#price Of 2019 Acura NSX

[allcarnews]

Have I fixed the NSX? 🤔 ______________________________________ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ [8/26/19] The 2019 NSX is the latest updated version of the unique and controversial hybrid supercar and if you ignore the actual price, it’s a really good machine... but it has issues. One being it looks nothing like new Acura products and it’s time it does....! ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀ 🏁 @Allcarnews Spec Sheet: Will this rumored NSX Type-R be called the NSX Type-S?? And what’s so special with the NSX Type-R rumors? Well the NSX currently pairs a TTV6 and three electric motors to make 573HP and 476 lb-ft of torque which is no slouch. But this R (or S) variant is said to pack upwards of 650HP and closer to 500 lb-ft of torque. Though it should take a lot from the NSX GT3 car which is RWD and not a hybrid, the Type-R should be keeping the SH-AWD system and hybrid tech along with the 9 speed DCT gearbox. 🏁 ⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ So I took the front end off the Acura Type-S concept and did some magic to put it on the NSX and.... it works! It works so well because the Type- S concept actually took loads of inspiration from the NSX’s design (and was designed in the same place as the NSX in California!)! But Acura/Honda needs to make their hybrid beast more unique, more outstanding and offer more for the price (unless factoring the heavy discounts) in order to prevent this storied nameplate from being a TOTAL reboot failure. ________________________________________ ACN EXTRA: BS alert: Porsche said they took a Taycan on a 2,128 mile road trip around its Nardo test track in 24hrs only stopping for driver changes and quick charging…Here is the issue: that 800v quick charging only exists on that Porsche test track, no where else..so this isn’t replicable in public…. yet. ________________________________________ -Text by @allcarnews -Images by Me! & Acura ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ #Acura #TypeR An #allcarnews post #NSX #Japan #JDM #HondaNSX #AcuraNSX #NSXTypeR #Honda #hybrid #V6 ||#powerful #performance #turbocharged #advanced #SupercarsRevamped #Supercar #HyperCar #ItsWhiteNoise #MadWhips #manual #Carstagram #BlackList #AmazingCars247 https://www.instagram.com/p/B1pQa2jBMER/?igshid=1b4w2upxn1rlf

[antors34aha]

5 Coolest New Japanese Cars Coming Out In 2022

1. Toyota Mirai

The Toyota Mirai is a fuel cell vehicle. This means that instead of gasoline, diesel, or electricity, it runs on hydrogen and can reach up to 402-miles on one tank. Toyota will gift you a $15,000 voucher or free hydrogen for 3 years at the time of purchase; after which time it will cost about $100 to fill up your tank. The Mirai is a distinguished gentlemen-like cruiser with an elaborate design and futuristic interior but unfortunately no interest in performance although this hydrogen-powered car may prove otherwise.

2. Acura NSX Type S

The Type S variant of the Acura NSX is one of the most popular high-end sports cars because of its beautiful design, excellent V6 engine that produces 600 hp, and it's low price for those who want to feel like a racing pro. This unique car happens to have a sturdy body frame of 1705 kg and has a mid-engine design with rear wheel drive. It has an aggressive appeal and it’s capable of reaching speeds up to 60mph in only 2.5 seconds!

More Information : Amazing cars info Details

3. Toyota GR Corolla Hatch

The GR Corolla has had a drastic makeover, and even with its competitors like the Honda Civic Type R and BMW 3 Series Racing version, this car is sure to stand out thanks to its unique and superior design. It should feature a 1.8L VVTi engine capable of producing 325 horsepower, and considering the fact that both it and its older sibling are all-wheel drive, we think Takuhito Yokota will be confident in being able to beat his rivals at their own game. We're unsure when the vehicle will launch just yet as news on it has been rather sparse since it was announced last year - although we hope to see it within the next twelve months!

4. Mazda 6

The new Mazda3 actively surprised all petrolheads. Therefore, the Mazda 6 has some big feet to fill. Even though it will ditch its predecessor’s FWD drivetrain and will swap for an engaging RWD one instead; the sleek Mazda 6 won’t entirely neglect on offering buyers the option of a classic 4-stroke gas, turbodiesel, or even Skyactiv-X spark-controlled compression ignition. The prices though will be both, from about $40,000, and we cannot wait to see if it can actually give its German rivals a run for its money!

5. Acura Integra

Acura unleashed a teaser of their new car, the 2019 Acura ILX, and fans were definitely frightened. Given the appearance of an old Integra, many people assumed that its successors would be a modernized facelift of that particular vehicle in the production line. However, our fears were soon put to rest by Acura's recent unveiling of the 2019 ILX’s design which showed its striking resemblance to another Japanese Honda acquisition in 2017 when they bought out the bulk of Hino Motors transporters. So, what can we anticipate from this vehicle? Some performance versions such as:

[myautowallpaper]

Get 23 Top Stick shift cars 2021 Background Walpaper

According to data from j.d. Every year the list of cars equipped with three pedals and a stick shift becomes ever more sparse.

Pin de Manchetes Diárias em Odebrecht Petista, Tribunal

It's national stick shift day, and to celebrate, roadshow editors have gathered their favorite new cars and trucks available with three pedals.

Stick shift cars 2021. More national stick shift day coverage 2020 porsche 911 specs & reviews find a 2020 porsche 911 near you but what about new cars, or recent used models you might even be able to pick up. November 23, 2020 at 3:09 pm pandem’s widebody c8 corvette rocket bunny will shock you 2021 bmw m4 competition specifications:

Unfortunately, the list of cars you can enjoy with a manual transmission gets shorter each year. Gmc hummer ev 2021 genesis gv80 2021 ford bronco 2020 electric vehicles best car lease deals best car. However, 2019 and earlier models still had the stick shift as an option.

A laundry list of options from the porsche 911 turbo s have trickled down to the rest of the 992 series, plus a few new inclusions aimed at making daily commutes more livable. Roadshow staff july 16, 2019 2:48 p.m. And while this is good news.

Vehicles with stick shifts are truly a tiny slice of the american new car. This is the type of car that is most likely to be driven to work, most likely to be daily driven, most likely to be stuck in a traffic jam or backup due to somebody doing something stupid on the road. The 2021 mazda3 has a choice of three engines, helping to create what car and driver calls “one of the most refined and athletic compact cars on sale today.” two of the engines are new for model year 2021.

But the general, anecdotal consensus is that the manual will. While 2020 manual transmission cars might be the driving enthusiast’s choice, new more modern automatic transmissions can offer better performance, fuel economy, and can shift faster than any human can. October 1, 2020 starting in 2021, ford’s mustang shelby will no longer come with stick shift there will no longer be a shelby mustang available with a manual transmission.

As we pointed out last year, the future of the stick shift is grim, and more recent data from 2019 shows that only 1.1% of new cars sold in the u.s. The fuel economy information also shows that the engine carries over from the current 2020 model. The 2021 porsche 911 gt3 comes with stick shift and a giant.

Power and green car reports, sales of vehicles with manual transmissions have declined to the point that they're being outsold by electric cars. Gmc hummer ev tesla cybertruck vs. But an accord is not something i desire a stick in.

There was even one announced today. Named eva developed specifically to underpin. Whether that’s a fair price for one of the best 2021 sports cars, you be the judge.

Initial price tags are expected to sit around the $200,000 mark, but there’s always room for improvement on that part. I own manual shift cars, suv’s and trucks. The 2021 acura nsx type r will make its official debut at the 2019 tokyo motor show before reaching dealerships later during 2020.

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[our-mrs-saku-love]

The Audi R8: Origins, Generations, Specifications

All things Audi R8 on Automobile.

Audi R8 Essential History Despite a rich motorsports history with overwhelming success in both rallying and endurance racing, Audi's always remained at arm's length when it came to producing a true sports car. The once-popular Audi TT has most of the right ingredients, but the front-wheel-drive underpinnings pulled primarily from the VW Golf kept it well below the Porsche Boxster, Nissan Z cars, and BMW's assorted roadsters and two-seat coupes.

Since the early 1980s, Audi remained content developing high-performance versions of its premium coupes and sedans, focusing on promoting all-wheel drive technology and turbocharged engines, even if the resulting speed-specials were softer and more road-oriented than the adrenalin-charging weapons from Mercedes-Benz' AMG or BMW's M division.

It was only during the early-2000s when the reality of an Audi supercar began to coalesce, born from Audi's ongoing Le Mans domination and the then-recent acquisition of Lamborghini by the Volkswagen Auto Group. To amortize the cost of development of the nascent Lamborghini Gallardo and to bring Audi a little closer in-line with Mercedes and BMW, the plan for the mid-engine Audi R8—the brand's first supercar—took shape with the Le Mans Quattro concept in 2003.

