take a squillion-selling midsize sedan (Toyota Camry, in Lexus’ case), tinsel it up, and slap a swanky badge on it. Infiniti’s I30 was a dolled-up Nissan Maxima; Acura’s Vigor was an extensively revised Honda Accord; Lincoln’s MKZ (née Zephyr) was a costumed Ford Fusion. The world has moved on.

Today Lexus bases the ES on larger Avalon underpinnings and is extending the model’s appeal with both a performance-oriented F Sport variant and a new Ultra Lux package. The Infiniti Q50 has no mainstream Nissan counterpart on our shores. The Acura TLX/Honda Accord relationship remains fairly distant, and the Lincoln MKZ no longer shares any major sheetmetal with the Fusion. We’re also throwing the Buick LaCrosse in for consideration. It primarily targets Toyota’s Avalon, but in its swankiest new Avenir trim, it’s priced and positioned to fight the Lexus.

After spending a week in an Ultra Lux 2019 Lexus ES 350 (an ES 350 F Sport is shown in this story), we’ve rounded up some relevant specifications data, reviewed our notes from earlier drives of the key competitors, and are ready to make a few predictions on how a full comparison of the major players might shake out.

Sizing Up

As all of the original contenders have evolved, the Infiniti and Acura entrants have shrunk. The Q50 measures 6.3 inches shorter in length and 1.6 inches narrower than the ES, which tightens its rear seat and trunk somewhat, but the front seat boasts 2 inches more head- and legroom, so overall space is down just 1.6 cubic feet overall. Similarly, the Acura TLX gives up 4.2 inches in length at a cost of rear legroom and trunk volume while adding front-seat space. The Buick is larger in all exterior dimensions, but the payoff is just a slightly larger front-seat compartment—the trunk and rear seat are slightly smaller than in the Lexus. Lincoln matches Lexus almost to the tenth on overall interior and trunk volume while measuring 2 inches shorter in length and 1.2 inch taller. But Lexus remains the benchmark for space, boasting the biggest trunk (16.7 cubes) and back seat (by a nose at 46.6 cubic feet).

Powertrain Choice

Lexus offers your choice of a 2.5-liter four-cylinder hybrid electric with an e-CVT good for 215 hp or a 302-hp 3.5-liter V-6 mated to a conventional eight-speed automatic. Both powertrains spin the front wheels. Most of the competition now offers a choice of all-wheel drive (usually for no more money than our front-drive ES 350 Ultra Lux), which I rather missed as mid-February snow- and ice-storms bedeviled my week with an ES on all-season rubber. Acura offers a 2.4-liter 206-hp four-cylinder and eight-speed automatic or a 3.5-liter 290-hp V-6 and nine-speed auto, and honest-ta-goodness torque-vectoring all-wheel drive can be had with the V-6. Infiniti sells its older, fixed-compression-ratio 2.0-liter turbo-four (208 hp) and a choice of two twin-turbo V-6s producing 300 or 400 hp. All three engines spin the rear wheels through a seven-speed automatic with all-wheel drive optional on any engine. Lincoln sees Infiniti’s 2.0T and pair of V-6 twin-turbos powering the front or all four wheels through a six-speed automatic and raises with a front-drive hybrid/e-CVT.

The Buick offers an eAssist 2.5-liter mild-hybrid good for 194 hp paired with a six-speed automatic or a 3.6-liter V-6 that sends 310 horses to the front or all four wheels via a nine-speed automatic. So Lincoln wins on breadth of offerings, but if you don’t need all-wheel traction, Lexus remains tough to beat in terms of buttery drivetrain refinement, and its hybrid fuel economy tops the Lincoln’s (44 mpg to 41, EPA combined—the LaCrosse eAssist ranks way lower at 29 mpg).

Performance

Let’s face it, cars in this class are meant to be driven in a stately manner between stately manors. So there’s little shame in Lexus not really contending for pink slips. After testing a mechanically identical Toyota Avalon of nearly the same weight (stay tuned for a instrumented track test of the 2019 ES 350), we found the V-6 needs just over 6.0 seconds to hit 60 mph, about the same as the AWD Acura V-6, a few tenths behind the Buick V-6, and well in arrears of the 400-horse twin-turbo V-6 Lincoln (5.2) and Infiniti (4.5). Thanks possibly to its 148-pound weight advantage, the ES 300h hybrid outruns the MKZ 2.0H, 7.8 to 8.7 seconds (we haven’t tested a LaCrosse eAssist mild-hybrid).

Neither ES is particularly enthusiastic about cornering or braking. Where’s the fire? Endeavor to leave a few minutes earlier, and you won’t need to tear around so. Opting for the ES 350 F Sport variant adds adaptive dampers that minimize body pitch and roll, but don’t expect lap times to drop much. Basically, we find the Ultra Lux approach to be more in keeping with the ES’ natural role as the regal and aloof “adult” in this class, with the Buick a very close second. You surely don’t need us to tell you that Tail of the Dragon runners will find greater joy with one of the twin-turbo V-6 options or even the Acura SH-AWD (or better still, an Alfa Giulia or Genesis G70).

Creature Comforts

When you line up the standard features lists for the top-tier offerings in this class, the equipment is pretty extensive, with most offering supple leather and real wood. Buick and Acura offer few if any additional options on their top-shelf offerings, but Infiniti, Lexus, and Lincoln buyers can further gild their lilies with numerous pricey option packages. We find it slightly obnoxious that Lexus’ Ultra Lux customer has to drop another $1,900 to get the blind-spot monitoring with rear cross-traffic alert, park assist, and a surround-view camera system, considering many of these features come standard on much cheaper cars than the $50,959 of our loaded 2019 ES 350 tester.

We don’t begrudge automakers for charging for top-shelf audio—$3,000 for Mark Levinson at Lexus and $4,000 for Revel Ultima (bundled with a pano roof and LED lamps) at Lincoln. That lets talk radio listeners save the cash. An interesting $950 option on our Lexus—18-inch wheels with sound-absorbing rings inside. It’s nice to see wheel options that add quietness instead of subtracting compliance with thinner sidewalls, and they (along with acoustic front side glass and more) do lend a library-like atmosphere at speed. As for how cosseting and pleasant the cars are to live in, the Buick looks stunning in photos, but the materials let it down. The Acura and Infiniti are more businesslike and purposeful. Lexus delivers great materials marred slightly by a busy design, wood stained so dark it’s unrecognizable as wood, door pulls that are hard to reach if belted in with the door fully open, and that touchpad user interface that none of us has truly bonded with. Lincoln’s multi-contour seats with Active Motion are pretty impressive, its wood looks like wood, and its Sync 3 system is a breeze to live with.

Conclusions

After a week in the Lexus I understand why the ES continues to outsell these four competitors by between 40 and 212 percent (Q50 and LaCrosse), and why its rate of sales decrease year-over-year was less than half what the others suffered from 2017 to 2018. It looks good from all angles except the front, and it goes about its business without any attention-grabbing engine or tire noises, automatically turning on its heated steering wheel and seats, then automatically turning them down about 10 minutes into a journey. It’s a faithful automotive valet—solicitous, never argumentative, seen but not heard. Toss in a strong record for reliability and resale value, and what non–car enthusiast could resist? So in a consumer-focused Big Test focusing on packaging, safety, reliability, refinement, and the like, I boldly predict that Lexus would grab the gold. Second place might be hotly contested by a heavily optioned 300-hp Q50 Luxe AWD and Acura TLX SH-AWD. I see a Lincoln MKZ 3.0 Reserve II AWD finishing a close third and Buick’s LaCrosse Avenir AWD bringing up the rear. Stay tuned to check these predictions against a future test—unless the category shrinks to complete insignificance before we get around to it …

2018 Acura TLX SH-AWD A-Spec 2018 Buick LaCrosse Avenir 2016 Infiniti Q50S 3.0t (Red Sport 400) 2019 Lexus ES 350** 2017 Lincoln MKZ 3.0T AWD (Reserve) BASE PRICE $45,765 $45,790 $48,855 $44,175 $43,735 PRICE AS TESTED $45,765 $47,480 $57,475 $50,959 $59,740 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door sedan Front-engine, RWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door sedan Front-engine, AWD, 5-pass, 4-door sedan ENGINE 3.5L/290-hp/267-lb-ft SOHC 24-valve V-6 3.6L/310-hp/268-lb-ft* DOHC 24-valve V-6 3.0L/400-hp/350-lb-ft twin-turbo DOHC 24-valve V-6 3.5L/302-hp/267-lb-ft DOHC 24-valve V-6 3.0L/400-hp/400-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 9-speed automatic 9-speed automatic 7-speed automatic 8-speed automatic 6-speed automatic CURB WEIGHT (F/R DIST) 3,804 lb (60/40%) 3,681 lb (59/41%) 3,872 lb (56/44%) 3,761 lb (60/40%) 4,293 lb (60/40%) WHEELBASE 109.3 in 114.4 in 112.2 in 113.0 in 112.2 in LENGTH x WIDTH x HEIGHT 191.5 x 73.0 x 57.0 in 197.5 x 73.5 x 57.5 in 189.1 x 71.8 x 56.8 in 195.9 x 73.4 x 56.9 in 193.9 x 73.4 x 58.1 in 0-60 MPH 6.0 sec 5.6 sec 4.5 sec 6.1 sec 5.2 sec QUARTER MILE 14.5 sec @ 96.6 mph 14.2 sec @ 99.7 mph 13.0 sec @ 109.2 mph 14.6 sec @ 98.4 mph 13.7 sec @ 102.6 mph BRAKING, 60-0 MPH 118 ft 123 ft 105 ft 122 from PerformanceJunk WP Feed 3 https://ift.tt/2NC14Zy via IFTTT

[jeffrey2garner]

NAIAS Roundup: CarGurus’ Top Cars from the 2019 Detroit Auto Show

While the North American International Auto Show (NAIAS) was relatively quiet this year, there was still plenty to see. Here are the top cars we saw.

Speed demons

The 2020 Toyota Supra finally debuted! As excited as we are about that, its reception has been mixed – partly due to its lack of a manual transmission. It wasn’t the only speed demon available at NAIAS, though. The 2020 Ford Shelby GT500 also made waves, offering a whopping 700+ horsepower and a 0-60 time of just over 3 seconds.

