2021 Porsche 718 Boxster GTS 4.0 PVOTY Review: Good, Not (Yet) Great

Muscle car aficionados take heart: the future of electric cars from Dodge is mean, menacing, and loud. Proof: The Dodge Charger Daytona SRT Concept which teases the production electric muscle car coming in 2024 amid promises it will beat all the performance metrics Dodge has laid down to date.Yes, the Dodge Charger Daytona SRT is powered by batteries and electric motors, but air still swooshes through chambers and pipes for a rumble very similar to the roar of a Hemi Hellcat V-8 in today's Dodge Chargers and Challengers. It is only when the electric Charger is being turned off that the final whirr reminds you it is a battery-electric car. And no melted jellybean shape here—the car is sleek, powerful, and true to Dodge muscle car DNA.The Dodge Charger Daytona SRT Concept has been imbued with the looks and sounds that should appeal to the muscle car brotherhood customer base. The concept is Dodge's vision of its replacement for the internal combustion engine muscle cars that will soon go out of production. The last Dodge Chargers and Dodge Challengers will roll off the line at the Brampton, Ontario, plant in December 2023. Here's what it sounds like, from the live reveal on YouTube:Dodge brand CEO Tim Kuniskis says Dodge needed its own unique pathway to the EV age; the small brand would get lost if it tried to do things the same way as bigger players. To stand out and hold its own, Dodge needed to show electrification can still shock people.The Dodge Charger Daytona SRT Concept is designed to impress and appease its loyal customer base, many of whom are fundamentally opposed to EVs and all they stand for. So, Dodge created an e-muscle car that looks mean and roars as loud as the Hellcats with supercharged Hemi V-8s that it will replace. "We believe we need the sound and experience," says Kuniskis. That is why the car has a multispeed transmission and an exhaust note, so the driver can feel and hear the crack of the exhaust while shifting.Dodge Charger Daytona SRT Concept is a True CoupeThe Dodge Charger Daytona SRT is a large car, and yes, this Charger is a true coupe with only two doors but with a hatch for greater utility. The concept, in Greys of Thunder dark glossy paint, has a clean design right down to the flush door handles and absence of a rear spoiler. It is muscle without being a caricature, bold yet subtle. Head of Dodge Exterior Design Scott Krugger says his team started by designing a muscle car, not an EV, with a signature face, swept profile, and turbine-style 21-inch wheels.It is also pure EV without a melted front for aerodynamics. Instead, true to the Daytona name, it has a nose cone built into it, a patented R-Wing which allows air to pass through the front of the hood and enhance downforce while keeping a blunt Dodge profile that all but hides the headlights. There are carbon fiber intakes on both sides of the front and rear fascias for an air curtain to further improve aerodynamics. The front end is patented, as is the sound, which means these are intended for production."We found a way to make a muscle car slippery," Kuniskis says.What about the Fratzog logo Dodge has been teasing us with? The triangular badge adorned Dodge muscle cars from 1962-1976 and stood for nothing in particular. It now has a purpose as the new symbol for Dodge electrification—and there are Fratzog badges all over the concept. It glows white in the center of the cross-car light bar across the front grille, red in the rear taillight, and on the center locks of the wheels.Sounds Like a Hellcat?Back to the sound. This is the industry's first exhaust system for an electric vehicle, producing a similar 126-decibel sound as the one coming from the today's Hellcat engine. Dodge calls it "Fratzonic Chambered Exhaust." When the Daytona converts electricity to power, air flows through the exhaust system and the sound produced goes through an amplifier and tuning chamber at the rear of the vehicle. You can see and feel the pressure from the exhaust coming out the back.Dodge Charger Daytona SRT's