Audi Le Mans Quattro Concept Visually, the Audi Le Mans Quattro concept was nearly identical to the production R8 that arrived in 2007, though the wild twin-turbo V-10 engine was tossed for a more production-friendly iteration of Audi's naturally aspirated 4.2-liter V-8. Power was reasonable for a mid-engine sports car of the era, with 414 horsepower and 317 lb-ft of torque sent to all-four wheels through either Audi's R-Tronic six-speed automated manual or a gated six-speed manual transmission. Zero-to-60-mph times for these early R8s were around the low four-second mark, with a top speed around 188 mph.

The Audi R8 Goes V-10 For the 2009 model year, the R8's Lamborghini roots shone in full-force, when the updated 5.2-liter V-10 from the Lamborghini LP560-4 was shoehorned into the R8. Fun fact—that Lamborghini V-10 is actually an Audi V-10 pulled from the S6 and S8. So, the R8 V10 actually uses an Audi V-10 pulled from a Lamborghini, but we digress. The V-10 engine increased the R8's output to 518 horsepower and 391 lb-ft of torque, dropping the zero-to-60 mph sprint to 3.9 seconds, and raising top speed to 196 mph.

The Audi R8 Spyder Drop-top Spyder variants launched for both the V-8 and the V-10 models, with the V-8 adding an extra 14 horsepower over the V-8 coupe, growing the total to 428 horsepower, though torque remained unchanged at 317 lb-ft. The limited edition R8 GT arrived in 2011, cutting 220 pounds from the curb weight of the regular R8 V10, while increasing the V-10's output to 552 horsepower and 398 lb-ft of torque. As you'd expect, the R8 GT also brought with it a range of suspension, braking, and aerodynamic upgrades over the regular car to compensate for the additional power and to enlarge the overall performance envelope. Production of the GT was limited to 333 units worldwide, with an additional 333 unit run of the corresponding R8 GT Spyder.

The first-generation R8 received a mid-cycle refresh for 2012 in the rest of the world, arriving in the U.S. in 2013 as a 2014 model year. The refresh brought mostly aesthetic updates, though a few significant mechanical upgrades were also brought to the R8, most significantly a new seven-speed dual-clutch replacing the balky R-Tronic automated manual transmission. Standard magnetic damping was also added for the R8 V10, an optional upgrade for the V-8 models.

The R8 V10 Plus arrived on our shores in 2014, adding a new range-topping trim with extra power and performance in the same vein as the older R8 GT. The same 5.2-liter V-10 as found in the standard R8 V10 was upgraded to 542 horsepower and 398 lb-ft of torque in the R8 V10 Plus, which also got a re-tuned suspension, updated interior, and massaged aesthetics.

Second-Generation Audi R8 After these short-lived upgrades, the first-gen R8 was replaced by an all-new model in 2015 for the 2016 model year. In keeping with the Lamborghini bones of the prior generation, the second-gen R8 shares much of its structural DNA with the Lamborghini Huracan. This includes the familiar 5.2-liter naturally aspirated V-10—the only engine offered at the moment—initially available with either 533 horsepower and 398 lb-ft of torque in the base R8 coupe or 602 horsepower and 413 lb-ft in the R8 V10 Plus coupe. With the exception of the limited-edition R8 RWS (Rear Wheel Series), power is transferred to all-four wheels through a seven-speed dual-clutch transmission.

For 2019, the second-gen R8 was updated with extra power and an aesthetic refresh. Power for the base coupe jumped to 562 horsepower and 413 lb-ft, while the newly renamed R8 Coupe Performance Quattro packs 602 horsepower and 443 lb-ft of torque. Performance for all iterations of the second-gen R8 is impressive; factory-quoted zero-to-60 mph times range between 3.2 seconds and 3.5 seconds, though these times have proven to be conservative in independent tests.

Audi R8 Highlights Time will likely be kind to the Audi R8. The first generation of the supercar consistently ranks at the top of many enthusiast's lists of best designs of the 2000s, and it's only going to get better with time. Although older R8s may carry a bit of a stigma as simply a used supercar, give it time—or pick one up now, while they are at the bottom of their depreciation curve.

Once the first R8s are out of the too-new-to-be-classic but too-old-to-be-cool dead zone, the R8 will be one of the better ways to get into something genuinely exotic for not much more than the price of entry to a loaded mid-size crossover SUV. Early V-8s are particularly inexpensive to purchase, and compared to a Ferrari or Lamborghini of similar vintage, significantly less expensive to keep on the road. As far as upkeep price goes, think more than a BMW or Audi sedan, and less than an Aston Martin—maintenance on a regular Porsche 911 is likely a good comparison.

By design, the R8 of any generation is a more professional, lower-key supercar—if that's even a thing. The current R8 is priced closer to the Porsche 911 Turbo, current Acura NSX, and Aston Martin Vantage than to Lamborghini's Huracán or McLaren's 720s, but in our experience, the R8 doesn't fall far short of those more exotic models in performance or theater. In fact, we'd likely take a new R8 over any of the listed alternatives on the strength of its sound and the vicious launch control. We've also heard whispers that a first-gen Audi R8 V10 with the gated manual transmission is one of the best "exotic" experiences that can be had for less than $100,000, so there's that.

Audi R8 Buying Tips Audi R8s of any generation or spec are fairly robust and shouldn't provide too many undue surprises mechanically. A thick sheaf of maintenance records is always a welcome inclusion with any potential purchase, as is a pre-purchase inspection at a local specialist or dealer. Parts availability for the R8 is high, considering even the oldest R8s still have factory support from Audi—for now. As stated above, expect regular maintenance bills similar to what you'd expect of a Porsche 911.

If you are in the market for a first-gen R8, we highly suggest you seek only those with either the six-speed manual transmission or the later dual-clutch examples. Avoid the R-Tronic at all costs; it's clunky, slow, relatively fragile, and for some enthusiasts, ruins the overall experience. Engine type matters, too, as V-8s will obviously be more affordable than the V-10s, but there is a significant difference in both speed and upkeep between the two engines—as well as a difference in prestige, which can enhance (or detract from) collectibility.

Audi R8 Auctions Despite undeniable desirability, the Audi R8 isn't collectible enough to cross the stage at major auction houses—yet. Bring a Trailer never disappoints, as the healthy record of sold R8s is enough to give an idea of what you might pay for a first generation. For second-generation R8s—the current model—there are enough on Audi lots that you might be better off getting one straight from the source.

This 2009 Audi R8 4.2 w/ six-speed manual and only 8,000 miles sold for $67,000

A 2010 Audi R8 V10 w/ six-speed manual sold for $72,000

This second-gen 2018 Audi R8 RWS claimed $118,000

A late-model first-gen 2015 Audi R8 4.2 with six-speed manual was bought for $80,000

Audi R8 Quick Facts   First year of production: 2007 Last year of production: Ongoing Base Price: $171,150 (2020) Audi's first supercar Lamborghini bones for (relatively) cheap Time will be very, very kind to the R8 family We'll take ours with the V-10 and the gated manual, please Audi R8 Articles On Automobile We drove the refreshed first-generation Audi R8 in 2012.

Here's our review of the second-generation Audi R8 V10 Plus.

We sampled the rare Audi R8 RWS as well.

We got our hands on the updated second-gen Audi R8 late last year.

And just for fun, here's a test of the race-ready Audi R8 LMS.

Audi R8 FAQ You have questions about the Audi R8. Automobile has answers. Here are the answers to some of the most frequently asked Audi R8 queries:

Is The Audi R8 A Supercar? Absolutely. With any engine or transmission and from either generation, the Audi R8 is quick, fast, and visually stunning enough to be considered a supercar.

How Fast Does An Audi R8 Go? The early first-gen Audi R8 4.2s topped out at 188 mph, while the latest and greatest Audi R8 V10 Performance Quattro smacks a mighty 206 mph.

How Much Is The New Audi R8? The base 2020 Audi R8 will run you $171,150.