Subaru’s WRX STI S209 was another speed demon that caught our attention, in part because it’s the first S-line vehicle available to American consumers. Limited to 200 vehicles, the S209 is 1.7 inches wider than the STI with a 2.5-liter boxer engine that produces an estimated 341 horsepower along with Brembo brakes. It also includes standard all-wheel drive (AWD) and 19-inch gold wheels.

Daily haulers

The 2019 Ram 3500 accomplished a first-in-class milestone: It now has 1,000 pound-feet of torque available along with 400 horsepower, if you specify it with the 6.7-liter Cummins turbodiesel inline-6 engine. It also sets new benchmarks in payload and towing capacity for a heavy-duty pickup: 35,100 and 7,680 pounds, respectively. Other updates include a center console big enough to fit a 15-inch laptop and a tire-pressure-monitoring system for up to 12 tires.

The 2020 Ford Explorer gets more towing capacity, now up to 5,600 pounds when properly equipped and with the V6 engine. If you prefer a sportier daily driver, you can find that in the performance-focused ST trim. It features a 3.0-liter EcoBoost engine making 400 horsepower and 415 pound-feet of torque and taking the car to a top speed of 143 mph.

Off-roading crossovers

The 2020 Kia Telluride is a 3-row crossover made for the American market: It’s big and boxy, bringing to mind classic SUVs like the Ford Bronco. You can deploy the second-row seats with a push-button to access 46 cubic feet of cargo space. The Telluride also taps into our desire for a luxury crossover that we can take off-road with handles next to the cupholders and optional all-wheel drive (AWD).

The 2020 Cadillac XT6 should be ideal for those who like to drive in style. You can choose between the Premium Luxury trim – complete with chrome details and wood-trim accents inside – or the Sport trim, which swaps out those features for carbon fiber accents.

Sedans

Yup, sedans like the 2020 Volkswagen Passat made news at the Detroit Auto Show. The exterior is fully redesigned with a wider, bigger grille and a coupe-like profile. Inside, it offers luxury features like heated seats and dual-zone climate control. This new look potentially sets up the Passat to compete with premium sport sedans like the Acura TLX.

The 2020 Cadillac CT6-V also makes news during this auto show. It features a hand-built twin-turbo 4.2-liter V8 engine that makes 550 horsepower and 627 lb-feet of torque. Similar to the S209, production of the CT6-V will be limited – in this case to just 275 vehicles. While it’s got a high price tag – close to $90,000 – you’ll also get two days at the Cadillac V-Performance Academy as part of your purchase.

Want more car news? Check out these articles:

Toyota Supra Returns at Detroit Auto Show

At CES 2019 Automakers Think Outside the Car

CarGurus’ Top Cars from the LA Auto Show

from The CarGurus Blog https://blog.cargurus.com/2019/01/18/naias-roundup-cargurus-top-cars-from-the-2019-detroit-auto-show-2 via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2019/01/naias-roundup-cargurus-top-cars-from.html via IFTTT

[jesusvasser]

Acura Gets the Brand Back Together, Again

MARYSVILLE, Ohio — This marque’s cultural high point came in 1994, when The Wolf (Harvey Keitel) warned Vincent Vega (John Travolta) and Jules Winnfield (Samuel L. Jackson) there had better not be so much as one scratch on his Acura.

The movie was Quentin Tarantino’s Oscar-robbed “Pulp Fiction,” and The Wolf had lent Vega and Winnfield his Acura NSX as part of his effort to clean up their botched plan to retrieve their boss’ suitcase. And yes, it was product placement.

The movie came out just as the Acura NSX was getting some attention as not just the first Japanese car to retail for more than $60,000 in the U.S., but also as one that was worth it—an affordable Ferrari alternative that could be driven around town as easily as a Honda Civic. As an engine supplier, Honda had won the last of six Formula 1 Manufacturers Championships—four with McLaren, and two with Williams—in 1991, and for the last couple of years, the McLarens wore the Acura marque as its engine supplier for North American races.

For 2019, Acura has unified its styling, having eradicated the last of its much-derided “platypus” grilles from its lineup. Like everyone else in the industry, Acura’s sport/utility business is leading its passenger car business. For the first three quarters of 2018, Acura outsold Cadillac by just 1,243 units, with 114,483 to hold onto fifth place among luxury/premium brands in the U.S. It’s still well behind fourth-place Audi for the year, by nearly 53,000 units.

Acura marketing is playing up the marque’s technological advances and its longstanding image as a driver’s brand, led by its halo, the fabulous hybrid NSX supercar. The full-line event took place at the 170,000 square-foot NSX factory, where approximately 100 workers assemble the midengine car by hand. Here’s a quick look at what I saw and what I drove:

2019 Acura ILX A-Spec

The compact ILX is the last Acura model to benefit from a redesign featuring the new, five-point grille and the dual hood strakes. The rear license plate pocket has been moved from between the taillamps down to the bumper, giving the tail a stronger, more massive look.

The new design is handsome, if a bit anonymous, and it doesn’t fix the Acura ILX’s biggest problem. The ’19 model is a refresh, rather than a full redesign, and thus is based on the Mark IX Honda Civic and not the far superior Mark X Civic that premiered three model years ago. So the old 2.4-liter naturally aspirated four also is a holdover, combined with an eight-speed dual-clutch transmission with torque converter.

This unusual hybrid tranny is very smooth. It launches the car and shifts more smoothly than even the best wet-clutch DCTs, though it’s a bit of a downer that there are no new Acuras available with a Honda manual, still among the best gearboxes available.

The four’s 201 horsepower is adequate, though not special. The ride-handling balance seems just right for a premium compact with somewhat superficial sporting pretensions, with a smooth ride and some compliance in the corners (our Central Ohio drive route didn’t serve up any particularly challenging roads). The steering is too light, though, and lacking in feel and feedback, and the rather heavy understeer is a reminder of how far the ’16 Civic has come in this department.

In its defense, Acura has shaved $2,110 off the base price of the ILX, bringing it in at $26,895 for 2019, near the top-spec levels of the Civic. The A-Spec, with its special paint options and spectacular blood red leather seats with Alcantara center-seat trim, is $30,645 with the premium package and $32,545 with the technology package. The A-Spec still lacks a front passenger seat power lumbar control.

The ILX is the bestselling premium compact in its class, among Millennials, Acura says [the others in that segment are the Audi A3 and Mercedes-Benz A220]. Choose an A-Spec with Still Night Pearl dark blue paint over that blood red interior, and you’ve got a vibrant look that’s hard to match in a Honda Civic, even the Si or Type R. Still, I can’t help but think that if Honda could be convinced to let Acura spend development money on something that’s not an SUV, an Acura based off the Type R, with a small rear wing and toned-down sedan body, slightly softer suspension but with the 306-hp 2.0-liter turbo and six-speed manual would make a dandy replacement for this car.

2019 Acura ILX A-Spec Specifications

ON SALE Now PRICE (as tested) $30,645 – $32,545 (with Premium Package/with Tech Package) ENGINE 2.4L DOHC 16-valve I-4, 201 hp @ 6,800 rpm/180 lb-ft. @ 3,600 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 4-door, 5 passenger, FWD sedan EPA MILEAGE 24/28 mpg (city/highway) L x W x H 182.2 x 70.6 x 55.6 in WHEELBASE 105.1 in. WEIGHT 3,144-3,148 lbs  0-60 MPH 7 sec (est) TOP SPEED 130 mph (est)

2019 Acura NSX

Editor-in-chief Mike Floyd has a thorough review of this supercar’s mid-cycle update, which features new, stickier Continental SportContact 6 tires designed specifically for the car, and retuned adaptive dampers, electronic power steering, Super Handling All-Wheel Drive, vehicle stability assist and stiffer front and rear stabilizer bars to work better with the new tires.

I got a total of about nine laps in the 2019 Acura NSX at the Transportation Research Center’s 1.9-mile road circuit, the first three on cold tires in sub-50 degree weather. I’d rather drive the old and new cars back-to-back to confirm Acura’s claims that turn-in is quicker and rotation around the corners in the midengine car is more progressive and predictable. All I can say is that the turn-in is about as close to perfect as you could want, without the too light nose that plagues so many rear-engine Porsches, and progressive rotation that’s easier to adjust than in a mid-engine 718. The Acura NSX is as easy to drive fast, confidently, as a BRZ/86 or Miata/Fiata, though with 500 horsepower being fed to the four wheels via Super Handling AWD torque vectoring.

Acura also showed off the NSX’s new Thermal Orange Pearl paint option. Several cars were making their way through the model’s bespoke factory during our tour. The only bad news plaguing the NSX is disappointing sales—it’s hard to imagine what Honda or Acura might put in this plant to supplement capacity utilization. Acura says it has sold about 2,000 NSXes, all built in Marysville, Ohio, and shipped globally.

In the U.S., Acura sold 850 NSXes in 2016 and ’17, while McLaren sold 1,193 of its Sport Series models here in those two years. Year to date, Acura has sold just 122 in the U.S., so far. So go check out the Acura NSX, rich enthusiasts.

2019 Acura NSX Specifications

ON SALE Now PRICE $159,300 (base) ENGINE 3.5-liter twin-turbo DOHC 24-valve V-6/500 hp @ 6500-7500 rpm, 406 lb-ft @ 2000-6000 rpm, plus three electric motors. Peak power: 573 hp/476 lb-ft TRANSMISSION 9-speed dual-clutch automatic LAYOUT 2-door, mid-engine, AWD coupe EPA MILEAGE 21/22 mpg (city/hwy) L x W x H 176.0 X 87.3 X 47.8 in WHEELBASE 103.5 in WEIGHT 3,878 lb 0-60 MPH 3.0 sec TOP SPEED 191 mph

2019 Acura RDX A-Spec

It’s reassuring to see that young Billy Rehbock had as much trouble with the two-screen infotainment system as I had. Acura lent me a white RDX A-Spec to drive the 204 miles between Detroit and Columbus, Ohio, and back, and I gave up on using the navigation system when I couldn’t find the keyboard to type in my destination address. Instead, I plugged in my iPhone and used Apple CarPlay.