Electric BitsDodge is not revealing full specs and details yet, but we do know the high-performance SRT trim will be powered by a new 800-volt Banshee propulsion system. Lower trim models will have a 400-volt system. The screaming Banshee badge is on both sides of the car where Dodge previously put Hellcat and Demon logos on its internal combustion-powered vehicles. The Banshee name and badge will be used only for the top-performing EVs. Kuniskis refers to the concept as the Daytona Banshee.The concept has standard all-wheel drive so we know there are at least two motors, one up front and one in the back. AWD is also key to making the Daytona SRT quicker than the Hellcats that precede it, Dodge executives say.The Daytona Banshee has a multi-speed transmission with electro-mechanical shifting. Dubbed eRupt, the transmission does not deliver more power, but allows the driver to feel each shift point, Kuniskis says. The brand chief won't reveal the number of gears or provide any performance figures yet. What we do know is there will be three power levels available and customers can go to Direct Connection authorized dealers who will offer six more levels, all covered under factory warranty. All nine power levels were designed in advance, with the hardware in place for additional upgrades at the time of purchase or later.Do a PowerShotAnd all nine levels come with a new adrenaline boost: the PowerShot push-to-pass feature. Push a button on the steering wheel for an instantaneous discharge of power, delivering an extra 25 horsepower on demand, for a few seconds, enough time to blow by the car in front of you.Drivers can choose Auto, Sport, Track, and Drag drive modes which change the driving dynamics and corresponding displays, sound, and interior lighting.Dodge officials are not yet providing range figures, but Kuniskis argues Hellcat buyers don't care about fuel economy. He says both the 400- and 800-volt models will provide the range needed to be competitive. The car will use the new STLA Large platform developed by Stellantis which is capable of up to 500 miles of range, but Kuniskis says the muscle cars will not hit that figure because of the elements that have been added to it, despite the use of carbon fiber and other efforts to reduce weight. Battery sizes for vehicles using STLA Large are expected to range from 101-118 kilowatt hours.Step Inside If Your DareThe dark sinister theme continues inside the vehicle, says Jeff Gale, Dodge's chief interior designer.The most striking feature is the multicolored lighting that stretches across the dash and through the doors, which have raised gray slats that strake diagonally for a unique look, which is not easy to do. In red, the light glows like lava flowing through troughs. There are circuit-like graphics on the carbon fiber floor that work their way up the vehicle, surrounding the passengers, flowing under the seats and up to the center console and slim instrument panel.The three-spoke performance steering wheel with flat top and bottom is also illuminated with a red SRT logo in the center, paddle shifters, and the PowerShot button on one side and drive mode controls on the other. The Daytona has a pistol-grip shifter and glowing red start button hidden under a jet-fighter-inspired cap that you flip up to engage.The driver-centric cockpit has another Fratzog as the background to the 16-inch curved screen driver display. The 12.3-inch center screen is large by Dodge standards.The concept has four slim, lightweight, race-inspired bolstered seats with a perforated Fratzog pattern. Between the seats is a floating, open flow-through storage area, all lit up. The console runs to the back to serve all four passengers.The Daytona has a panoramic liftgate-style hatch and the seats fold flat to give the car more utility—you can stuff a snowboard in this muscle car.Dodge promised it would be true to its muscle car roots when it embraced the electric car age, starting in 2024. The Dodge Charger Daytona SRT Concept, which looks production ready and has patents on its key features, appears to keep that promise.