What Year Is The Best Audi R8? Hmm, great question. We reckon it depends on what you want from the car. For an engaging drive, we'd pick the cleanest first-gen V-10 with the gated manual we could find. However, the current R8 is stunningly quick and aurally spectacular as any car we've driven, so perhaps one of the few R8 RWS would find its way into our dream garage. ผลบอล7mคะแนน

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[allcarnews]

Revised 2019 NSX 🇯🇵⚡️ ______________________________________ The new NSX hasn’t been on sale for that long and Acura has already given it a quite substantial refresh that makes it handle less like a video game and more like a true supercar! First they fitted larger front and rear stabilizer bars increasing torsional stiffness! The rear has been revised as well with new control arm and toe link bushings! The SH-AWD system also has been refreshed as well as the steering, and new magnetic dampers all making the NSX sharper in turns. 🔥The 3.5L TT V6 and 3 hybrid motors have been upgraded with new fuel injectors, and better heat management. It still makes 573HP and 476 lb-ft of torque, offering 60MPH under 2.9sec 🔥 The NSX finally gets better rubber too with Continental SportContact tires! The biggest visual difference is the new Thermal Orange paint scheme and now the chrome part of the grille is now painted in the body color! The price raises by just $1,500 for nearly $5,000 worth of upgrades for a base price of $157,500! ________________________________________ EXTRA: We want a NSX Type R ________________________________________ - - #Acura #honda #electric #NSX #V6 #Hybrid #Jdm #thermalorange #japanese #Rare #drive #carbon ||#powerful #performance #turbocharged #supercharged #advanced #SupercarsRevamped #Supercar #HyperCar #ItsWhiteNoise #CarLifeStyle #MadWhips #CupGang #Carstagram #BlackList #AmazingCars247 An #allcarnews post ________________________________________ Photography by: Audi ________________________________________ https://www.instagram.com/p/Bm4g1ugFanB/?utm_source=ig_tumblr_share&igshid=1qsuyakfedbkr

[airflashmls]

AirFlashMLS.com https://bit.ly/2vUI57r 2019 ACURA NSX COUPE IN THERMAL ORANGE PEARL FOR SALE! LUXURY AUTO COLLECTION (480)568-3802 MSRP $157,500.00 INSTALLED OPTIONS Thermal Orange Pearl $700 Carbon Fiber Rear Decklid Spoiler $3,000 Siriusxm Satellite Radio $500 Black Alcantara Headliner $1,300 Interior Carbon Fiber Sport Package $2,500 carbon fiber meter visor steering wheel garnish and Black Alcantara Headliner Original Shipping Charge $1,800 RETAIL PRICE (ORIGINALLY NEW) $167,300.00 WINDOW STICKER Luxury Auto Collection 9160 EAST DEL CAMINO DR SUITE B4 SCOTTSDALE, AZ 85258 (480) 568-3802 • • • • • #acuransx #acuransxgt3 #acuransx2017 #acuransxontour #acuransxinto #acuransx2019 #acuransxgt3evo #acuransxincgy #acuransxr #acuransxconcept #acuransx2016 #acuransxt #acuransxàmtl #acuransxtyper #acuransxgt #acuransx90 #acuransxinvan #acuransx2005 #acuransxintoxxx #acuransxclub #airflashmls #classifiedsites (at Luxury Auto Collection) https://www.instagram.com/p/B8ST1O0Apb7/?igshid=auy09q89ekvp

[onwheelsxyz-blog]

Is the Acura NSX too heavy to be a great track car? 2019 Acura NSX Track Test Bowmanville, Ont. Visit Acuras website, click on the models tab at the top of the page, and the companys models will pop up below, categorized by type. Youll find a column of sedans, a couple of SUVs, and a supercar. Acura is the only Japanese manufacturer to list a supercar in its model lineup, and its the only Japanese company currently offering any vehicle at anything approaching $200K.Supercar CredentialsAnd the 2019 Acura NSX is a bona fide supercar; if its low-slung, streamlined silhouette doesnt tip you off that it is, its $189,900 starting price will. As will its spec sheet. Its mid-engine-mounted 3.5-litre turbocharged V6 combines with three electric motors to produce a total of 573 horsepower and 476 lb.-ft. of torque. One electric motor mounts to the rear of the engine, which drives the rear wheels through a nine-speed dual-clutch gearbox. The remaining two electric motors drive the front wheels, one motor each. This effectively makes the NSX an all-wheel drive hybrid, and which power unit drives what depends entirely on which of the four drive modes are selected (Quiet, Sport, Sport +, Track) and whats going on at the wheel. Track Tested, Costa ApprovedWere testing the NSX at a special event held at the Canadian Tire Motorsport Park Driver Development track. While the Development track lacks the high-speed sections of the longer Grand Prix circuit, it does offer a highly technical course that tests the cars handling,

[perksofwifi]

Acura’s NSX Hybrid Sports Car Gains Immunity Through 2022

If you lie awake at night worrying about the fate of low-sales-volume, high-performance supercars, well, you should probably cut that out. There’s a lot more pressing issues facing the world today. And besides, you can stop fretting over at least one such sports car—the Acura NSX, at least for a couple of years. A leak from an internal Acura dealer webinar revealed a chart detailing some of the automaker’s product plans for the next few years. A notable inclusion was the NSX, which is represented as part of the lineup all the way through 2022.

Look, supercars that cost a lot to develop and produce while selling in small numbers don’t exactly represent slam-dunk business cases, thus threatening their very existence, and the NSX is an extreme example. Acura sold a whopping 238 copies of the car in 2019—hardly a sales hit, especially given how Porsche managed to move almost 10,000 911s in the same year. And yet, somehow, the NSX is being kept around for at least two more model years.

We reached out to Acura for more details, and this is what it had to say in response:

“We’ve expressed Acura’s steadfast commitment to Precision Crafted Performance since the launch of the second generation NSX. While this presentation is intended for Acura dealers and is not all-encompassing or definitive, it does demonstrate that we intend to deliver on that brand promise, step-by-step, starting with the 2021 TLX.”

Okay, so that doesn’t really clear things up, but neither does it deny the basic idea that the NSX isn’t in immediate danger. What neither the leak nor Acura’s response sheds any more light on is whether or not we’ll see the much rumored, higher-performance NSX Type-R in that two year time span (or ever). It is possible that plans for it were simply left out. As Acura said, the chart you see before you isn’t definitive.

We’ve been hot and cold on the NSX since it launched in 2017. Initially, we felt it could be sharper, quicker—more exotic, basically. Acura addressed some of that concern with some fine tuning as part of a 2019 refresh for the NSX, and the supercar now feels more of a piece, more worth its price tag, and a real contender its crowded corner of the sports car market. It’s good to know the NSX will (probably) be with us for a little while longer, then, and we look forward to whatever else Acura has in store for its novel sports car.

The post Acura’s NSX Hybrid Sports Car Gains Immunity Through 2022 appeared first on MotorTrend.

https://www.motortrend.com/news/acura-nsx-supercar-lives-2022-leak/ visto antes em https://www.motortrend.com

[un-enfant-immature]

BMW 2019 i8 Review: Driving yesterday’s car of tomorrow, today

The BMW i8 is a lovely vehicle to drive even though it’s lacking. It hugs the road and commands attention. It’s thrilling in a way that few cars can achieve without speed. Sure, it’s quick, but it won’t set track records or quarter mile times. It just feels great to drive.

By the numbers, there’s little reason to buy a $164,000 BMW i8 Roadster. Want speed? Buy a Porsche 911 Turbo for $161k or Corvette ZR1 for $123k or Nissan GT-R for $112k. Supercar aesthetics? Get an Acura NSX for $157k. Want all electric? Get a Tesla Model S. All are faster and cheaper than the BMW i8.

The BMW i8 is just a stepping stone in BMW’s history. An oddball. It’s a limited edition vehicle to try out new technology. From what I can tell, BMW never positioned the i8 as a top seller or market leader. It was an engineer’s playground. I love it.

[gallery ids="1853460,1853459,1853458,1853457,1853456,1853455,1853461,1853454,1853453"]

Review

BMW released the first i8 in 2014 when the automotive scene looked different. Tesla was still a fledgling startup with only the Model S in its lineup. GM was working on the second generation Chevy Volt. Hybrid powertrains seemed to be the answer, and BMW followed suit with the dual-power in the i8.

In 2015 I took the just-launched i8 from Vegas to LA in an epic, one-day adventure that took me through the Mojave Desert and Joshua Tree National Park. It was a great way to appreciate the i8, and now that the model is on its way out, I wanted another go in the car.

This time, I had an i8 tester for a week. I took my kids to school in it, I got groceries with it, and in between rain storms, I lived my best life with the top down on in this $164,000 droptop.

It’s a lovely car and garners attention like nothing else in its price range. I noted this several years back when driving the i8 down the Vegas strip. The i8 is stunning and always draws a crowd. For my money, there isn’t a car that gets more attention.

The sheet metal flows as if a master glassmaker made it. It’s beautiful. The front end is aggressive and direct. The sides flow with precision to a back-end with some of the most unique tail lights available. The exhaust — remember, this is a hybrid — exits behind the rear window through a metal grate.

Don’t let its go-fast exterior oversell the capabilities though. The i8 is not as fast as it looks.

The i8 isn’t a quarter mile racer. This is a hybrid sports car with the heart of a grand tourer. This isn’t a car you want to take to a drag strip, but it could be fun at a track day. It’s a carver. Its low center of gravity lets it embrace the road. It’s silky through flowing corners.

Behind the wheel, the i8 is easy to love. The hybrid powertrain is smooth and free of drama. Hit the gas and go. Click the transmission to sport mode and its quick, but not fast. And that’s okay with me.