The controls for changing radio stations, or to go between FM and XM are barely more intuitive, but once underway, the RDX was the right kind of SUV for this trip. It’s not too big, although it feels more like a midsize two-row instead of a compact SUV from the inside, and it’s comfortable and compliant without being too soft. Steering turn-in is quite crisp, and my only complaint about dynamics is the steering felt a bit busy on long, straight roads, needing a bit too much minor correction. May be the tires.

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

In Marysville, Acura showed off the RDX’s fourth-generation AWD software, which can shift up to 70 percent torque to the rear and up to 100 percent to a single wheel, just like Gen III, but more quickly. On a wet skidpad, the RDX was easier to drift than an AWD TLX with Gen III software, and on a rally-style rock-and-gravel twisty road, the RDX caught itself out of a slide more quickly, though the MDX with Gen III software was looser, and thus more fun to a frustrated rally driver like me.

The all-new, 2019 Acura RDX has crisper handling than most of its Asian and American premium competitors and with a much better ride than its German and Italian competitors. The 2.0-liter turbo is more refined, with more useful power than pretty much any other downsized turbo four in an AWD SUV. The Acura RDX has the rare combination, for an SUV, of crisp handling and good ride quality, like the Mazda CX-5, but with a more premium interior and a better, more powerful engine.

2019 Acura RDX Specifications

ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT  4-door, 5-passenger front-engine AWD sport/utility EPA MILEAGE 21/26 mpg (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

The Classics

Acura also gave us time to drive perfectly maintained cars from its Torrance, California museum: a ’91 NSX Formula Red, ’01 Integra Type R, and ’03 3.2CL Type-S. I didn’t get time to drive the NSX, though I drove a couple of the last first-generation models about 2004 or ’05, and I can say the new NSX faithfully captures the spirit of that car. Acura doesn’t need to replicate the stiffly suspended, high-rev/low-torque model of the ’01 Integra Type R, though a new model following my suggestion above would make a good modern interpretation.

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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[jonathanbelloblog]

Acura Gets the Brand Back Together, Again

MARYSVILLE, Ohio — This marque’s cultural high point came in 1994, when The Wolf (Harvey Keitel) warned Vincent Vega (John Travolta) and Jules Winnfield (Samuel L. Jackson) there had better not be so much as one scratch on his Acura.

The movie was Quentin Tarantino’s Oscar-robbed “Pulp Fiction,” and The Wolf had lent Vega and Winnfield his Acura NSX as part of his effort to clean up their botched plan to retrieve their boss’ suitcase. And yes, it was product placement.

The movie came out just as the Acura NSX was getting some attention as not just the first Japanese car to retail for more than $60,000 in the U.S., but also as one that was worth it—an affordable Ferrari alternative that could be driven around town as easily as a Honda Civic. As an engine supplier, Honda had won the last of six Formula 1 Manufacturers Championships—four with McLaren, and two with Williams—in 1991, and for the last couple of years, the McLarens wore the Acura marque as its engine supplier for North American races.

For 2019, Acura has unified its styling, having eradicated the last of its much-derided “platypus” grilles from its lineup. Like everyone else in the industry, Acura’s sport/utility business is leading its passenger car business. For the first three quarters of 2018, Acura outsold Cadillac by just 1,243 units, with 114,483 to hold onto fifth place among luxury/premium brands in the U.S. It’s still well behind fourth-place Audi for the year, by nearly 53,000 units.

Acura marketing is playing up the marque’s technological advances and its longstanding image as a driver’s brand, led by its halo, the fabulous hybrid NSX supercar. The full-line event took place at the 170,000 square-foot NSX factory, where approximately 100 workers assemble the midengine car by hand. Here’s a quick look at what I saw and what I drove:

2019 Acura ILX A-Spec

The compact ILX is the last Acura model to benefit from a redesign featuring the new, five-point grille and the dual hood strakes. The rear license plate pocket has been moved from between the taillamps down to the bumper, giving the tail a stronger, more massive look.

The new design is handsome, if a bit anonymous, and it doesn’t fix the Acura ILX’s biggest problem. The ’19 model is a refresh, rather than a full redesign, and thus is based on the Mark IX Honda Civic and not the far superior Mark X Civic that premiered three model years ago. So the old 2.4-liter naturally aspirated four also is a holdover, combined with an eight-speed dual-clutch transmission with torque converter.

This unusual hybrid tranny is very smooth. It launches the car and shifts more smoothly than even the best wet-clutch DCTs, though it’s a bit of a downer that there are no new Acuras available with a Honda manual, still among the best gearboxes available.

The four’s 201 horsepower is adequate, though not special. The ride-handling balance seems just right for a premium compact with somewhat superficial sporting pretensions, with a smooth ride and some compliance in the corners (our Central Ohio drive route didn’t serve up any particularly challenging roads). The steering is too light, though, and lacking in feel and feedback, and the rather heavy understeer is a reminder of how far the ’16 Civic has come in this department.

In its defense, Acura has shaved $2,110 off the base price of the ILX, bringing it in at $26,895 for 2019, near the top-spec levels of the Civic. The A-Spec, with its special paint options and spectacular blood red leather seats with Alcantara center-seat trim, is $30,645 with the premium package and $32,545 with the technology package. The A-Spec still lacks a front passenger seat power lumbar control.

The ILX is the bestselling premium compact in its class, among Millennials, Acura says [the others in that segment are the Audi A3 and Mercedes-Benz A220]. Choose an A-Spec with Still Night Pearl dark blue paint over that blood red interior, and you’ve got a vibrant look that’s hard to match in a Honda Civic, even the Si or Type R. Still, I can’t help but think that if Honda could be convinced to let Acura spend development money on something that’s not an SUV, an Acura based off the Type R, with a small rear wing and toned-down sedan body, slightly softer suspension but with the 306-hp 2.0-liter turbo and six-speed manual would make a dandy replacement for this car.

2019 Acura ILX A-Spec Specifications

ON SALE Now PRICE (as tested) $30,645 – $32,545 (with Premium Package/with Tech Package) ENGINE 2.4L DOHC 16-valve I-4, 201 hp @ 6,800 rpm/180 lb-ft. @ 3,600 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 4-door, 5 passenger, FWD sedan EPA MILEAGE 24/28 mpg (city/highway) L x W x H 182.2 x 70.6 x 55.6 in WHEELBASE 105.1 in. WEIGHT 3,144-3,148 lbs  0-60 MPH 7 sec (est) TOP SPEED 130 mph (est)

2019 Acura NSX

Editor-in-chief Mike Floyd has a thorough review of this supercar’s mid-cycle update, which features new, stickier Continental SportContact 6 tires designed specifically for the car, and retuned adaptive dampers, electronic power steering, Super Handling All-Wheel Drive, vehicle stability assist and stiffer front and rear stabilizer bars to work better with the new tires.

I got a total of about nine laps in the 2019 Acura NSX at the Transportation Research Center’s 1.9-mile road circuit, the first three on cold tires in sub-50 degree weather. I’d rather drive the old and new cars back-to-back to confirm Acura’s claims that turn-in is quicker and rotation around the corners in the midengine car is more progressive and predictable. All I can say is that the turn-in is about as close to perfect as you could want, without the too light nose that plagues so many rear-engine Porsches, and progressive rotation that’s easier to adjust than in a mid-engine 718. The Acura NSX is as easy to drive fast, confidently, as a BRZ/86 or Miata/Fiata, though with 500 horsepower being fed to the four wheels via Super Handling AWD torque vectoring.

Acura also showed off the NSX’s new Thermal Orange Pearl paint option. Several cars were making their way through the model’s bespoke factory during our tour. The only bad news plaguing the NSX is disappointing sales—it’s hard to imagine what Honda or Acura might put in this plant to supplement capacity utilization. Acura says it has sold about 2,000 NSXes, all built in Marysville, Ohio, and shipped globally.

In the U.S., Acura sold 850 NSXes in 2016 and ’17, while McLaren sold 1,193 of its Sport Series models here in those two years. Year to date, Acura has sold just 122 in the U.S., so far. So go check out the Acura NSX, rich enthusiasts.

2019 Acura NSX Specifications

ON SALE Now PRICE $159,300 (base) ENGINE 3.5-liter twin-turbo DOHC 24-valve V-6/500 hp @ 6500-7500 rpm, 406 lb-ft @ 2000-6000 rpm, plus three electric motors. Peak power: 573 hp/476 lb-ft TRANSMISSION 9-speed dual-clutch automatic LAYOUT 2-door, mid-engine, AWD coupe EPA MILEAGE 21/22 mpg (city/hwy) L x W x H 176.0 X 87.3 X 47.8 in WHEELBASE 103.5 in WEIGHT 3,878 lb 0-60 MPH 3.0 sec TOP SPEED 191 mph

2019 Acura RDX A-Spec

It’s reassuring to see that young Billy Rehbock had as much trouble with the two-screen infotainment system as I had. Acura lent me a white RDX A-Spec to drive the 204 miles between Detroit and Columbus, Ohio, and back, and I gave up on using the navigation system when I couldn’t find the keyboard to type in my destination address. Instead, I plugged in my iPhone and used Apple CarPlay.

The controls for changing radio stations, or to go between FM and XM are barely more intuitive, but once underway, the RDX was the right kind of SUV for this trip. It’s not too big, although it feels more like a midsize two-row instead of a compact SUV from the inside, and it’s comfortable and compliant without being too soft. Steering turn-in is quite crisp, and my only complaint about dynamics is the steering felt a bit busy on long, straight roads, needing a bit too much minor correction. May be the tires.

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

In Marysville, Acura showed off the RDX’s fourth-generation AWD software, which can shift up to 70 percent torque to the rear and up to 100 percent to a single wheel, just like Gen III, but more quickly. On a wet skidpad, the RDX was easier to drift than an AWD TLX with Gen III software, and on a rally-style rock-and-gravel twisty road, the RDX caught itself out of a slide more quickly, though the MDX with Gen III software was looser, and thus more fun to a frustrated rally driver like me.

The all-new, 2019 Acura RDX has crisper handling than most of its Asian and American premium competitors and with a much better ride than its German and Italian competitors. The 2.0-liter turbo is more refined, with more useful power than pretty much any other downsized turbo four in an AWD SUV. The Acura RDX has the rare combination, for an SUV, of crisp handling and good ride quality, like the Mazda CX-5, but with a more premium interior and a better, more powerful engine.