audi s3 Full OverviewProsMore power than everSharp, sporty exterior stylingTech-focused interior ConsLacks standard driver aidsAlmost too quiet at speedA bit pricey with optionsWe're hustling along at freeway speeds late one weekend evening when we see it off in the distance: yet another L.A. snarl of taillight ribbons looming ahead. Time to drop down a gear in the 2022 Audi S3. As its turbo-boosted 2.0-liter inline-four pegs near 5,000 rpm, the digital gauges surge and a buzz crescendos from its blackened exhaust tips.Trailing on the S3's strong brakes, which are capable of hauling Audi's entry-level sport sedan from 60 mph to 0 in an impressive 108 feet, we look for a gap. There it is. Back on the gas, the 2022 S3's seven-speed twin-clutch automatic transmission shifts near redline, and we're once again rushing toward home, luxuriating in its premium-feel, leather-lined cabin.The line between sport and luxury is blurring ever further as premium brands like Audi continue to refine and redefine vehicles like its newly updated 2022 S3. Buyers increasingly want it all, and when it comes to gateway models like the S3, first impressions can mean everything.Audi S3 0-60 and Quarter-Mile TimesSpeaking of, our test team's initial impressions of the updated S3 were positive. The S3's aforementioned 2.0-liter turbo, with 306 horsepower and 295 lb-ft of torque, is an engine the team called "peppy," with good midrange power from 3,000 rpm. It's a highly boosted four-cylinder that's more than capable of motivating the 3,555-pound S3 to 60 mph with authority. The 4.6-seconds-to-60-mph sprint we recorded is a tenth of a second shy of Audi's official number for the 2022 S3, with the quarter-mile coming in 13.2 seconds at 105.2 mph.Road Test Analyst Alan Lau had this to say about getting the S3 into its optimum straight-line attack mode: "It has launch control along with a boost gauge. I find it performs better launching as soon as the boost reaches max. Wait too long and you lose some boost and it gives a slower launch."One of the Quattro all-wheel-drive-equipped S3's closest competitors in the space is the Mercedes-AMG A35 4Matic. The slightly lighter (3,480 pounds) 2021 A35 we tested with AMG's 2.0-liter turbo-four with 302 horses just nipped the new S3 in straight-line numbers, at 4.4 seconds to 60 mph and on to a quarter-mile of 13.1 seconds at 105.1 mph. But the S3 out-braked the A35 at the aforementioned 108 feet to 112 feet in our testing.S3 Around the Skidpad and Figure-EightIn the dynamics and handling departments, the S3's 0.92 g on the skidpad and 25.5 seconds at 0.71 g (avg) on our MotorTrend figure-eight were bested by the A35's 0.96 g skidpad and 24.7 seconds at 0.77 (avg) figure-eight. While the A35 is the clear dynamic winner, short of taking the cars to the track, the rest of the numbers are close enough to make it a wash between the two German sedans in the type of day-to-day driving most owners will experience. Oh, and the Audi's more fuel-efficient at 23/32 city/hwy versus 22/29 city/hwy.Road Test Editor Chris Walton thought the S3 reminded him of another new German car, the new eighth-generation Volkswagen GTI, which isn't super surprising given they're both underpinned by the Volkswagen Group's MEB Evo platform. But he remarked that he felt the S3 had "a little more edge, with good noises and better traction, trustworthy brakes on every lap, and a healthy amount of grip on the skidpad with a very neutral attitude. It puts the power down quite well on the exit with just a hint of understeer that goes away as you open the steering."Walton did report that although the S3's transmission was "unbelievably smooth" on upshifts, he had issues with downshifting and had to resort to manual mode because the car wasn't getting the downshift timing correct as he maneuvered it through our dynamic course.Quiet Cabin and Abundant OptionsOut on the open road, the 2022 Audi S3 exhibits some impact harshness over rough pavement, but nothing out of sorts for a car of its ilk. Like other Audis, the S3 has a drive select mode system that tightens up shift points and other factors like steering feel, which Walton felt was heavy for heaviness' sake in Dynamic mode, though you can tailor settings in Individual mode, which he used to dial the feedback to his liking.One thing you will notice at speed is how isolated the S3's stylized and tech-heavy cabin is. For a compact sport sedan, it's almost too much so, but that's a debatable point as it showcases the luxury side of this car's equation.Speaking of, the 2022 Audi S3 checks most of the boxes you'd expect for a vehicle that starts at $45,945. It also looks the part of a sports car, with aggressive front and rear fascia treatments, and a slightly lower stance than its A3 sibling. If