2022 Acura NSX Type S First Test: Doing It GM-Style
Pros
- The most satisfying modern NSX, Engine pulls hard, Strong lateral grip.
Cons
- It's dying just as it gets good, Needs a price-appropriate interior, Lacks ultimate steering feel.
For decades, General Motors was notorious among its own loyalists for underfunding and underdeveloping a promising new car, expressing shock when initial sales excitement evaporated, reluctantly spending the money it should have in the first place to make the car as good as it should have been from the start, wondering why sales didn't rebound despite the tarnished reputation, then canceling the car once that it was finally good (see: Pontiac Fiero). Acura's parent company, Honda, has collaborated with GM in the past and continues to collaborate with GM today, and this is one tradition it shouldn't adopt. Case in point: the 2022 Acura NSX Type S.
Not to put too fine a point on it, but the Type S is what the NSX should've been from day one. The reborn NSX held such promise, and Acura engineers benchmarked the right cars. Their insistence in thinking like Honda engineers, though, and worrying about how practical their mid-engine supercar was and how it drove in Ohio winters, compromised its final form. They studied the Ferrari 458 Italia but built a car that didn't drive anywhere near as well or as viscerally.
The limited-edition Type S makes great strides toward righting that wrong. It's far more engaging to drive than any NSX before it. Much of the feel and feedback missing from the standard car has finally broken through in the Type S.
Test Numbers Trail Regular NSX's
Unfortunately, it seems to have come at the cost of some performance. Despite driving better than any other NSX we've tested, the Type S is also the slowest NSX we've ever tested. At 3.4 seconds to 60 mph, it's 0.4 second behind the quickest we've evaluated, and it doesn't get any better by the quarter-mile mark. To get there, the Type S needs 11.6 seconds, and it's traveling at 120.7 mph by the finish line, 0.4 second and 3.3 mph slower than the quickest one. It's not down to a bad launch, either, because the Type S is 0.2 second slower accelerating from 45 mph to 65 mph than the quickest NSX we've tested. This despite the Type S being the most powerful NSX ever at 600 hp and 492 lb-ft, 27 hp and 16 lb-ft more than any other.
It's worth saying, though, that the NSX Type S experience is delightful. The engine revs very quickly and has a broad powerband thanks to the pancake electric motor mounted between the engine and transmission. It pulls hard all the way to redline, and the transmission, in Track mode, won't upshift until you've actually reached the redline, so you get every last pony. It's also happy to not upshift and let the engine wind back down if you lift off the throttle, helpful on a twisty road with short straights between tight corners. And despite all the electrification, the powertrain even manages to sound pretty good for a V-6. The engine noise is surprisingly melodious, and the turbo flutter is icing on the cake.
Back to the instrumented testing results, it wasn't any better going the other way. Stopping the Type S from 60 mph required 103 feet, a massive 8 feet longer than the best one we've tested. On a mountain road, that translated to several instances of standing on the brakes and not getting the stopping power a 600-hp car ought to have. Making the experience somehow worse, the squishy, spongy brake pedal response provides no feedback. Better brakes would let this car go down the road considerably faster.
There is a bright spot in the Type S' numbers, and it's shining on the handling results. Pulling 1.03 average lateral g on the skidpad ties it with the stickiest NSX, as does its 23.2-second figure-eight lap time, though the 0.89 average g it pulled on in the figure eight was 0.03 g off the leader.
And you know what? We're OK with all of that. We're willing to give up a tenth here and two tenths there for a car that drives better. Still, this should've been the starting point six years ago, not the swan song.
You do still have to drive it like an NSX, though. To get the most out of this powertrain, you need to treat it the way your high-performance driving instructor told you not to. Brake early, point it at the apex, and then get back on the power as soon as possible. Before the apex if you can. Normally, this delivers guaranteed understeer, but in the NSX, the front motors go to work, the nose bites, and it pulls you through the corner while accelerating hard. You can actually correct understeer by going to the power. Once you figure this out, the car becomes far more impressive than it is when driving it like a typical all-wheel-drive car.