2019 Acura RDX Specifications

ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT  4-door, 5-passenger front-engine AWD sport/utility EPA MILEAGE 21/26 mpg (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

The Classics

Acura also gave us time to drive perfectly maintained cars from its Torrance, California museum: a ’91 NSX Formula Red, ’01 Integra Type R, and ’03 3.2CL Type-S. I didn’t get time to drive the NSX, though I drove a couple of the last first-generation models about 2004 or ’05, and I can say the new NSX faithfully captures the spirit of that car. Acura doesn’t need to replicate the stiffly suspended, high-rev/low-torque model of the ’01 Integra Type R, though a new model following my suggestion above would make a good modern interpretation.

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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[eddiejpoplar]

Acura Gets the Brand Back Together, Again

MARYSVILLE, Ohio — This marque’s cultural high point came in 1994, when The Wolf (Harvey Keitel) warned Vincent Vega (John Travolta) and Jules Winnfield (Samuel L. Jackson) there had better not be so much as one scratch on his Acura.

The movie was Quentin Tarantino’s Oscar-robbed “Pulp Fiction,” and The Wolf had lent Vega and Winnfield his Acura NSX as part of his effort to clean up their botched plan to retrieve their boss’ suitcase. And yes, it was product placement.

The movie came out just as the Acura NSX was getting some attention as not just the first Japanese car to retail for more than $60,000 in the U.S., but also as one that was worth it—an affordable Ferrari alternative that could be driven around town as easily as a Honda Civic. As an engine supplier, Honda had won the last of six Formula 1 Manufacturers Championships—four with McLaren, and two with Williams—in 1991, and for the last couple of years, the McLarens wore the Acura marque as its engine supplier for North American races.

For 2019, Acura has unified its styling, having eradicated the last of its much-derided “platypus” grilles from its lineup. Like everyone else in the industry, Acura’s sport/utility business is leading its passenger car business. For the first three quarters of 2018, Acura outsold Cadillac by just 1,243 units, with 114,483 to hold onto fifth place among luxury/premium brands in the U.S. It’s still well behind fourth-place Audi for the year, by nearly 53,000 units.

Acura marketing is playing up the marque’s technological advances and its longstanding image as a driver’s brand, led by its halo, the fabulous hybrid NSX supercar. The full-line event took place at the 170,000 square-foot NSX factory, where approximately 100 workers assemble the midengine car by hand. Here’s a quick look at what I saw and what I drove:

2019 Acura ILX A-Spec

The compact ILX is the last Acura model to benefit from a redesign featuring the new, five-point grille and the dual hood strakes. The rear license plate pocket has been moved from between the taillamps down to the bumper, giving the tail a stronger, more massive look.

The new design is handsome, if a bit anonymous, and it doesn’t fix the Acura ILX’s biggest problem. The ’19 model is a refresh, rather than a full redesign, and thus is based on the Mark IX Honda Civic and not the far superior Mark X Civic that premiered three model years ago. So the old 2.4-liter naturally aspirated four also is a holdover, combined with an eight-speed dual-clutch transmission with torque converter.

This unusual hybrid tranny is very smooth. It launches the car and shifts more smoothly than even the best wet-clutch DCTs, though it’s a bit of a downer that there are no new Acuras available with a Honda manual, still among the best gearboxes available.

The four’s 201 horsepower is adequate, though not special. The ride-handling balance seems just right for a premium compact with somewhat superficial sporting pretensions, with a smooth ride and some compliance in the corners (our Central Ohio drive route didn’t serve up any particularly challenging roads). The steering is too light, though, and lacking in feel and feedback, and the rather heavy understeer is a reminder of how far the ’16 Civic has come in this department.

In its defense, Acura has shaved $2,110 off the base price of the ILX, bringing it in at $26,895 for 2019, near the top-spec levels of the Civic. The A-Spec, with its special paint options and spectacular blood red leather seats with Alcantara center-seat trim, is $30,645 with the premium package and $32,545 with the technology package. The A-Spec still lacks a front passenger seat power lumbar control.

The ILX is the bestselling premium compact in its class, among Millennials, Acura says [the others in that segment are the Audi A3 and Mercedes-Benz A220]. Choose an A-Spec with Still Night Pearl dark blue paint over that blood red interior, and you’ve got a vibrant look that’s hard to match in a Honda Civic, even the Si or Type R. Still, I can’t help but think that if Honda could be convinced to let Acura spend development money on something that’s not an SUV, an Acura based off the Type R, with a small rear wing and toned-down sedan body, slightly softer suspension but with the 306-hp 2.0-liter turbo and six-speed manual would make a dandy replacement for this car.

2019 Acura ILX A-Spec Specifications

ON SALE Now PRICE (as tested) $30,645 – $32,545 (with Premium Package/with Tech Package) ENGINE 2.4L DOHC 16-valve I-4, 201 hp @ 6,800 rpm/180 lb-ft. @ 3,600 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 4-door, 5 passenger, FWD sedan EPA MILEAGE 24/28 mpg (city/highway) L x W x H 182.2 x 70.6 x 55.6 in WHEELBASE 105.1 in. WEIGHT 3,144-3,148 lbs  0-60 MPH 7 sec (est) TOP SPEED 130 mph (est)

2019 Acura NSX

Editor-in-chief Mike Floyd has a thorough review of this supercar’s mid-cycle update, which features new, stickier Continental SportContact 6 tires designed specifically for the car, and retuned adaptive dampers, electronic power steering, Super Handling All-Wheel Drive, vehicle stability assist and stiffer front and rear stabilizer bars to work better with the new tires.

I got a total of about nine laps in the 2019 Acura NSX at the Transportation Research Center’s 1.9-mile road circuit, the first three on cold tires in sub-50 degree weather. I’d rather drive the old and new cars back-to-back to confirm Acura’s claims that turn-in is quicker and rotation around the corners in the midengine car is more progressive and predictable. All I can say is that the turn-in is about as close to perfect as you could want, without the too light nose that plagues so many rear-engine Porsches, and progressive rotation that’s easier to adjust than in a mid-engine 718. The Acura NSX is as easy to drive fast, confidently, as a BRZ/86 or Miata/Fiata, though with 500 horsepower being fed to the four wheels via Super Handling AWD torque vectoring.

Acura also showed off the NSX’s new Thermal Orange Pearl paint option. Several cars were making their way through the model’s bespoke factory during our tour. The only bad news plaguing the NSX is disappointing sales—it’s hard to imagine what Honda or Acura might put in this plant to supplement capacity utilization. Acura says it has sold about 2,000 NSXes, all built in Marysville, Ohio, and shipped globally.

In the U.S., Acura sold 850 NSXes in 2016 and ’17, while McLaren sold 1,193 of its Sport Series models here in those two years. Year to date, Acura has sold just 122 in the U.S., so far. So go check out the Acura NSX, rich enthusiasts.

2019 Acura NSX Specifications

ON SALE Now PRICE $159,300 (base) ENGINE 3.5-liter twin-turbo DOHC 24-valve V-6/500 hp @ 6500-7500 rpm, 406 lb-ft @ 2000-6000 rpm, plus three electric motors. Peak power: 573 hp/476 lb-ft TRANSMISSION 9-speed dual-clutch automatic LAYOUT 2-door, mid-engine, AWD coupe EPA MILEAGE 21/22 mpg (city/hwy) L x W x H 176.0 X 87.3 X 47.8 in WHEELBASE 103.5 in WEIGHT 3,878 lb 0-60 MPH 3.0 sec TOP SPEED 191 mph

2019 Acura RDX A-Spec

It’s reassuring to see that young Billy Rehbock had as much trouble with the two-screen infotainment system as I had. Acura lent me a white RDX A-Spec to drive the 204 miles between Detroit and Columbus, Ohio, and back, and I gave up on using the navigation system when I couldn’t find the keyboard to type in my destination address. Instead, I plugged in my iPhone and used Apple CarPlay.

The controls for changing radio stations, or to go between FM and XM are barely more intuitive, but once underway, the RDX was the right kind of SUV for this trip. It’s not too big, although it feels more like a midsize two-row instead of a compact SUV from the inside, and it’s comfortable and compliant without being too soft. Steering turn-in is quite crisp, and my only complaint about dynamics is the steering felt a bit busy on long, straight roads, needing a bit too much minor correction. May be the tires.

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

In Marysville, Acura showed off the RDX’s fourth-generation AWD software, which can shift up to 70 percent torque to the rear and up to 100 percent to a single wheel, just like Gen III, but more quickly. On a wet skidpad, the RDX was easier to drift than an AWD TLX with Gen III software, and on a rally-style rock-and-gravel twisty road, the RDX caught itself out of a slide more quickly, though the MDX with Gen III software was looser, and thus more fun to a frustrated rally driver like me.

The all-new, 2019 Acura RDX has crisper handling than most of its Asian and American premium competitors and with a much better ride than its German and Italian competitors. The 2.0-liter turbo is more refined, with more useful power than pretty much any other downsized turbo four in an AWD SUV. The Acura RDX has the rare combination, for an SUV, of crisp handling and good ride quality, like the Mazda CX-5, but with a more premium interior and a better, more powerful engine.

2019 Acura RDX Specifications

ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT  4-door, 5-passenger front-engine AWD sport/utility EPA MILEAGE 21/26 mpg (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

The Classics

Acura also gave us time to drive perfectly maintained cars from its Torrance, California museum: a ’91 NSX Formula Red, ’01 Integra Type R, and ’03 3.2CL Type-S. I didn’t get time to drive the NSX, though I drove a couple of the last first-generation models about 2004 or ’05, and I can say the new NSX faithfully captures the spirit of that car. Acura doesn’t need to replicate the stiffly suspended, high-rev/low-torque model of the ’01 Integra Type R, though a new model following my suggestion above would make a good modern interpretation.

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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[sportscarss]

Five Things You Should Know About Audi A18 18-18 Times | audi a18 18-618 times

Audi alien the new A7 Sportback at an accident in Ingolstadt, Germany, on Thursday. The coupe-like auto sports all of the company’s new architecture cues and aciculate edges from the company’s Prologue Abstraction from a few years ago. All versions will access with a balmy amalgam arrangement including the V6 3.0-liter, which will initially be the alone best for power. “Additional six- and four-cylinder engines, both gasoline and diesel, will chase anon afterwards the alpha of production.”