BMW got the inside of the i8 right. For a two-seat exotic, the i8 is comfortable and functional as long as the driver doesn’t need to transport golf clubs. The scissor doors open with little effort and offer enough room to enter and exit the car. The seats are supportive and comfortable. This 2019 version is equipped with BMW’s latest infotainment system which is among the best offered in the industry. There is very little storage available in the Roadster variant that ditches the back seats for the droptop storage. The trunk can hold four six-packs and nothing else.

When I drove the i8 in 2015, I stated that this was a car someone should buy only after they have their Porsche 911. That’s still true. While the i8 is easy to love, there are other vehicles available that offer more thrills and functionality.

The i8 is easy. Drivers shouldn’t fear to push the powertrain. It won’t bite, but it will provide plenty of excitement in the sport mode. The i8 doesn’t require the skill of other vehicles in its price range. If a Porsche 911 Turbo or Corvette ZR-1 is too much car, look at the i8. Or the Audi R8 — another sports car I found easy to boss around.

After a week of living with the i8, its performance was secondary to the experience. I’m convinced that the i8 doesn’t need raw speed to be enjoyable.

In 2014 BMW proclaimed the i8 to be the car of tomorrow, available today. And in some regards it was. The i8 was one of the first mass-production vehicles to pair an electric powertrain to a gas engine in the name of performance. Since then, nearly every exotic automaker is doing the same in various formats.

The i8 still feels like it’s a different type of vehicle than anything else available. It feels green. It feels healthy. But in the end, the i8 still relies on a dirty internal combustion engine while there are faster, better-equipped vehicles available that run on just electric motors.

Rumor is BMW is not making a direct successor to the i8, but the automaker will likely make an all-electric sports car. Eventually. And that would change everything. With just electric motors, a BMW coupe could offer serious speed while being more friendly to the environment. A pure electric i8 could be a game changer and a legitimate speed demon.

The 2019 i8 is a lovely vehicle and could bring serious enjoyment to the right person with its easy powertrain and stunning looks.

BMW i8: Reviewing The Car Of Tomorrow

Video Review of BMW i8 (filmed in 2015)

[fastmusclecar123]

New Post has been published on http://fastmusclecar.com/muscle-cars/what-the-corvette-c8-means-for-american-vehicles/

What the Corvette C8 Means for American vehicles

By Dave Ashton

The upcoming Corvette C8 has definitely raised eyebrows, not just for ‘Vette fans, but also for American sports cars, super cars and even muscle car fans. Why….it’s going to mid-engined to join the supercar club, a new platorm for ‘Vette fans and it’s going to bring more of the spotlight to American vehicles, which hopefully should trickle down to muscle cars and the like.

The release of the new ‘Vette is likely to be July 18 2019 at a special event in California, according to recent reports. GM have increase their workforce with 400 jobs at their Bowling Green Assembly Plant, Kentucky to hit the release date. Plus, orders are already being taken, already pulling interest away from the current and most amazing ‘Vette yet, the C7.(more on that later….)

I spy.. So, with more predictions online about the upcoming C8 than a Medieval soothsayer’s diaries, we have the following certain maybes. The base powertrain could be a version of the Corvette’s 6.2-liter LT1 V8 engine with 500HP. Other powertrain variants may follow like a 1,000HP hybrid. Designwise, everything has been shaken up to be very supercar-like with reports saying the exterior looks very Ferrari-like.

All sightings have been up to now of camo. versions, but at least it gives a small indication the final design which looks to also have heaps of C7 influence. Just check out the video clip below.

Power levels A predicted thousand horsepower hybrid, 8 speed dual clutch transmission and a base model with 500 horses, with a possible middle version producing 800HP. Autoweek have put together some great info-graphics of predicted power to weight for a range of supercars and possibly where the C8 will fit in. The same goes for their other graphic below which shows the dollars per HP value.

The 1,000Hp hybrid C8 beats out the Ferrari 488 Pista and McLaren 720S. While the base version C8 stacks up against the Aston Martin DB11 and Acura NSX. If pricing is correctly predicted, then the new C8 sits on top for value dollars per HP, just like a the rest of the muscle car pack.

Images by Autoweek

Sales We all want the latest, most shiny things and this has proven to be the same with the C8. The general consensus is that C7 sales have slowed as many people are waiting to buy the C8, rather than the current C7. Even though the C7 ‘Vette is said to not just be the best version ever, it’s also an amazing car in its own right. Even so, having a ‘supercar’ badge rather than top end sports car, will always be the preference. Superman just wouldn’t be the same if he was just called ‘Man.’ ‘Super’ just has a special significance for us all.

‘Vette sales fell around 12 percent in the first quarter of 2019 from 4,457 units than the previous year to 3,943 units this year. Chevy are even offering $3,000 off any 2019 Corvette model in May 2019 to current Corvette owners or 0% APR on certain models. This is a rare offering by the company, but a definite indication that the C7 is still the center of attention.

According to a Bloomberg article, one Corvette dealer says they have been taking deposits for the C8 Corvette since 2014. ‘People are canceling their orders (on 2019s) and starting to hold back, because they want to wait and see what’s going to come out, ‘ said Sean McCann, floor manager at Stingray Chevrolet near Tampa, Fla.

Win one… If you want to try and win a 2020 mid engine Corvette C8, then the National Corvette Museum have secured themselves a build slot for one of the C8 cars. The raffle will take place in August with tickets costing $250 each, but there are only 1,500 tickets available.

Trickle-down effect The C8 Corvette is a Halo car, meaning that its light will shine over the rest of the range. The hope is to attract younger buyers, but also a ligit supercar fom Chevy means focus may also turn to other American vehicles and even the muscle car clan. Basically, those who look at the C8 may also take a passing interest in other American vehicles. ‘Hmmm, whats that Hellcat thing or that GT500…?’ Even if it’s just a passing glance, it’s at least raising awareness that these vehicles exist and provide not just a thrilling ride, but also some of the best HP per dollar value.

So the C8 maybe going up in status, but hopefully it will bring the rest of the league with it. At the least from an awareness point of view, even if it is to just find out about long-standing, carmaker rivalry.

More Muscle Cars For Sale – http://fastmusclecar.com/muscle-car-for-sale/

[toekneetv]

Every Mid-Engined Sports Car You Can Buy in 2019

Acura NSXAs appealing as it might be to start in the middle of this group and work our way out, that makes no sense, so the first entry on our alphabetically ordered list is the Acura NSX. It's the only mid-engined vehicle made in America (Ohio, actually), although not by an American automaker. A technological powerhouse, the NSX combines a mid-mounted twin-turbocharged 3.5-liter V-6 with a nine-speed dual-clutch transmission and an electric motor driving the rear wheels, with a pair of electric motors driving the fronts. Their combined might is a satisfying 573 horsepower, and the car can even drive for brief periods on electricity alone.Acura

Acura NSXBase price: $159,300Engine: 500-hp twin-turbo 3.5L V-6, 50-hp electric motor, two 36-hp electric motors; total system power: 573 hpTransmission and drive layout: F: 1-speed direct drive, M: 9-speed dual-clutch automatic; all-wheel driveAcura

Alfa Romeo 4C SpiderThe Alfa Romeo 4C Spider-the fixed-roof coupe model was recently dropped from the lineup-is one of the sprightliest mid-engined sports cars out there. Note that we said "sprightliest," not "sportiest." It’s a sensations car as much as a numbers car. A tiny 1.7-liter turbocharged four-cylinder engine delivers its 237 horsepower in peaky swells and emits a farty exhaust blat and plenty of turbo whooshing sounds while doing it. The steering is manual (no power assistance!) and the 4C is very lightweight, thanks to its exotic (particularly for the price) carbon-fiber-tub chassis. The Alfa's limits are high, but the feedback through the controls is where joy is derived when behind the wheel of one of these flyweights.Alfa Romeo

Alfa Romeo 4C SpiderBase price: $68,495Engine: 237-hp turbo 1.7L inline-fourTransmission and drive layout: 6-speed dual-clutch automatic; rear-wheel driveAlfa Romeo

Audi R8Audi's R8 is closely related to the Lamborghini Huracán but costs much less. That makes it a value, so long as you're okay with the R8's less flagrant styling and more mainstream badge. Beneath the Audi's long rear deck sits the same 5.2-liter V-10 engine used by the Huracán and the same basic dual-clutch automatic transmission. The two cars' body structures are vaguely similar. Even so, the Audi is set up better for everyday use, and its V-10 engine offers less horsepower than the Huracán's (two outputs are offered in the R8; buyers can either have 562 horsepower or 602 horsepower). Coupe and convertible body styles are available.Audi

Audi R8Base price: $172,450Engine: 562–602-hp 5.2L V-10Transmission and drive layout: 7-speed dual-clutch automatic; all-wheel driveAudi