you want the real good stuff though, you will pay for the privilege, including the $2,800 Premium Plus package (adaptive cruise control, advanced safety and convenience features), and the $2,250 Technology package (Audi virtual cockpit with its 12.3-inch screen, Bang & Olufsen sound).This particular car also came equipped with three optional interior and exterior appearance packages, the highlight of which is the $1,950 Black Optic package that blacks out several trim elements and adds a 19-inch wheel/performance tire setup. All that black contrasts nicely with the Tango Red metallic paint scheme.At $55,890 all-in, this particular test car is on the pricey side, though it's not out of line with its German counterparts equipped with similar options. But even in its base form, the 2022 S3 delivers more than enough presence and performance to satisfy customers looking for something special at the more affordable end of the Audi lineup.Looks good! More details?2022 Audi S3 (Premium Plus) Specifications BASE PRICE $49,695 PRICE AS TESTED $56,840 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 2.0L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 306 hp @ 5,450 rpm TORQUE (SAE NET) 295 lb-ft @ 3,000 rpm TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,555 lb (58/42%) WHEELBASE 103.6 in LENGTH x WIDTH x HEIGHT 177.3 x 71.5 x 55.7 in 0-60 MPH 4.6 sec QUARTER MILE 13.2 sec @ 105.2 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.92 g (avg) MT FIGURE EIGHT 25.5 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/32/27 mpg EPA RANGE, COMB 392 miles ON SALE Now Show All

acura mdx Full OverviewWe weren't necessarily thrilled with the 2022 Acura MDX when it launched in January 2021. Acura promised the fourth gen of its hot-selling three-row SUV would offer a "premium performance SUV" experience. Instead, what we got was whatever the opposite of Goldilocks is: The MDX was neither sporty nor luxurious enough to hit its target in the segment. Now, though, the new 2022 Acura MDX Type S manages to fix many of the original 2022 MDX's flaws.What Is the 2022 Acura MDX Type S?With the ouster of the RLX sedan and the sunsetting of the Acura NSX supercar, the new 2022 MDX Type S is the latest flagship SUV for Honda's luxury arm. Part of Acura's reborn sporty Type S sub brand (think BMW MSport instead of BMW M), the MDX Type S aims to turn up the wick on the MDX formula by offering more power, a more advanced suspension, and a more engaging experience than other pedestrian MDXs.Whereas the standard MDX is powered by a carryover 290-hp 3.5-liter V-6 (shared with platform mates like the Honda Passport, Pilot, Odyssey, and Ridgeline), the MDX Type S borrows its engine from the 2022 TLX Type S. Designed exclusively for Acura's Type S offerings, the MDX's 3.0-liter turbocharged V-6 produces 355 hp and 354 lb-ft of torque. As is the case in the TLX Type S, the MDX Type S pairs its engine with a 10-speed automatic and Acura's torque-vectoring "Super Handling" all-wheel-drive system. The new engine necessitated minor changes to the MDX Type S' front end, with new sub-radiators located below the headlights, and a larger, more powerful radiator behind the blacked-out grille.Although not directly targeting Audi's RS or BMW's M brands (let alone S and MSport sub brands), Acura went further than just adding engine upgrades in an effort to make the 2022 MDX Type S a more compelling performance SUV. The most notable change is the MDX Type S' new air suspension (an Acura first), backed up by stiffer struts and adaptive dampers. The air suspension stiffens and lowers the MDX's ride height by 0.6 inch in its Sport and new Sport + drive modes, is capable of rising 2.0 inches in the MDX Type S' new Lift mode and offers improved ride quality versus the standard MDX in Normal and Comfort drive modes. Other performance upgrades include a retuned brake-by-wire system featuring four-piston front Brembo brakes, a revised steering rack to increase driving feel, and 21-inch wheels with self-sealing high-performance all-season tires.MDX Type S changes are rounded out by quad exhaust tips, black exterior trim, a new optional 25-speaker ELS Studio 3D audio system, and some new exterior and interior colors.How Does the MDX Type S Drive?Acura's most recent efforts in the space haven't been the most convincing. We panned the standard MDX for its unrefined ride quality, poor braking manners, and lack of steering feel. The TLX Type S didn't fare much better—we called it sloppy and underwhelming.While the MDX Type S won't make Audi SQ7 or even Dodge Durango SRT 392 buyers think twice about their high-performance three-row SUVs, we discovered that Acura has mostly gotten this one right.Unlike the somewhat gutless standard MDX, the new Type S feels quick