2013 Audi RS7 Sportback Review, Specs, Pictures & 0-60 Time – audi a7 0-60 times | audi a7 0-60 times

In the front, we can see narrower headlights with bluff curve on the Singleframe grille. The lights affection 12 afire segments with spaces in amid that Audi says arm-twist the bifold digits 0 and 1. Like best of these coupe-ish sedans the A7 looks continued with abbreviate overhangs. The rear is cone-shaped and appearance an chip addle-brain that extends automatically at about 75 mph. The taillights accept 13 altered segments that ablaze up and move back the car is bound and unlocked.

The A7 Sportback will be offered in 15 colors, eight of which are new. Like the blow of the stable, an S band amalgamation is accessible with changes to the grille, advanced air inlets and elsewhere.

Inside, Audi says, the A7 gets a minimalized design, alternative ambient lighting and a 10.1-inch high affectation with Audi’s new MMI blow infotainment arrangement that replaces the rotary pushbutton and added controls. An 8.6-inch lower affectation includes controls for climate, abundance and argument input. Audi’s 12.3-inch Virtual Cockpit in the gauges is additionally optional.

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Compared with the antecedent model, autogenous breadth has added 21 millimeters (0.8 inch), consistent in added rear knee room. Rear cartage additionally adore added arch room. The loading amplitude has additionally added compared with the antecedent archetypal and now measures 1,050 millimeters (3.4 feet).

Remote parking and alien barn pilot will be accessible in 2018. Those appearance can apart move your car out of its parking amplitude or out of your garage. Top A7 models will get bristles alarm sensors, bristles cameras, 12 accelerated sensors and a laser scanner. In total, the A7 Sportback gets 39 disciplinarian abetment systems breach into three packages: the Audi AI parking amalgamation (gradual addition alpha 2018), the City abetment amalgamation with the new bridge abetment and the Tour abetment package. “The closing includes the ability assistant, which facilitates a active appearance accent to abbreviation consumption, and the adaptive active abettor (ADA), which supplements the adaptive cruise ascendancy (ACC) with accessible council interventions to advance the lane.”

Much of the advanced and rear abeyance has been developed from scratch, says Audi. The A7’s accepted accelerating council becomes alike added direct, and barter can accept amid four setups: a accepted animate bounce suspension, the action abeyance that lowers ride acme by a bisected inch, electronically controlled damping and the self-leveling adaptive air suspension. All-wheel council is offered as well, with the rear auto axis as abundant as 5 degrees. Buyers can additionally get a action rear differential, complementing the quattro system.

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The top A7 trims gets the HD Matrix LED headlights with Audi laser light.

The agent on barrage will be a turbocharged V6 authoritative 340 hp and 369 lb-ft of torque. That’s acceptable for a 0-60 time of 5.3 abnormal with a seven-speed S-tronic dual-clutch transmission. It uses a 48-volt primary electrical arrangement with a lithium-ion array that can balance up to 12 kW back braking. At speeds amid 34 and 99 mph, it can bank to save fuel, restarting with a belt alternator/starter.

From HybridCars.com:

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“The belt alternator amateur abstraction is to alter the belt apprenticed alternator with an electric motor that serves as a architect and a motor. Thus back the agent is active the motor, and acting as a generator, the arrangement will allegation a abstracted battery. Back the agent needs to be started, the motor again applies its torque via the accent belt, and cranks the agent instead of application the amateur motor.”

The 2019 A7 will be congenital at Audi’s bulb in Neckarsulm and barrage in Germany in February. We’ll see it actuality backward 2018 or aboriginal 2019, according to Audi.

A donut-friendly adaptation of the Audi R8 is article that has not been in the cards back the model’s admission a abroad 11 years ago, unless we’re talking four-wheel afloat on ice, but a …

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The post Five Things You Should Know About Audi A18 18-18 Times | audi a18 18-618 times appeared first on Sports Cars.

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[enginerumors]

2019 Acura TLX Specs, Review, Redesign

2019 Acura TLX Specs, Review, Redesign

2019 Acura TLX Specs, Review, Redesign – Together with the considerable rivalry involving innovative vehicles, several creators have been seen to establish a 2019 vehicle design. One of many creators that happen to be accomplishing this is without a doubt Acura using their most recent 2019 Acura TLX. The data of the newer Acura TLX can appear to be really hard to find instead of very clear. The…

[newssplashy]

Finance: We drove a new $47,800 Acura RDX to see if the SUV lives up to its impressive reputation — here's the verdict

For many, many Americans, the RDX is their version of a premium wagon and it's dedicated to upscale family duty. But it also promises zesty performance and plenty of technology, given the typical needs and wants of an Acura enthusiast.

The Acura RDX is a critically important compact crossover for Honda's luxury brand in the US.

We borrowed a $47,800 Advance trim-level RDX and put it through its paces.

We came away just as impressed as we often are with Acura vehicles, whose price-to-quality ratio is hard to beat in the luxury space for most owners.

Luxury crossovers are a white-hot segment in the new-vehicle world. Screw up in this realm and you'll pay.

Acura can't afford to screw up because although Honda's premium marque has its loyalists — they're on par with BMW owners — the US-market crossover segment is a battlefield and new combatants are arriving all the time.

Lucky for Acura it has a solid compact SUV that, in its latest iteration, has gotten more solid.

The first-generation RDX landed in 2007, and the made-in-Ohio crossover came with a four-cylinder turbocharged engine, which was an oddity at the time for luxury vehicles. The second-gen hit in 2012, and the four-banger was replaced with a V6.

The all-important compact luxury crossover category demands that Acura keep pace, especially in the US, so for the 2019 model year we have an all-new RDX, tasked with maintaining the 50,000 in annual sales that the previous-gen enjoyed. Besides the engine change, the other major difference is that the RDX is now built on an Acura-only platform (the second-gen was based on the popular Honda CR-V).

For many, many Americans, the RDX is their version of a premium wagon and it's dedicated to upscale family duty. But it also promises zesty performance and plenty of technology, given the typical needs and wants of an Acura enthusiast. This new-gen RDX is also taking some design cues from Acura halo supercar, the NSX, which took home Business Insider's Car of the Year trophy in 2016.

The 2019 Acura RDX starts at about $37,000 for the front-wheel-drive version, but our tester was a $47,800 all-wheel-drive Advance trim level, fully loaded.

Here's how it went.

The 2019 Acura RDX looks undeniably sharp in a "Performance Red" paint job. To my eye, the latest generation of this compact crossover is pushing toward midsize dimension.

The minimalist design of the second-gen RDX is going away, replaced by a more sleek and dynamic exterior. I rather like the fractured belt-line and the painterly slashes of chrome, but they aren't going to be for everybody.

The RDX has good presence for an entry level luxury crossover. The space is very, very crowded these days as SUVs have supplanted sedans as the world's go-to premium choice.

The controversial chrome beak is gone, and the Acura badge has gotten quite large.

The "A" — styled as a precision-instrument caliper — sits at the center of what Acura calls a "diamond pentagon" grill. It looks cool.

So do the jewel-eye LED headlights ...

... Which bear more than a passing resemblance to those on the NSX supercar.

SUV rear ends are usually a weak point, aesthetically, and the RDX's is no exception. There's a lot going on back there, what with all the swoops and indents and those crab-pincer tail lights. Bonus: Dual exhaust!

Our RDX was of the "Super Handling" all-wheel-drive variety, with torque vectoring that sends traction to the wheel that needs it most. This helps the RDX with stable handling and in bad weather and on poor roads.

There's no third row of seats, and thanks to the RDX's larger overall dimensions relative to the previous gen, the cargo pace is now a considerable 30 cubic feet. There's also a power liftgate.

Time to pop the hood and check out that turbocharged four-cylinder powerplant.

Well, yeah, like most four-bangers, it doesn't look like much. But rest assured that the 272-horsepower motor is demonstrably torque-happy with 280 pound-feet of pull on tap. It is also not torque-steer-y in any way.

The RDX can serve up a 0-60 mph dash in about six seconds. Fuel economy is about what you'd expect: 21 mpg city/27 highway/23 combined. I drove around for a week on single tank.

Let's jump inside real quick to talk about the 10-speed automatic transmission, which has four driving modes (Comfort, Snow, Sport + and a default Sport), along with paddle shifters behind the steering wheel.

Again, the configuration of controls will be eerily familiar to NSX owners and fans. The PRND buttons aren't what I'd call ideal, but they do the job. The big drive-mode knob, so cool on a supercar, is possibly overkill on a luxury crossover.

OK, let's hop inside for longer! The leather interior is "Parchment."

I always find the Acura's driver's view to be soothing. That's weird, because you're presented with all kinds of buttons, thumbwheels, and a switch on the RDX's steering wheel. And although the analog instrument gauges are old-school, the somewhat complicated center display isn't."

The leather-wrapped steering wheel feels just right, and although purist won't like the electric power steering, I found it to be exceptionally precise. Acura's have always been, in my experience, easy to drive easy and easy to drive hard.

The RDX is no exception. It can't feel as aggressive and BMW X3, but it doesn't want to. And for average, everyday around-town motoring, the feel is impeccable.

To be honest, I gave up on the center display. It has a lot going in and can provide all sort of info and data, however. Anybody who wants to get in there and geek-out will get no argument from me.

Honda/Acura is famed for its interior ergonomics and design, but the brands have been tempted away from simplicity over the past decade. Thankfully, reason has returned. The RDX controls are simple and straightforward. Heated and cooled seats, as well as a heated steered wheel, are great features on the RDX Advance trim.

Personally, I also liked that the engine auto stop/start feature — intended to save fuel and cut down on emissions — can easily be deactivated by pressing a nice, big, easy-to-spot button.

That is some nice wood trim!

The ELS Studio 3D audio system is all Acura — specially designed for the brand and outfitted with 16 speakers in the RDX, including ...

... Speakers in the roof! It sounds spectacular, among the best premium audio systems I've experienced in a vehicle in 2018.

Reminder: the 2019 RDX is bigger than its ancestors. The subtle size increase make the rear seats notably more comfy for passengers. On a side note, getting in and out of the RDX is a breeze — not something one can say about every luxe SUV.

The panoramic moon roof is vast.