BMW i8 We can see how it'd be easy to write off the BMW i8. For all its wild looks, the sports car has a pint-sized 1.5-liter three-cylinder and is-gulp-a plug-in hybrid. Off paper, things get more interesting: There is an electric motor dedicated to spinning the front axle and another assisting the surprisingly powerful turbocharged three-cylinder turn the rear axle. Total system output stands at a substantial-for the i8's weight-369 horsepower, making BMW's first mid-engined sports car since the legendary M1 quick indeed. And as of 2019, there is a Roadster model in addition to the coupe, which debuted for 2014.BMW

BMW i8 Base price: $148,495Engine: 228-hp turbo 1.5L inline-three, 141-hp electric motor, total system power: 369 hpTransmission and drive layout: F: 2-speed automatic, M: 6-speed dual-clutch automatic; all-wheel driveBMW

Bugatti ChironBugatti's Chiron is far and away the most expensive, exotic, and powerful machine on this roster. It follows the groundbreaking Veyron, the top-speed-famous hypercar whose quad-turbocharged W-16 engine the Chiron borrows (with modifications, of course). That massive engine sends 1500 horsepower to all four wheels through a seven-speed dual-clutch transmission. There's a Sport version offered as well, with the same engine output but a more handling-focused setup. The Chiron will cost you a shade under $3 million, while the Chiron Sport goes for $3.26 million-either sum is enough to purchase one of every other vehicle listed here, which you might have to do, given the quickly disappearing build slots for the last 100 or so Chirons slated for production.Bugatti

Bugatti ChironBase price: $2,998,000Engine: 1500-hp quad-turbo 8.0L W-16 Transmission and drive layout: 7-speed dual-clutch automatic; all-wheel driveBugatti

Ferrari F8 TributoWhen you think of Ferrari, you're as likely to imagine a mid-engined supercar as one with its engine in its nose-even though Maranello currently sells only one vehicle with a mid-mounted engine, the F8 Tributo. The Portofino, GTC4Lusso, and 812 Superfast all hold their engines up front. Ferrari's mid-engine rides are easy to conjure because they're usually the highest performers; think back to the iconic F40, the Enzo, and more recently, the LaFerrari. The F8 Tributo certainly strives for such performance, adopting the 710-hp twin-turbo V-8 from its 488GTB predecessor's track-focused Pista variant, along with decidedly prettier bodywork, even if that last bit doesn't do anything specific to enhance performance. Look for a topless F8 Tributo Spider to join the lineup in the near future.Ferrari

Ferrari F8 TributoBase price: $274,280Engine: 710-hp twin-turbo 3.9L V-8Transmission and drive layout: 7-speed dual-clutch automatic; rear-wheel driveFerrari

Ford GTPending the arrival of a new challenger-say, one from Chevrolet, cough cough!-the Ford GT is the only mid-engined supercar currently offered by a major American automaker. Weirdly, it isn't built here; instead, it is assembled in Canada. In any event, the lone American-badged mid-engined supercar upholds its special station splendidly while doubling as a showcase for the Blue Oval's downsized, turbocharged EcoBoost engine technologies: The GT's radically shaped carbon-fiber body houses a twin-turbocharged 3.5-liter V-6 making 647 horsepower, nearly 100 more than the previous-generation GT's supercharged V-8. Even though there remain 350 cars of the 1350-car production run yet to build, Ford closed the order books for the GT this past November. So unless your application was accepted, you'll have a tough time getting your hands on one.Ford

Ford GTBase price: $500,000Engine: 647-hp twin-turbo 3.5L V-6Transmission and drive layout: 7-speed dual-clutch automatic; rear-wheel driveFord

Lamborghini Aventador S / SVJLamborghini's arch rival, Ferrari, may have turned to a majority front-engined lineup, but the raging-bull brand sure hasn't. Since the drop-dead gorgeous Miura appeared in the late 1960s, Lamborghini's sports cars have mostly been mid-engined, including the brand's current flagship, the Aventador. Offered in S or amped-up SVJ spec, the Aventador situates a naturally aspirated 6.5-liter V-12 in the center of its carbon-fiber monocoque. The base Aventador S squeezes 729 horsepower from that V-12; the SVJ ups that figure to 759. Both route their engine's might to all four wheels, and both can be purchased in coupe or convertible form. Lamborghini

Lamborghini Aventador S / SVJBase price: $424,845Engine: 729–759-hp 6.5L V-12Transmission and drive layout: 7-speed automated manual; all-wheel driveLamborghini

Lamborghini Huracán EvoOnly in the company of the Aventador could the Lamborghini Huracán be considered "lesser than" in any normal sense of the phrase. In practically any other context, the entry-level Lambo is a beast in its own right, a proper supercar with a 5.2-liter naturally aspirated V-10 fitted right in its midsection, behind the passenger compartment. For 2020, the Huracán adopts the Evo name, a transition that brings styling updates and now 631 horsepower from that naturally aspirated V-10, the same power rating as the pre-Evo Huracán's spicier, Nürburgring-eating Performante model.Lamborghini

Lamborghini Huracán EvoBase price: $267,569Engine: 631-hp 5.2L V-10Transmission and drive layout: 7-speed dual-clutch automatic; all-wheel driveLamborghini

Lotus Evora 400With the Elise and Exige having long aged beyond compliance with U.S. safety regulations (and subsequently pulled from the market here), Lotus is down to a single model in America: the Evora, one of only two mid-engined vehicles here sporting more than two seats. Behind the Evora's 2+2 cabin sits a 3.5-liter supercharged V-6 engine that dispatches 400 horsepower to the rear wheels via a six-speed manual or a six-speed automatic transmission. At $91,785 to start, the 400 is one of the few mid-engined sports cars available for five figures (however, later this year, its price will go up).Lotus

Lotus Evora 400Base price: $91,785Engine: 400-hp supercharged 3.5L V-6Transmission and drive layout: 6-speed manual, 6-speed automatic; rear-wheel driveLotus

McLaren 570S / 570GTMcLaren's entry-level Sports Series models, including the 570S coupe, 570S Spider, and 570GT, are cooked up with the same essential ingredients as everything else the company makes. That means a twin-turbo V-8 (in this case displacing 3.8 liters and producing 562 horsepower) nestled in the middle of a carbon-fiber monocoque chassis, driving the rear wheels through a seven-speed dual-clutch transmission. The only difference among the trio of 570-badged McLarens is their roofs: The 570S is a fixed-roof coupe, the Spider has a retractable top, and the 570GT has a fixed roof but with a large glass hatch covering a vestigial cargo area behind the seats.McLaren

McLaren 570S / 570GTBase price: $195,000Engine: 562-hp twin-turbo 3.8L V-8Transmission and drive layout: 7-speed dual-clutch automatic; rear-wheel driveMcLaren

McLaren 600LTSimilar to how the discontinued 675LT was more powerful and harder of core than the also-defunct 650S on which it was based, McLaren's 600LT is its next-level take on the 570 models. The 600LT is the third model to get the "Longtail" treatment, after the McLaren F1 GTR and 675LT, and it kicks up the output from the 570S's twin-turbo V-8 to 592 horsepower. Everything from the suspension to the aero kit has been upgraded to deliver an altogether more focused, track-ready driving experience. Most of the coupes have already been spoken for, but the Spider version is available from $259,000.McLaren

McLaren 600LTBase price: $242,500Engine: 592-hp twin-turbo 3.8L V-8Transmission and drive layout: 7-speed dual-clutch automatic; rear-wheel driveMcLaren

McLaren 720SStanding above McLaren's Sports Series models are its Super Series cars, which currently are made up entirely of the 720S and 720S Spider. These cars also use a carbon-fiber monocoque but trade the Sports Series models' 3.8-liter V-8 for a 4.0-liter unit good for 710 horsepower. This British answer to Italy's F8 Tributo and Huracán Evo starts at $287,245 and is otherworldly on a racetrack.McLaren

McLaren 720SBase price: $287,245Engine: 710-hp twin-turbo 4.0L V-8Transmission and drive layout: 7-speed dual-clutch automatic; rear-wheel driveMcLaren

Porsche 718 Boxster / CaymanPorsche's entry-level sports cars, the 718 Boxster convertible and the 718 Cayman coupe, are its only mid-engined models. The 918 Spyder shared their powertrain layout in the basic sense, but that hypercar has long been off the market, and the iconic 911 still situates its engine way out in its tail. Every 718 is powered by a turbocharged flat-four engine, albeit with a few differences. Namely, the base cars have 2.0-liter engines that produce 300 horsepower, while the S and GTS versions use a 2.5-liter with a different turbo to kick out 350 and 365 horsepower. Beyond trim, buyers must choose between the Cayman coupe and Boxster convertible and either a six-speed manual or a seven-speed dual-clutch gearbox. With pricing that starts at $58,150, the 718 is the most accessible way to a brand-new mid-engined sports car in America today.Porsche