if not outright fast. The single twin-scroll turbocharger spools up quickly, and peak torque hits at just 1,400 rpm, giving the SUV strong off-the-line shove. The 10-speed automatic does a great job keeping the engine in its powerband in most driving conditions as it shifts smoothly and without hesitation.The MDX Type S' ride and handling balance is superior to the standard MDX, too. When cruising around town, the air suspension dispatches impacts well and without any of the annoying secondary motions we noticed in the standard MDX. Similarly, on-center steering feel and effort was much more confidence-inspiring than in more workaday versions of Acura's three-row crossover.You'll never mistake the MDX Type S for a super SUV on a good back road, but it still held its own better than we expected it to based on previous recent models. Its combination of air springs, adaptive dampers, and torque-vectoring all-wheel drive combined to make the MDX Type S surprisingly competent on the tight, twisting hilly back roads of California's Napa Valley during our first drive. With Sport + mode engaged, the dampers and air springs firm up, and the torque-vectoring system more aggressively routes power rearward and left and right, making the vehicle feel surprisingly well balanced and quick. Body roll is lessened noticeably, and the MDX Type S' ride expertly walks the fine line between firm and flinty. The more aggressive SH-AWD logic really helps get the MDX Type S' nose pointed toward the next corner, too—simply add power mid-corner and hang on as the car claws its way out and down the next straight.Still, the 2022 Acura MDX Type S is not without its faults. Despite supposedly being NSX-inspired, the brake-by-wire logic is nowhere near as good as it is in the mid-engine supercar. While rarely an issue at lower speeds, brake feel is inconsistent whenever you ask for anything more than moderate stopping power. The steering feel still isn't great, either. It's quick yet somehow vague; we suspect a proper set of performance tires would do much to liven up the MDX's nose.Does the MDX Type S Have a Nice Interior?If you've spent any time in lesser versions of the MDX, the MDX Type S' stylish cabin will look quite familiar. Up front, Acura's touchpad infotainment system isn't loved universally, but we appreciate the fact it encourages the driver to keep their eyes up and on the road. The ELS Studio 3D Signature sound system (available only on the MDX Type S Advance) is among the best in the automotive space, rivaling high-dollar systems like the Bentley Bentayga's 22-speaker Naim system. We also really liked the splash of color offered by Acura's Azurite Blue leather upholstery, another feature only available with the Advance Package.As for creature comforts, the front seats are spacious and comfy, especially with the massaging seats engaged. The second row is roomy but rather hard and flat, while the third row is both hard, flat, and best left for children. Despite featuring a second-row bench, third-row access couldn't be easier as the seats flip forward with the press of a button, and the return procedure is light and can be done with one hand.How Much Is the Acura MDX Type S? Is It Worth It?Prices for the 2022 Acura MDX Type S start at $67,745, about $5,000 more than the MDX Advance, the previous range topper. The MDX Type S Advance adds a slew of luxury features, including full leather massaging seats, open-pore wood or metallic trim, unique upholstery options, and the 25-speaker ELS system instead of the standard 16-speaker version. The Advance stickers for $73,095.Acura would like buyers to think of the MDX Type S as a sporty, wallet-friendly alternative to mid-grade luxury models like the Audi Q7 Premium Plus, BMW X5 xDrive40i, Mercedes-Benz GLE450, and Genesis GV80, but a back-to-back comparison test will likely reveal those rear-drive models to be dynamically superior to the MDX Type S. That's also ignoring the fact the even sportier Audi SQ7, BMW X5 M50i, and Mercedes-AMG GLE53 exist and are likely within financial reach of those shopping for a $70,000 performance vehicle.Regardless of how many buyers ultimately plunk down their hard-earned cash on the 2022 Acura MDX Type S, Acura has made it better for all thanks to its commitment to making it sportier than before. The MDX Type S succeeds in becoming the Goldilocks of an otherwise average MDX lineup.Looks good! More details?2022 Acura MDX Type S Specifications BASE PRICE $67,745-$73,095 LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE 3.0L/355-hp/354-lb-ft turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 113.8 in L x W x H 198.4 x 78.7 x 67.1 in 0-60 MPH 5.5 sec (MT est) EPA FUEL ECON CITY/HWY/COMB 17/21/19 mpg EPA RANGE (COMB) 352 miles ON SALE Now Show All