Let's talk about Acura's new infotainment system. It's called "True Touchpad" and it uses a high-res center screen that juts from the dashboard and displays a host of apps, along the map, which is nearly always on view.

The smaller right side info can be flipped with the larger left side.

Here's where the magic happens. This touchpad can be used like a trackpad on a laptop, and there are several hard inputs. But you can also simply drop a fingertip to an area of the pad that corresponds to the screen.

It's an improvement over previous versions of Acura infotainment. For example, here's two-screen setup in a TLX A-Spec.

The changes are all about the user interface, which take a bit of getting used to. I got the hang of it in about 15 minutes and liked the system, in particular the comfortable padded wrist rest.

Business Insider's Ben Zhang was less impressed. But he agreed that it's an improvement over what Acura had been installing.

I found the voice-recognition feature to be satisfyingly accurate, and Bluetooth pairing, navigation, and USB/AUX inputs for devices were all successful. There are better infotainment options out there, but given Acura's history, this new True Touchpad approach has promise. Best of all, once you learn it, you can keep your eyes on the road.

Apple CarPlay is available, but not Android Auto yet.

So what's the verdict?

I'd buy one. Seriously, I enjoyed the RDX immensely in the week that I drove it around the Jersey 'burbs and the mean streets of New York City. But I tend to respond quote favorably to Acuras. For whatever reason, I think they combine a high level of luxury and value with legendary reliability and fun motoring that isn't too demanding.

If you just love to drive, something from BMW, Mercedes, or Audi might be more your bag. If you want absolutely bulletproof luxury, then look to Lexus (and be a bit less stimulated by exceptional engineering). If beauty is a must, turn to the Jaguar F-Pace.

But if you desire an excellent premium crossover SUV that will carry a family of four around in style, you'll be hard-pressed to do better than the new RDX.

With my colleague Ben, I agree that the new infotainment system is a work in progress. But it's a big improvement over the previous generation and a step in the right direction.

Acura has a way of being all things to all people, without causing that benefit to render its cars bland. Anybody who prefers to go Sport-Plus mode on the Dynamic selector will find that their luxury SUV can delivery more than a splash of snarl and attitude. (And maybe too much, as both Ben and I detected some harshness in the transmission's friskier shifts.)

The steering isn't mushy, and neither are the brakes. The torque-vectoring through the AWD drive system made the RDX feel genuinely sure-footed and composed when cornering, and the engine isn't cranking so much power that you feel you have to lay off in the curves, to avoid losing control.

Of course, where Acura truly shines is in the quality-to-price ratio. It's hard to obtain a better compact luxury SUV for this kind of scratch. Comparable German brands go for thousands more, similarly equipped. You're buying Acura's commitment to fine engineering and reliability, with just enough zip thrown in to remind you that you aren't driving a Lexus.

Bottom line: the 2019 Acura RDX is a purchase I can recommend you consider — without hesitation.

source https://www.newssplashy.com/2018/07/finance-we-drove-new-47800-acura-rdx-to.html

[bestautochicago]

2019 Acura RDX: What to Expect from the Popular Luxury Crossover

As the 2019 Acura RDX prepares for its upcoming auto-show debut, the stakes are higher than ever before. The Acura RDX will need to defend its place near the top of the compact luxury crossover segment’s sales charts against new challengers from Volvo, Jaguar, and Infiniti, as well as plenty of other premium CUVs that start under $40,000. Now entering its third generation, the RDX comes from an automotive bloodline that started on the sporty side but then shifted toward the mainstream in its second iteration. So what will the 2019 Acura RDX be like? What follows are our predictions on how the luxury automaker will update one of its most important models.

Photos of the outgoing RDX crossovers are shown below.

Bringing Turbo Back

We called the first-gen Acura RDX “the EVO of crossovers” in a long-term verdict of a 2007 model that was powered by a 2.3-liter turbo-four with 240 hp and 260 lb-ft of torque. Mated to a five-speed automatic, this combination was good for Motor-Trend-tested 0-60-mph times of 6.5-7.3 seconds when we tested 2007 models (a 2011 model is shown above). Nearly 10 years later, we tested a second-gen 2016 RDX with its 279-hp 3.5-liter V-6 producing 252 lb-ft of torque. On the track, the RDX scooted to 60 in just 6.2 seconds.

The 2019 RDX will likely be powered by a version of the 2.0-liter turbo-four in the 2018 Accord 2.0T and could use the brand’s eight-speed twin-clutch automatic to differentiate it from the Accord 2.0T that doesn’t offer that transmission. That sedan uses a 10-speed automatic and accelerated from 0 to 60 mph in only 5.7 seconds. We expect the 2019 RDX to be just as quick as the last-gen model but offer greater efficiency. With Honda preparing a CR-V hybrid in some markets and the MDX already offering a hybrid model, an RDX hybrid could be part of the product plan after the non-hybrid model is revealed.

Matching Your Driving Mood

The 2019 RDX will have a version of the brand’s Integrated Dynamics system (IDS), which can change settings on the throttle sensitivity, steering, transmission, HVAC, and even the engine sound. Move from the TLX’s Econ or Normal modes to Sport+, and the car noticeably changes the way it sounds and drives. In the MDX, IDS settings can be programed into the two key fobs.

Pictured: The IDS button in a 2015 TLX sedan.

What Sacrifice?

Space comes at a premium in most luxury cars, but that’s not the case with the outgoing RDX. In fact, interior space was one of the bland-but-capable crossover’s best features; the 2018 RDX has more interior space than many of its similarly priced competitors, and don’t expect this to change on the new Acura. The outgoing RDX didn’t have reclining rear seats, but it shared the Honda CR-V’s simple latches in the liftgate area—pull a latch and part of the 60/40-split seat easily folds down. We hope this feature will make it onto the new RDX.

If the 2019 RDX remains on the spacious side of the segment, that could leave room for an even smaller crossover such as the CDX. Through the first 11 months of 2017, Acura’s two crossovers each outsold the brand’s entire car lineup.

Value

Although many over the years have questioned what Acura stands for, value is still one key brand advantage. The 2019 RDX will probably come standard with LED headlights, heated front seats, and a power liftgate yet still undercut a couple competitors in price. We’d be surprised if the AcuraWatch package of active safety tech isn’t standard on every model, as well. The tech suite will probably include adaptive cruise control with a stop-and-go function, lane keeping assist, automatic braking, and rear cross-traffic alert.

Dual-Screen Layout?

The dual-screen layout on most Acuras today won’t survive to the 2019 RDX. That’s almost a shame considering the brand improved it on the refreshed TLX and MDX, but we won’t complain if the new RDX makes its debut with a large screen at the top of its center stack. Infotainment systems these days play a significant role in how much you’ll enjoy a car or use some features you paid extra for, so we hope Acura gets it right on the new RDX.

The Acura Precision Interior concept (shown below) featured a 12.3-inch screen as its instrument cluster and infotainment displays, and we wouldn’t count on that for a base-model 2019 RDX. But an 8.0-inch infotainment screen with a 12.3-inch screen available on the top trim is a possibility, and we look forward to seeing the current RDX’s dated gauges being redesigned.

Your Feature Presentation

Pictured: The 2017 RLX sedan’s multi-camera system.

A 360-degree camera system will make its way onto the 2019 Acura RDX’s options list, as will heated/ventilated front seats (like the outgoing RDX), heated rear seats, and, most likely, additional interior color options aside from black, gray, and beige. It’s unclear whether there’s enough interest in an RDX A-Spec model, but all 2019 models will wear the brand’s diamond pentagon grille.

In its second generation, the RDX became recommendable for a wider variety of buyers but lost a bit of its character. We can’t wait to see where the 2019 model fits in the standing-room-only $35,000-$45,000 luxury crossover class once the redesigned RDX makes its debut in 2018.

Source: http://chicagoautohaus.com/2019-acura-rdx-what-to-expect-from-the-popular-luxury-crossover/

from Chicago Today https://chicagocarspot.wordpress.com/2017/12/20/2019-acura-rdx-what-to-expect-from-the-popular-luxury-crossover/

[robertkstone]

2019 Acura RDX: What to Expect from the Popular Luxury Crossover

As the 2019 Acura RDX prepares for its upcoming auto-show debut, the stakes are higher than ever before. The Acura RDX will need to defend its place near the top of the compact luxury crossover segment’s sales charts against new challengers from Volvo, Jaguar, and Infiniti, as well as plenty of other premium CUVs that start under $40,000. Now entering its third generation, the RDX comes from an automotive bloodline that started on the sporty side but then shifted toward the mainstream in its second iteration. So what will the 2019 Acura RDX be like? What follows are our predictions on how the luxury automaker will update one of its most important models.

Photos of the outgoing RDX crossovers are shown below.

Bringing Turbo Back

We called the first-gen Acura RDX “the EVO of crossovers” in a long-term verdict of a 2007 model that was powered by a 2.3-liter turbo-four with 240 hp and 260 lb-ft of torque. Mated to a five-speed automatic, this combination was good for Motor-Trend-tested 0-60-mph times of 6.5-7.3 seconds when we tested 2007 models (a 2011 model is shown above). Nearly 10 years later, we tested a second-gen 2016 RDX with its 279-hp 3.5-liter V-6 producing 252 lb-ft of torque. On the track, the RDX scooted to 60 in just 6.2 seconds.

The 2019 RDX will likely be powered by a version of the 2.0-liter turbo-four in the 2018 Accord 2.0T and could use the brand’s eight-speed twin-clutch automatic to differentiate it from the Accord 2.0T that doesn’t offer that transmission. That sedan uses a 10-speed automatic and accelerated from 0 to 60 mph in only 5.7 seconds. We expect the 2019 RDX to be just as quick as the last-gen model but offer greater efficiency. With Honda preparing a CR-V hybrid in some markets and the MDX already offering a hybrid model, an RDX hybrid could be part of the product plan after the non-hybrid model is revealed.

Matching Your Driving Mood

The 2019 RDX will have a version of the brand’s Integrated Dynamics system (IDS), which can change settings on the throttle sensitivity, steering, transmission, HVAC, and even the engine sound. Move from the TLX’s Econ or Normal modes to Sport+, and the car noticeably changes the way it sounds and drives. In the MDX, IDS settings can be programed into the two key fobs.

Pictured: The IDS button in a 2015 TLX sedan.