Porsche 718 Boxster/CaymanBase price: $58,150Engine: 300-hp turbo 2.0L flat-four, 350–365-hp turbo 2.5L flat-fourTransmission and drive layout: 6-speed manual transmission, 7-speed dual-clutch automatic; rear-wheel drivePorsche

Coming Soon: Chevrolet C8 CorvetteThe Corvette has, since its inception in 1953, had its engine placed up front. But the highly anticipated forthcoming eighth-generation model (C8) is shattering that tradition and going mid-engined. This new Vette is scheduled to debut in July, and final specifications are being held until then (along with the car's uncovered styling). We're expecting the C8 Corvette to launch with a 6.2-liter V-8 adapted from the outgoing C7 model, transmitting upward of 500 horsepower through a seven-speed dual-clutch gearbox to the rear wheels. Look for more powerful versions to follow, with turbochargers and even a hybrid gas-electric model joining the sports car's all-American performance, uh, performance.Chevrolet

Coming Soon: Chevrolet C8 CorvetteBase price: TBDEngine: 500-hp-ish 6.2L V-8Transmission and drive layout: 7-speed dual-clutch automatic, rear-wheel driveChevrolet

Read the full article

[enginerumors]

2019 Baby Acura NSX Interior, Specs, Price

2019 Baby Acura NSX Interior, Specs, Price

2019 Baby Acura NSX Interior, Specs, Price – The 2019 Baby Acura NSX,Acura department had its unique special offers like the Integra, RSX and, naturally, the NSX. Fast-forward to today, and it’s not so difficult to see this product is concentrating on building up its car and cross-over assortment for most of past occasions an extended period since the actions cars have got all passed on aside…

[heaaaaather]

2019 Acura Nsx Changes, Specs, Configurations, Review

2019 Acura Nsx Changes, Specs, Configurations, Review

The 2019 Acura Nsx handles well and its standard AWD gives off-road ability as well, though only the turbo model offers spirited performance.

2019 Acura Nsx Engines

The 2019 Acura Nsx gets excellent ratings and is an IIHS Top Safety Pick. Its forward-collision warning system in particular works well, and it has acquired more capabilities in the last couple of model years. The 2019 Acura Nsx…

[perksofwifi]

Green Is Good: Acura NSX vs. BMW i8 vs. Lexus LC 500h vs. Polestar 1

I blame the Prius. I know—the word “hybrid” is enough to make your eyes glaze over. You’re probably even second-guessing your decision to read this article. You’re thinking these will be compromise cars, like getting tofu sausage and a kale shake with your pancakes.

But hybrids don’t have to suck. When engineers flip the switch from green to mean, from fuel economy to performance, pairing an electric motor—or three—with a gas engine is a recipe for more power, more torque, and more efficiency. What’s not to love? Hybrid race cars have even won the grueling 24 Hours of Le Mans.

As the industry makes the inevitable transition to electric cars, hybrids—especially performance hybrids—are the automotive equivalent of breakfast for dinner. They may be more complicated and heavier than gas-only sports cars, but they’re also charming in their own right.

So we gathered up the four sport hybrids with the most performance potential to see which is best. Each, as you’ll soon see, has a unique approach to the electrification equation.

The 2020 Acura NSX, 2019 BMW i8 Coupe, 2020 Lexus LC 500h, and 2020 Polestar 1 currently represent the pinnacle of performance hybrids and automotive complexity. Are they pricey? Absolutely. But so is any high-end sports car or grand tourer.

Together these four cars share four turbochargers, a supercharger, 19 cylinders, eight transmissions, and nine electric motors. They average 479 horsepower, 496 lb-ft of torque, a 4.0-second 0–60 run, and a combined fuel economy of 46 mpg.

Although I appreciate numbers, they tell just half of the story. Only driving these cars back to back can tell us which one offers the best experience and whether any can hold a candle to the longstanding truth of displacement-based horsepower machines.

To find out, we took these four sports cars on our favorite—and wildfire-scarred—driving roads that swerve and dip in the hills above Malibu, then to the test track. Do hybrids represent a potential long-term powertrain solution, or are they merely a brief waypoint on our route to an all-electric future? We’re about to find out.

4th Place: 2020 Lexus LC 500h

A Head Start Squandered

By all accounts, Lexus—and parent company Toyota—ought to be building the best hybrids in the world. Toyota was first to come to market with a mass-produced hybrid, the 1997 Prius in Japan. What followed were fuel economy theories shattered and millions of Priuses sold. Nearly every Toyota or Lexus model now offers the company’s vaunted Hybrid Synergy Drive.

Even by the middle of the last decade, with everyone else also offering a hybrid, the Prius alone still accounted for more than 40 percent of the hybrid market share in the United States. That long history of hybrid know-how and sales success primed us with anticipation for the 2020 Lexus LC 500h—and it would help explain our disappointment with it, as well.

Quite simply, we want more.

On the face of it, the LC 500h, Lexus’ flagship hybrid, has a lot to offer. For starters, its classic long-hood, short-deck, rear-drive coupe profile is absolutely stunning. Even in our tester’s dull Atomic Silver, the LC’s taut, sweeping sheetmetal is arguably one of the prettiest designs to come out of Japan in the past decade.

The cabin is even better. “Holy cow, does it punch above its weight,” associate online editor Stefan Ogbac said. “I’d even argue that it deserves to be a pricier car.” Featuring a beautiful mix of colors, textures, and materials—and ignoring its dumpster fire (but finally CarPlay-friendly) infotainment system—the LC 500h is the clear bargain of this quartet at its as-tested price of $100,605.

Unfortunately, the LC 500h’s powertrain isn’t as thoughtfully integrated as its design. One of two traditional hybrids here, the Lexus uses a Hybrid Synergy Drive–derived system that works like this: Power from the corporate 3.5-liter V-6 gets combined with that of two electric motors in an e-CVT. It then flows through a four-speed automatic, with the whole thing supposedly programmed to provide the feel of 10 traditional gear ratios. A little 1-kW-hr lithium-ion battery pack mounted between the rear seats and trunk backs up the system. Total output is 354 horsepower and 350 lb-ft of torque, and combined EPA fuel economy is 30 mpg.

The Lexus is at its best when you don’t ask much of it. When slicing through traffic around town or on the highway, the LC’s dance between engine and motor and through all that complex gearing is relatively unobtrusive. The car feels quick and nimble, with light, natural steering and relaxed ride quality. Sadly, “EV mode” is a joke, only working up to about 15 mph with a feathered throttle.

Open it up on a built-to-thrill road, and the LC falls apart quicker than my last woodworking project. Ignoring the shrill soundtrack piped into the cabin in Sport+ mode, it seems like none of the LC’s powerplants or transmissions like being paired with one another. The main electric drive motor is underpowered and thus unable to make up for the V-6’s complete lack of low-end torque. The LC’s transmission is also overcomplicated; one senses conflict between the surging of the e-CVT and the rough clunks of the four-speed planetary automatic as you attempt to build up a decent pace on a good road.

The Lexus’ chassis and suspension tuning can’t keep up, either. “As soon as we started charging up the hill, the chassis and driveline fell to pieces,” road test editor (and very fast man) Chris Walton said. “Understeer in this corner, oversteer in that one. There was absolutely no chance of keeping up with the NSX or i8 in front of me.”

Ultimately the LC, as my dad was always fond of saying, is all show and no go. The potential for a great sports car is there (the V-8 LC 500 proves it), but the LC 500h will never get there with this hybrid system. Although Lexus has squandered its early lead in hybrid technology, it thankfully has lots it can learn from our top three finishers.

3rd Place: 2019 BMW i8 Coupe

Weird for Weird’s Sake

It’s hard to believe, but BMW deserves the lion’s share of the credit for establishing this segment. Its i8, when it launched in 2014, was the first car that answered the question of what a performance hybrid would (or should) look like.

Space age, it turns out. Even five years after its debut, the carbon-fiber-bodied i8 looks simultaneously modern and futuristic (though who knew the future is full of blind spots and high-silled carbon tub and sitting-in-the-bathtub seats?).

Underneath the carbon butterfly doors and Formula 1–inspired aerodynamics sits a mid-mounted 1.5-liter turbocharged I-3 (exactly half of BMW’s classic straight-six) bolted to an electric motor and a six-speed automatic transaxle responsible for driving the rear wheels. Up front sits one more electric motor, driving the front wheels through a two-speed automatic gearbox. Tying the system together is an 11.6-kW-hr lithium-ion battery mounted between and underneath the front seats to keep the center of gravity low.