Tips For the Next One (Which Isn't Coming)
Were this car to get the next generation it deserves, there are a few other components that could be further improved, as well. Body control, for one. The Type S is stiff, which is fine, but it lacks compliance. It's bouncing around way too much on bumpy pavement, making you constantly chase it with the steering or back out of throttle. It's especially bad in big brake zones where the car starts shimmying around in its lane. It's all manageable, but it shouldn't have to be managed. Tie it down, and, again, the car could go down the road noticeably faster.
The steering is better than before, but it could be even better still. In this case, it's not so much holding the car back as it isn't making it better. It's very precise, but it lacks feel. Other companies have figured out how to get steering feel out of a car with electric motors powering the front axle, and Acura could, too.
Then, of course, there's the interior. It was never up to snuff, and it still isn't because it hasn't changed. It looks like an Acura interior, and Acura doesn't make $200,000 interiors. A next-generation car would need a complete interior redo with much less plastic, a much more expressive design, and for the love of all that's holy, a modern infotainment system with a volume knob. You can't put Civic parts or even TLX parts in a car priced nearly on par with an entry-level Ferrari.
Hopefully, Acura will get all those details right when the NSX returns as an EV in the future—as it's promised to, after a hiatus—but this still feels like a missed opportunity for the high-performance hybrid iteration of the car. The Type S proves the current NSX formula wasn't fundamentally flawed—it was just unfinished. It's a shame this car missed the mark so widely that its sales can't support a second generation of this model to finish the job. If the NSX Type S is any indication, it could've been great. Instead, Acura is pulling a GM and canceling it just as it started to get right. Everyone loses.
Looks good! More details?2022 Acura NSX Type S Specifications BASE PRICE $171,495 PRICE AS TESTED $185,995 VEHICLE LAYOUT Mid-engine, 2 front and 1 rear motors, AWD, 2-pass, 2-door hatchback ENGINE, MOTOR Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, plus 3 permanent-magnet electric motors POWER (SAE NET) 520 hp @ 6,500 rpm (gas), 72 hp (comb front elec), 47 hp (rear elec); 600 hp (comb) TORQUE (SAE NET) 443 lb-ft @ 2,300 rpm (gas), 108 lb-ft (comb front elec), 109 lb-ft (rear elec); 492 lb-ft (comb) TRANSMISSIONS 1-speed auto (fr), 9-speed twin-clutch auto (rr) CURB WEIGHT (F/R DIST) 3,903 lb (42/58%) WHEELBASE 103.5 in LENGTH x WIDTH x HEIGHT 178.5 x 76.3 x 47.8 in 0-60 MPH 3.4 sec QUARTER MILE 11.6 sec @ 120.7 mph BRAKING, 60-0 MPH 103 ft LATERAL ACCELERATION 1.03 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.89 g (avg) EPA CITY/HWY/COMB FUEL ECON 21/22/21 mpg EPA RANGE, COMB 328 miles ON SALE Now Show AllYou may also like
Mini may have only one EV in its current lineup, but it is well on its way to meeting the BMW Group's directive of having at least half of its vehicles go electric by 2030. Mini is starting to tease that electric future one concept model at a time. It wasn't long ago that the brand bought a "skunkworks" Mini Cooper SE convertible to Miami, Florida as a feeler.Now Mini is pulling back more of its electric curtain with the debut of its Concept Aceman. The Mini Concept Aceman would be the brand's first EV crossover and "provides a glimpse of a completely new vehicle, bridging the space between the Mini Cooper and the Mini Countryman in the future of the model family," says Stefanie Wurst, Head of Mini in a release.The Mini Concept Aceman is supposed to "reflect how Mini is reinventing itself for its all-electric future and what the brand stands for: an electrified go-kart feel, an immersive digital experience and a strong focus on a minimal environmental footprint," according to Wurst.Mini's new design languageUnlike the Mini Cooper SE convertible (or the Cooper SE hatch on which that model is based), the Mini Concept Aceman is more than a drivetrain swap into a current Mini chassis. The Aceman also serves as a preview for Mini's new design language. Obviously, Mini wouldn't completely abandon the major design elements that are synonymous with the brand but it is looking to make changes that better align with its so-called "reinvention.""With this approach, we are redeveloping the Mini design