What Sacrifice?

Space comes at a premium in most luxury cars, but that’s not the case with the outgoing RDX. In fact, interior space was one of the bland-but-capable crossover’s best features; the 2018 RDX has more interior space than many of its similarly priced competitors, and don’t expect this to change on the new Acura. The outgoing RDX didn’t have reclining rear seats, but it shared the Honda CR-V’s simple latches in the liftgate area—pull a latch and part of the 60/40-split seat easily folds down. We hope this feature will make it onto the new RDX.

If the 2019 RDX remains on the spacious side of the segment, that could leave room for an even smaller crossover such as the CDX. Through the first 11 months of 2017, Acura’s two crossovers each outsold the brand’s entire car lineup.

Value

Although many over the years have questioned what Acura stands for, value is still one key brand advantage. The 2019 RDX will probably come standard with LED headlights, heated front seats, and a power liftgate yet still undercut a couple competitors in price. We’d be surprised if the AcuraWatch package of active safety tech isn’t standard on every model, as well. The tech suite will probably include adaptive cruise control with a stop-and-go function, lane keeping assist, automatic braking, and rear cross-traffic alert.

Dual-Screen Layout?

The dual-screen layout on most Acuras today won’t survive to the 2019 RDX. That’s almost a shame considering the brand improved it on the refreshed TLX and MDX, but we won’t complain if the new RDX makes its debut with a large screen at the top of its center stack. Infotainment systems these days play a significant role in how much you’ll enjoy a car or use some features you paid extra for, so we hope Acura gets it right on the new RDX.

The Acura Precision Interior concept (shown below) featured a 12.3-inch screen as its instrument cluster and infotainment displays, and we wouldn’t count on that for a base-model 2019 RDX. But an 8.0-inch infotainment screen with a 12.3-inch screen available on the top trim is a possibility, and we look forward to seeing the current RDX’s dated gauges being redesigned.

Your Feature Presentation

Pictured: The 2017 RLX sedan’s multi-camera system.

A 360-degree camera system will make its way onto the 2019 Acura RDX’s options list, as will heated/ventilated front seats (like the outgoing RDX), heated rear seats, and, most likely, additional interior color options aside from black, gray, and beige. It’s unclear whether there’s enough interest in an RDX A-Spec model, but all 2019 models will wear the brand’s diamond pentagon grille.

In its second generation, the RDX became recommendable for a wider variety of buyers but lost a bit of its character. We can’t wait to see where the 2019 model fits in the standing-room-only $35,000-$45,000 luxury crossover class once the redesigned RDX makes its debut in 2018.

The post 2019 Acura RDX: What to Expect from the Popular Luxury Crossover appeared first on Motor Trend.

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2019 Honda Crosstour Redesign, Engine Specs, Release Date

New Post has been published on https://www.nshondacar.com/2019-honda-crosstour-redesign-engine-specs-release-date/

2019 Honda Crosstour Redesign, Engine Specs, Release Date

2019 Honda Crosstour Redesign, Engine Specs, Release Date – The Honda techniques in the marketplace boost a great car. It will probably be anything from a Coupé together with an SUV. The most up-to-date auto could possibly be the Honda Crosstour 2019, as effectively as its distinct seems shows up a little bit very much like the Honda Accord. However, the concern keeps, are we this era, the remodeled Crosstour will probably be in the place to bring in buyers like her colleague design. This design and magnificence were actually at present in the flow of blood in 2009, nevertheless, not practically obtained a final result as an established-up. Though excellent performance additionally a beloved fashion may find he means by among the rivalry. Because of this, they generated a selection to upgrade and provide better general performance. The new Crosstour could have a completely new baptism of the fire place.

2019 Honda Crosstour Redesign

2019 Honda Crosstour was uncovering some shades exterior; we will need to foresee. Superior coffee from Kona involves Alabaster, White colored Gemstone, Pearl, and new Metallic, Crystal Black colored shade Pearl, Aluminium Miner, Basque Reddish Pearl, Sterling silver Metal. Modest alterations with regards to the pigmentation shade structure must be sufficient time of his release. Light in weight light weight aluminum discovers all-natural aspects showcasing for the Crosstour EX inside a flick-design 60/40 rear chairs, fog brightness, complete all-all-normal all-natural leather material materials, tires 17 in, searching microsoft windows, am back again summary-see wall surface area ornamental decorative mirrors, a sunroof. Disc changer, handles, and telescopic changeable, auto air-con system bioregion, a PA is a 7-presenter, healthier partnerships, and Wifi. Wireless bluetooth telephone, Universal serial bus/itouch system-noise-user interface, a reversing camera, total keyless performance of textual articles access and ignition process, rear see a digicam display screen, Text messages, a call handle, property home heating system, seating entryways, a food list procedure. Recollection options for the driver and entry person, a substance deal with, and lane changes extreme care and final result reduce.

2019 Honda Crosstour Engine Specs

There is no sizeable details about the engine from the Honda Crosstour 2019. It could be forecasted this auto is capable of doing the difficulties in exposure to this a whole lot of efforts to increase and come across in working together with than its precursor, has. Innovative makers, developing 4-tubing system, is equipped, 192 horses. We listened to some the information that Powertrain remains to be the identical, but other individuals declare that the V6 engines could be presented. Sony playstation could full 280. Car sending will in all probability be easily reachable on 5 groups and presented models will probably be the tires. By means of the situation of your better, lessen education picked it may give sending 6. Other modifications are identified, the Powertrain boosts gas ingestion, substantially much better power over this technique of power energy and electricity total economy for. Chit conversation has it how the Honda Crosstour 2019 in crossbreed presented.

2019 Honda Crosstour Release Date and Price

Time from the location on the marketplace of new 2019 Honda Crosstour will just after 2018 be organized. As short as it seems to be in a car retailer, the completely new edition is exceptionally very competitive. The most important within the Pandas are almost certainly the Acura TLX sports activities wagon, Toyota Venza, and Subaru Outback. To tell apart out of your degrees of levels of competition, the refreshing new design on the decrease worth, contemplating the features provided to it. Hopefully the fundamental model brings a commencing price of $28,000. Further information which might be organic conjecture, as an end result of a lack of verified info competent at eliminating.

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2019 Acura TLX Specification And Spy Photo

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2019 Acura TLX Specification And Spy Photo

2019 Acura TLX Specification And Spy Photo –  For a longer time and wider than most of its levels of competition in the small luxury sector, the Acura TLX provides in proximity to midsize sedan hotels at a price that undercuts most of the small section. The size variation comes from it discussing its underpinnings with the Honda Accord, although the TLX’s a lot more angular body has become decreased a few in. And is somewhat broader for further athletic dimensions.

2019 Acura TLX Future

If you’re obtaining the V6 Acura TLX, you’re likely to be inside of striking distance of well-liked German small high-end sedans these kinds of as the Audi A4, BMW 3 Series, and Mercedes-Benz C-Class. All are highly regarded by Edmunds. There are several fantastic vehicles with new accessible prices, such as the powerful Infiniti Q50, the well-defined-looking Lexus IS, and the freshly revitalized Lincoln MKZ. General, the Acura TLX isn’t a remarkable standout between this group. But if you’re mainly thinking about a smart and roomy sedan backed up by attractive benefit, a V6-prepared Acura TLX is worth considering.

2019 Acura TLX Exterior And Interior

The Acura TLX is a midsize high-end sedan offered in 3 main cut ranges: Base, Modern Technology and Improve. Modern technology and Improve are fundamentally options packages that are available on both front side- and AWD TLX models, though Advance needs the V6 engine. The base TLX comes standard with 17-” alloy rims, all-tire directing, LED front lights and taillights, a sunroof, heated up area decorative mirrors, keyless ignition, and entry, ambient interior lights. Twin-area automatic climate management, simulated natural leather covers, warmed entrance seats, an 8-10-way power motorist seating (with strength lumbar), driver memory configurations, a 4-way energy access passenger seat (eight-way with the V6), 60/40-split foldable rear seatbacks and an auto-dimming rearview mirror. Also standard are Wireless Bluetooth phone and online audio connectivity, a rearview camera, two show displays (and higher 8-inch display and a reduced 7-” touchscreen). A several-loudspeaker music system with a Compact disc player, satellite radio, smartphone app incorporation (Aha and Pandora), an auxiliary center jack and a USB 2. 0 user interface.

Improve to the Technologies package, and you get a small number of electronic safety measures (lane departure caution and treatment. A blind-spot checking method. Rear cross-traffic inform and forward collision tell) additionally auto wipers, leather covers. A shade trip computer, voice manages, a menu method plus an Acura/ELS 10-presenter sound system with High definition stereo. The Advance package consists of everything in the Technology Package and provides front side chair-belt electronic digital pre-tensioners, front and rear parking devices; remote engine starts off. Guided foglights, auto-dimming area decorative mirrors, ventilated entrance seating, an 8-way strength front side person seating (4-cylinder model), adaptive cruise management, and a forward crash mitigation program with automatic braking.

2019 Acura TLX Engine

The Acura TLX provides you an option of two engines: a 2.4-liter several-tube or a 3.5-liter V6. The 2.4-liter hood creates 206 hp and 182 lb-feet of torque and is presented having an 8-pace automatic transmission that sends power to the entrance wheels. The transmission is a specialized gearbox that mixes a speedy-changing dual-clutch automated handbook with a more traditional torque converter found in conventional auto transmissions for a balance of sleek reduced-speed proposal with sporty items changes. In Edmunds track testing, a four-tube TLX accelerated from absolutely no to 60 miles per hour in 7.4 secs, which is on the slow-moving side for the segment. The EPA estimations fuel economy with the 2.4-liter engine to become 28 miles per gallon put together (24 town/35 roads). It’s an appealing opinion. Nonetheless, on our combined-traveling analysis loop in which energy economy typically fits or exceeds the EPA mixed shape, we saw a disappointing 23.6 mpg. The larger sized 3.5-liter V6 is graded at 290 Hewlett Packard and 267 lb-ft of torque and is coupled with aa lot more traditional 9-velocity auto that sends power to the front tires. Torque vectoring all-wheel-drive method is recommended for the V6. Tested two V6-driven TLX models with the all-time push. One performed the run to 60 mph in 6.1 seconds, while the other needed 6.4 secs. Despite the fact that these periods can be regarded as quick, they’re nicely powering some sector competitors using their recommended upgrade transformers. The EPA was estimating energy economy because the V6 at 25 mpg put together (21 town/34 roads) with front-tire push and 25 miles per gallon mixed (21 town/31 area). Our blended-traveling evaluation loop inside an all-wheel-drive V6 TLX yielded a good world regular of 21.2 miles per gallon, which is even worse compared to what we predicted.