Updated for 2019 with more battery capacity, EV range, and power, the i8 plug-in hybrid (PHEV)—essentially a hybrid with a bigger battery that you can plug in, allowing for significantly more time spent cruising with the engine off—now sports a total system output of 369 hp and 420 lb-ft of torque. Electric-only range is up to 17 miles before the I-3 fires up. Its EPA score is a test-best 69 mpg-e (a fuel economy score averaging electricity and gas usage).

Although the i8 impressed us when it first hit the streets, our top two finishers prove that more is possible from a performance hybrid. A good mid-engine car is typically well balanced and capable of pushing hard into a corner, settling, and rocketing out quickly.

Yet the i8 never really settles down when driven hard. Steering feel is artificial, the chassis firm, the suspension flinty. Combine that with its relatively narrow-profile front tires, and the i8 fights you instead of working with you on a winding road, pushing and clawing for grip in areas where the top two contenders weren’t.

The i8’s two motors, two transmissions, and one engine wasn’t our favorite powertrain, either. Although they provided good off-the-line torque and zippy performance when dicing through traffic, the i8’s engine and motors don’t deliver the high-end power we expect from a carbon-bodied, mid-engine BMW. Instead of complementing each other, the i8’s I-3 and motors all seem to run out of steam at the same time, just north of 60 mph. A close-ratio eight-speed gearbox in back could likely help make more of less, but adding power seems like the far simpler solution.

Ultimately, the BMW i8 paved the way for all four of these performance hybrids, but as editor-in-chief Mark Rechtin puts it, the i8’s performance, “while sporty, doesn’t live up to the intergalactic styling of the exterior.” Thankfully, our top two finishers deliver on all promises.

2nd Place: 2020 Polestar 1

The Future of the GT Is Here

In a lot of ways, the Polestar 1 represents the best of what both Lexus and BMW have to offer.

Like the Lexus, it’s a beautifully designed and luxurious three-box grand touring coupe. Its design was derived from a 2013 concept by parent brand Volvo, but it’s nevertheless clean, crisp, and modern-looking on the road seven years later. Like the BMW, it’s a super-efficient plug-in hybrid. Unlike the BMW and Lexus, it’s a well-balanced sport tourer with the power and performance credentials to back up its sheetmetal.

Built almost entirely of carbon fiber to keep its weight down, the Polestar 1 nonetheless packs on the pounds with two battery packs totaling a test-best 34 kW-hr of capacity, a front-mounted super/turbocharged I-4, an eight-speed automatic transmission to transmit power to the front wheels and the batteries, and an electric motor and planetary gearset at each rear wheel.

Total system output is 619 hp and 738 lb-ft of torque, with a Polestar-claimed electric-only range of 65 miles. If that number passes muster with the EPA, that’d make the 1 the PHEV with the longest electric-only range on the market. Granted, it’ll set you back $156,500, but look at what you get.

It would be fair to say that Volvo has never really been known as a purveyor of sporting cars, but Polestar, Volvo’s performance subbrand (and the face of Volvo and parent company Geely’s new electrification effort), is. It cut its teeth building touring cars starting in the ’90s. And given the Polestar’s weight, we expected the 1 to be a far more capable grand tourer than canyon carver. Yet the Polestar delivers on all fronts.

“I was really hoping it wouldn’t drive like a Volvo, and it doesn’t,” Walton said. “The Öhlins suspension doesn’t do that brittle/crashing thing other Volvo Polestars do, the body motions are very well controlled, and the steering has a bit of heft to it—the good kind.” Although the manually adjustable Öhlins shocks deserve most of the credit for the handling prowess, the twin rear motors help a ton, providing instant torque vectoring that makes the Polestar feel smaller than it is.

The Polestar’s powertrain is even more impressive. More so than any other car in the test, the 1 feels like an electric car first and a hybrid second. The rear motors make a combined 232 hp and 354 lb-ft of torque, giving the Polestar plenty of power and battery capacity to get around on electrons alone. With the engine on and the Polestar in Power mode, the gas and electric integration is seamless—the motors mask any of the engine’s low-end weakness, and the engine quickly takes over from where the motors leave off.

The Polestar’s powerplants pull hard in a straight line, but they really come alive on a switchback-ridden road, where the torque vectoring, instantaneous power delivery, big Akebono brakes, and tremendous grip from the all-wheel-drive system help the 1 dive hard into a corner and claw itself out just as fast. A car that weighs as much as a Jeep Gladiator shouldn’t rotate this quickly, yet the Polestar continually lives up to the brand’s origins as a Volvo race team. Best seats of the bunch, too.

So what relegated the Polestar 1 to spot No. 2? Simply put, our No. 1 finisher is a more engaging, dynamic, and thrilling hybrid performance car.

1st Place: 2020 Acura NSX

Eureka, Acura Found It!

To say the second-gen Acura NSX had a rough start would be an understatement. From 2007 to the time it hit the streets a decade later, the NSX evolved three times as Acura attempted to figure out just what a modern NSX should be.

The mid-engine hybrid supercar Honda Motor would end up launching had the immense challenge living up to the crushing reputation of the original.

It didn’t help that NSX 2.0 was under-tired, prone to plow, and lacked the original’s organic nature. In our 2016 Best Driver’s Car competition, the NSX suffered a disappointing eighth-place finish, as our staff waited for the “Eureka!” of the new-age sports car experience that never came.

So how did the 2020 NSX topple the Polestar 1, BMW i8, and Lexus LC 500h?

You can thank Acura’s 2019 update for that. Thicker anti-roll bars help cure the car’s tendency to understeer, stickier tires improve grip and steering feel, and a rethink of many of the car’s electronic control systems capture a touch of that sparkle that made the original so special.

The changes work hand in hand with the NSX’s unchanged hybrid powertrain. A mid-mounted 3.5-liter twin-turbo V-6 paired with an electric motor and nine-speed dual-clutch automatic drive the rear wheels, and up front an electric motor drives each front wheel. A small 1.3-kW-hr battery between the engine bay and cabin scavenges electricity for the powertrain. Total system output is 573 hp and 476 lb-ft of torque.

We had to wait a while for Acura to get the NSX’s ride and handling balance sorted, but that wait was worth it. The NSX’s magnetic shocks help the supercar feel as docile as a Honda Accord around town and as buttoned down as a Civic Type R on a good road. “The suspension is terrific and ‘breathes’ so well,” Walton said. “Docile, compliant, and, even in Race mode, it’s no harsher than a Porsche 911 in Comfort mode.”

The Acura also handles better than before, too, with light and precise steering (“McLaren-like,” Walton adds) with none of the pesky plow and lack of feel that the pre-refresh car suffered from.

As good as the chassis changes are, the NSX’s powertrain is the star of the show. Despite the immense complexity of ensuring three motors, two turbos, six cylinders, and nine gears play nice with one another, the Acura’s powertrain is nearly organic in its responsiveness.

The linear way the NSX delivers power is truly impressive. The Acura’s three motors provide a strong, forceful shove off the line as the turbos whoosh behind your head, building up boost. Just as the electric motors start to wane, the V-6 begins to howl, with the full boost of the turbos taking over. Shifts from the close-ratio nine-speed gearbox snap off instantly as the V-6 growls to its 7,500-rpm redline, and the whole process begins again. The end result is a tremendously powerful drivetrain that feels, well, naturally aspirated.

Aside from the obvious acceleration advantages, the NSX’s motors also make it a better handler. Just as the Polestar’s twin rear motors provide instant torque vectoring, the Acura’s twin front motors do the same, independently distributing power through bends and helping give the NSX a disgusting amount of midcorner grip—providing the driver with a magnificent amount of confidence while pushing the car harder down a back road.

Inside, the interior interfaces are beginning to look a bit dated compared to the Polestar’s Volvophile user experience, but ultimately it’s the NSX’s confidence-inspiring performance, combined with the engineering voodoo that turned the Acura’s four separate powerplants into one cohesive team, that helped Team Acura earn its redemption and victory.

On nearly every metric, both objective and subjective, the NSX outclasses the Polestar, BMW, and Lexus. It’s quicker, sharper, and sportier than its electrified rivals. Most important, it’s more fun to drive. Although the Acura is the least fuel-efficient car here, the NSX’s seamless powertrain integration ought to provide a good model for others to follow as we enter a new decade and inch ever closer to an internal combustionless future.

Sharp-eyed readers will notice that our order of finishing also matches the field’s escalation in as-tested price. That is coincidental. Our grading in performance, drivability, and livability among our finishers was more about how well the hybrid technology was applied than about optional features and benefits (though the Lexus’ 50 grand discount from the rest of the field is indeed notable). In the case of the NSX, however, the quality of its hybrid technology easily distances it from the rest of the field.