2019 Acura TLX Price And Release Date

A variety of crash-avoidance systems, some of them provided on the RLX and MDX, are cooked into the TLX. Forward-accident alerts with automatic emergency braking, lane-departure alerts, lane trying to keep help, adaptive vacation cruise control, and blind-spot screens are available on top-of-the-collection variations. The TLX has attained a top 5-legend general score from the authorities, and mostly best “Good” ratings of the IIHS, except for a “Marginal” ranking on the small-overlap collision check. Listed from the lower $30,000 range, the TLX regularly comes with power characteristics; cruise manage; Wireless Bluetooth; Siri Eyes Free; and an AM/FM/satellite stereo sound system with seven audio speakers

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Acura Gets the Brand Back Together, Again

MARYSVILLE, Ohio — This marque’s cultural high point came in 1994, when The Wolf (Harvey Keitel) warned Vincent Vega (John Travolta) and Jules Winnfield (Samuel L. Jackson) there had better not be so much as one scratch on his Acura.

The movie was Quentin Tarantino’s Oscar-robbed “Pulp Fiction,” and The Wolf had lent Vega and Winnfield his Acura NSX as part of his effort to clean up their botched plan to retrieve their boss’ suitcase. And yes, it was product placement.

The movie came out just as the Acura NSX was getting some attention as not just the first Japanese car to retail for more than $60,000 in the U.S., but also as one that was worth it—an affordable Ferrari alternative that could be driven around town as easily as a Honda Civic. As an engine supplier, Honda had won the last of six Formula 1 Manufacturers Championships—four with McLaren, and two with Williams—in 1991, and for the last couple of years, the McLarens wore the Acura marque as its engine supplier for North American races.

For 2019, Acura has unified its styling, having eradicated the last of its much-derided “platypus” grilles from its lineup. Like everyone else in the industry, Acura’s sport/utility business is leading its passenger car business. For the first three quarters of 2018, Acura outsold Cadillac by just 1,243 units, with 114,483 to hold onto fifth place among luxury/premium brands in the U.S. It’s still well behind fourth-place Audi for the year, by nearly 53,000 units.

Acura marketing is playing up the marque’s technological advances and its longstanding image as a driver’s brand, led by its halo, the fabulous hybrid NSX supercar. The full-line event took place at the 170,000 square-foot NSX factory, where approximately 100 workers assemble the midengine car by hand. Here’s a quick look at what I saw and what I drove:

2019 Acura ILX A-Spec

The compact ILX is the last Acura model to benefit from a redesign featuring the new, five-point grille and the dual hood strakes. The rear license plate pocket has been moved from between the taillamps down to the bumper, giving the tail a stronger, more massive look.

The new design is handsome, if a bit anonymous, and it doesn’t fix the Acura ILX’s biggest problem. The ’19 model is a refresh, rather than a full redesign, and thus is based on the Mark IX Honda Civic and not the far superior Mark X Civic that premiered three model years ago. So the old 2.4-liter naturally aspirated four also is a holdover, combined with an eight-speed dual-clutch transmission with torque converter.

This unusual hybrid tranny is very smooth. It launches the car and shifts more smoothly than even the best wet-clutch DCTs, though it’s a bit of a downer that there are no new Acuras available with a Honda manual, still among the best gearboxes available.

The four’s 201 horsepower is adequate, though not special. The ride-handling balance seems just right for a premium compact with somewhat superficial sporting pretensions, with a smooth ride and some compliance in the corners (our Central Ohio drive route didn’t serve up any particularly challenging roads). The steering is too light, though, and lacking in feel and feedback, and the rather heavy understeer is a reminder of how far the ’16 Civic has come in this department.

In its defense, Acura has shaved $2,110 off the base price of the ILX, bringing it in at $26,895 for 2019, near the top-spec levels of the Civic. The A-Spec, with its special paint options and spectacular blood red leather seats with Alcantara center-seat trim, is $30,645 with the premium package and $32,545 with the technology package. The A-Spec still lacks a blind-spot system (so does the Mk X Civic) and a front passenger seat power lumbar control.

The ILX is the bestselling premium compact in its class, among Millennials, Acura says [the others in that segment are the Audi A3 and Mercedes-Benz A220]. Choose an A-Spec with Still Night Pearl dark blue paint over that blood red interior, and you’ve got a vibrant look that’s hard to match in a Honda Civic, even the Si or Type R. Still, I can’t help but think that if Honda could be convinced to let Acura spend development money on something that’s not an SUV, an Acura based off the Type R, with a small rear wing and toned-down sedan body, slightly softer suspension but with the 306-hp 2.0-liter turbo and six-speed manual would make a dandy replacement for this car.

2019 Acura ILX A-Spec Specifications

ON SALE Now PRICE (as tested) $30,645 – $32,545 (with Premium Package/with Tech Package) ENGINE 2.4L DOHC 16-valve I-4, 201 hp @ 6,800 rpm/180 lb-ft. @ 3,600 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 4-door, 5 passenger, FWD sedan EPA MILEAGE 24/28 mpg (city/highway) L x W x H 182.2 x 70.6 x 55.6 in WHEELBASE 105.1 in. WEIGHT 3,144-3,148 lbs  0-60 MPH 8.3 sec (est) TOP SPEED 130 mph (est)

2019 Acura NSX

Editor-in-chief Mike Floyd has a thorough review of this supercar’s mid-cycle update, which features new, stickier Continental SportContact 6 tires designed specifically for the car, and retuned adaptive dampers, electronic power steering, Super Handling All-Wheel Drive, vehicle stability assist and stiffer front and rear stabilizer bars to work better with the new tires.

I got a total of about nine laps in the 2019 Acura NSX at the Transportation Research Center’s 1.9-mile road circuit, the first three on cold tires in sub-50 degree weather. I’d rather drive the old and new cars back-to-back to confirm Acura’s claims that turn-in is quicker and rotation around the corners in the midengine car is more progressive and predictable. All I can say is that the turn-in is about as close to perfect as you could want, without the too light nose that plagues so many rear-engine Porsches, and progressive rotation that’s easier to adjust than in a mid-engine 718. The Acura NSX is as easy to drive fast, confidently, as a BRZ/86 or Miata/Fiata, though with 500 horsepower being fed to the four wheels via Super Handling AWD torque vectoring.

Acura also showed off the NSX’s new Thermal Orange Pearl paint option. Several cars were making their way through the model’s bespoke factory during our tour. The only bad news plaguing the NSX is disappointing sales—it’s hard to imagine what Honda or Acura might put in this plant to supplement capacity utilization. Acura says it has sold about 2,000 NSXes, all built in Marysville, Ohio, and shipped globally.

In the U.S., Acura sold 850 NSXes in 2016 and ’17, while McLaren sold 1,193 of its Sport Series models here in those two years. Year to date, Acura has sold just 122 in the U.S., so far. So go check out the Acura NSX, rich enthusiasts.

2019 Acura NSX Specifications

ON SALE Now PRICE $159,300 (base) ENGINE 3.5-liter twin-turbo DOHC 24-valve V-6/500 hp @ 6500-7500 rpm, 406 lb-ft @ 2000-6000 rpm, plus three electric motors. Peak power: 573 hp/476 lb-ft TRANSMISSION 9-speed dual-clutch automatic LAYOUT 2-door, mid-engine, AWD coupe EPA MILEAGE 21/22 mpg (city/hwy) L x W x H 176.0 X 87.3 X 47.8 in WHEELBASE 103.5 in WEIGHT 3,878 lb 0-60 MPH 3.0 sec TOP SPEED 191 mph

2019 Acura RDX A-Spec

It’s reassuring to see that young Billy Rehbock had as much trouble with the two-screen infotainment system as I had. Acura lent me a white RDX A-Spec to drive the 204 miles between Detroit and Columbus, Ohio, and back, and I gave up on using the navigation system when I couldn’t find the keyboard to type in my destination address. Instead, I plugged in my iPhone and used Apple CarPlay.

The controls for changing radio stations, or to go between FM and XM are barely more intuitive, but once underway, the RSX was the right kind of SUV for this trip. It’s not too big, although it feels more like a midsize two-row instead of a compact SUV from the inside, and it’s comfortable and compliant without being too soft. Steering turn-in is quite crisp, and my only complaint about dynamics is the steering felt a bit busy on long, straight roads, needing a bit too much minor correction. May be the tires.

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

In Marysville, Acura showed off the RDX’s fourth-generation AWD software, which can shift up to 70 percent torque to the rear and up to 100 percent to a single wheel, just like Gen III, but more quickly. On a wet skidpad, the RDX was easier to drift than an AWD TLX with Gen III software, and on a rally-style rock-and-gravel twisty road, the RDX caught itself out of a slide more quickly, though the MDX with Gen III software was looser, and thus more fun to a frustrated rally driver like me.

The all-new, 2019 Acura RDX has crisper handling than most of its Asian and American premium competitors and with a much better ride than its German and Italian competitors. The 2.0-liter turbo is more refined, with more useful power than pretty much any other downsized turbo four in an AWD SUV. The Acura RDX has the rare combination, for an SUV, of crisp handling and good ride quality, like the Mazda CX-5, but with a more premium interior and a better, more powerful engine.

2019 Acura RDX Specifications

ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT  4-door, 5-passenger front-engine AWD sport/utility EPA MILEAGE 21/26 mpg (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb  0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

The Classics

Acura also gave us time to drive perfectly maintained cars from its Torrance, California museum: a ’91 NSX Formula Red, ’01 Integra Type R, and ’03 3.2CL Type-S. I didn’t get time to drive the NSX, though I drove a couple of the last first-generation models about 2004 or ’05, and I can say the new NSX faithfully captures the spirit of that car. Acura doesn’t need to replicate the stiffly suspended, high-rev/low-torque model of the ’01 Integra Type R, though a new model following my suggestion above would make a good modern interpretation.

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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