If you’d asked any one of us a decade ago if an electrified sports car could ever be as engaging as a gas-powered car, you’d have gotten a resounding no. (Call it the Prius factor.) But as the NSX, Polestar 1, i8, and LC 500h prove, the future doesn’t have to be scary. Or boring.

2020 Acura NSX 2019 BMW i8 Coupe 2020 Lexus LC 500h 2020 Polestar 1 DRIVETRAIN LAYOUT Mid-engine, AWD Mid-engine, AWD Front-engine, RWD Front-engine, AWD ENGINE TYPE Twin-turbo 75-deg V-6, alum block/heads plus 2 front/1 mid electric motors Turbocharged I-3, alum block/head, plus 1 front/1 mid electric motors Atkinson-cycle 60-deg V-6, alum block/heads, plus 2 electric motors Turbo- & s’charged I-4, alum block/head, plus 1 front/2 rear electric motors VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 213.2 cu in/3,493 cc 91.5 cu in/1,499 cc 210.9 cu in/3,456 cc 120.2 cu in/1,969 cc COMPRESSION RATIO 10.0:1 9.5:1 13.0:1 10.3:1 POWER (SAE NET) 500 hp @ 6,500 rpm (gas); 2 x 36 hp (front elec); 47 hp (mid elec); 573 hp (comb) 228 @ 5,800 rpm (gas); 141 hp (elec); 369 hp (comb) 295 hp @ 6,600 rpm (gas); 100 hp (elec); 354 hp (comb) 326 hp @ 6,000 rpm (gas); 71 hp (front elec); 2 x 114 hp (rear elec); 619 hp (comb) TORQUE (SAE NET) 406 lb-ft @ 2,000 rpm (gas); 2 x 54 lb-ft (front elec); 109 lb-ft (mid elec); 476 lb-ft (comb) 236 lb-ft @ 3,700 rpm (gas); 184 lb-ft (elec); 420 lb-ft (comb) 257 lb-ft @ 4,900 rpm (gas); 150 lb-ft (elec); 350 lb-ft (comb) 384 lb-ft @ 2,600 rpm (gas); 119 lb-ft (front elec); 2 x 177 lb-ft (rear elec); 738 lb-ft (comb) REDLINE 7,500 rpm 6,500 rpm 6,700 rpm 6,500 rpm WEIGHT TO POWER 6.9 lb/hp 9.4 lb/hp 12.6 lb/hp 8.3 lb/hp TRANSMISSION 1-speed auto (front); 9-speed twin-clutch auto (rear) 2-speed auto (front); 6-speed auto (rear) 4-speed auto + cont variable = 10-speed auto (comb) 8-speed auto (front); 1-speed auto (rear) AXLE/FINAL-DRIVE RATIO 3.58:1/2.27:1 5.9-11.3:1/5.9-11.3:1 3.36:1/2.18:1 3.20:1/2.15:1 (front) SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Control arms, coil springs, adj shocks, anti-roll bar; multilink, transverse leaf spring, adj shocks, anti-roll bar STEERING RATIO 11.1-12.9:1 16.0:1 9.8-13.6:1 15.6:1 TURNS LOCK-TO-LOCK 1.9 2.5 2.5 2.8 BRAKES, F; R 14.5-in vented, 2-pc disc; 14.2-in vented, 2-pc disc, ABS 13.4-in vented, drilled, 2-pc disc; 13.0-in vented, drilled, 2-pc disc, ABS 15.7-in vented 2-pc disc; 14.1-in vented disc, ABS 15.7-in vented, drilled, 2-pc disc; 15.4-in vented, drilled, 2-pc disc, ABS WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, forged aluminum 7.5 x 20-in; 8.5 x 20-in, cast aluminum 8.5 x 20-in; 9.5 x 20-in, forged aluminum 9.0 x 21-in; 10.0 x 21-in, forged aluminum TIRES, F;R 245/35R19 93Y; 305/30R20 103Y Continental SportContact 6 215/45R20 95W; 245/40R20 99W Bridgestone Potenza S001 (star) 245/45RF20 99Y; 275/40RF20 102Y Bridgestone Turanza T005 275/30R21 98W; 295/30R21 102W Pirelli P Zero VOL DIMENSIONS WHEELBASE 103.5 in 110.2 in 113.0 in 107.9 in TRACK, F/R 65.2/63.7 in 64.7/67.8 in 64.2/64.4 in 64.8/65.2 in LENGTH x WIDTH x HEIGHT 176.0 x 76.3 x 47.8 in 184.9 x 76.5 x 50.8 in 187.4 x 75.6 x 53.0 in 180.5 x 77.1 x 53.2 in TURNING CIRCLE 39.7 ft 40.4 ft 35.4 ft 37.4 ft CURB WEIGHT 3,930 lb 3,484 lb 4,469 lb 5,155 lb WEIGHT DIST, F/R 42/58% 48/52% 52/48% 47/53% SEATING CAPACITY 2 4 4 4 HEADROOM, F/R 38.3/- in 38.7/32.4 in 37.2/32.2 in 38.0/33.3 in LEGROOM, F/R 42.8/- in 43.1/28.2 in 42.0/32.5 in 42.0/20.9 in SHOULDER ROOM, F/R 57.6/- in 56.7/49.6 in 56.5/48.9 in 56.3/49.7 in CARGO VOLUME 3.9 cu ft 4.7 cu ft 4.7 cu ft 4.4 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.2 sec 1.9 sec 1.9 sec 1.6 sec 0-40 1.7 2.7 2.7 2.3 0-50 2.3 3.5 3.6 3.0 0-60 3.0 4.5 4.8 3.8 0-70 3.8 5.7 6.5 4.7 0-80 4.8 7.0 8.2 5.8 0-90 5.9 8.5 10.2 7.1 0-100 7.2 10.3 12.7 8.4 0-100-0 11.0 14.7 Not tested 12.3 PASSING, 45-65 MPH 1.4 2.0 2.6 1.6 QUARTER MILE 11.2 sec @ 124.0 mph 12.9 sec @ 112.1 mph 13.6 sec @ 103.3 mph 12.0 sec @ 119.1 mph BRAKING, 60-0 MPH 101 ft 111 ft 113 ft 102 ft LATERAL ACCELERATION 1.00 g (avg) 0.93 g (avg) 0.90 g (avg) 0.98 g (avg) MT FIGURE EIGHT 23.8 sec @ 0.87 g (avg) 24.7 sec @ 0.79 g (avg) 26.1 sec @ 0.68 g (avg) 24.5 sec @ 0.83 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm 1,800 rpm 1,400 rpm 1,400 rpm CONSUMER INFO BASE PRICE $159,495 $148,495 $98,535 $156,500 PRICE AS TESTED $164,695 $152,195 $100,655 $156,500 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, side, curtain, driver knee 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 6 yrs/70,000 miles 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles HYBRID/BATTERY 8 yrs/100,000 miles 8 yrs/100,000 miles 8 yrs/100,000 miles 8 yrs/100,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles 4 yrs/Unlimited miles 4 yrs/Unlimited miles 4 yrs/50,000 miles FUEL/BATTERY CAPACITY 15.6 gal/1.3 kW-hrs 11.6 gal/11.6 kW-hrs 22.2 gal/1 kW-hrs 15.9 gal/34 kW-hrs EPA CITY/HWY/COMB ECON 21/22/21 mpg 27 mpg/69 mpg-e (comb, gas/gas+elec) 27/35/30 mpg 65 mpg-e (comb, est) ENERGY CONS, CITY/HWY 160/153 kW-hrs/100 miles 125/49 kW-hrs/100 miles (comb, gas/gas+elec) 125/96 kW-hrs/100 miles 52 kW-hrs/100 miles (comb, est) CO2 EMISSIONS, COMB 0.90 lb/mile 0.72/0.28 lb/mi (gas/gas+elec) 0.64 lb/mile 0.30 lb/mile (comb, est) RECOMMENDED FUEL Unleaded premium Unleaded premium, 240V electricity Unleaded premium Unleaded premium, 240V electricity

The post Green Is Good: Acura NSX vs. BMW i8 vs. Lexus LC 500h vs. Polestar 1 appeared first on MotorTrend.

https://www.motortrend.com/cars/acura/nsx/2020/2020-acura-nsx-vs-2019-bmw-i8-vs-2020-lexus-lc-500h-vs-2020-polestar-1-hybrid-comparison-test/ visto antes em https://www.motortrend.com

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2019 Acura NSX Preview, Price, and Concept

2019 Acura NSX Preview, Price, and Concept

The upcoming 2019 Acura NSXis a refined supercar. Certain, its intermixed powertrain takes down 573 horsepower, as well as the reduced, angular body, looks appropriately unique. Yet, as was the 1990 initial, today’s NSX is day-to-day useful, with a spacious cabin as well as civil around-town habits, properties that settle its hard-edged look and also zoomy mechanicals. So, it’s suitable that 2…