icons, with all their analogue strengths, for the digital future," said Adrian van Hooydonk, Head of BMW Group Design.According to the official press release, Mini officially refers to its new design language as "Charismatic Simplicity." One of the most noticeable elements is the octagonal front "grille" which is really more of an illuminated outline that borders the radiator area. The geometric theme continues to the headlights. It's different for Mini, but there aren't so many angles and creases that the overall design isn't relatable to the classic rounded headlights that Mini is known for.The interior is a study in tech minimalismPassengers face a dashboard that is nearly devoid of tactile buttons, vents, or gauges. There is a round OLED touchscreen in the center of the dash, which serves as the hub of all of the infotainment as well as readouts like speed and battery range. Underneath the OLED screen is where traditional Mini toggle switches can be found.The infotainment system utilizes the Mini Companion software which offers "sensor based animation" that choreographs light and sound for what Mini calls a "holistic user experience." These animations extend into light arrays that are hidden in the dashboard and door panels. Different animations will playout through the OLED screen, dashboard, and door panels as passengers enter and exit the vehicle.Moving image projections can also transfer graphics and animations from the Mini Operating System to the dashboard for an added wow factor. These animations can create "diversified interactions" on the OLED screen when stopped at a light or charging the battery.The Mini Concept Aceman is set to make its debut physical appearance at the Gamescom video game fair in Cologne, Germany on August 23, 2022.
The Toyota Crown is, in Japan, an upmarket nameplate. Long a sedan, it recently became available in SUV form—based on the current Highlander three-row crossover—and, per a Japanese Toyota website, is about to turn over a new leaf. On July 15, Toyota promises a new Crown will appear, but as for what form this Crown will take, the automaker's offering precious little to go on besides a few cryptic hints and a new YouTube teaser with flashes of the new car.Here's what the website—with the url ending in "newcrown2022"—says when you first open it: "Sedan? SUV?" Before an animation replaces that cryptic text with "Discover your Crown." A countdown timer at the bottom of the page notes the wait until the official reveal on July 15, 2022.We could understand if you have no idea what to make of the sedan/SUV question, whether that means the Crown will be available (again) in both forms, or whether it hints at some new direction. The internet seems to think the lifted car pictured at top is the new Crown, which would make some sense given the sedan-UV tease on Toyota's site. The images of this bizarre car-SUV mashup were recently patented by Toyota, and we found them on Japan's patent database.With Toyota's release of the video above, the patent images seem confirmed. The glimpses of the Crown's headlights, taillights, and other details in the YouTube clip seem to jibe with those in these patent filings.We'll find out for sure later this week when the new Crown is unveiled, and whether the model will finally make it to the U.S. market, a move hinted at through Toyota's trademark of the name here.This story originally published July 6, and has since been updated to reflect new teasers and previews from Toyota.
genesis gv70 Full OverviewThe learning curve can be tough, but technology has made life easier for us all—especially when it comes to cars. Remember the last time you printed MapQuest directions to get around, or carried paper maps in your glovebox? Or twisted a key to start a car? Life was complicated back then, but it's getting easier now. With connected cars becoming increasingly common and access to the world at our fingertips, we're able to get around faster. Genesis has embraced the newest technology trends and our new 2022 Genesis GV70 long-term test car is no exception. Besides getting the usual Apple CarPlay, Android Auto, and satellite navigation functionality to help you get to your destination faster, the automaker went a step further, adding technology to help you get going quicker.Scan HereIt wasn't long ago that pushbutton start switches and keyless entry were novel technologies, but our GV70 is moving a step beyond that, with both keycards and fingerprint readers to gain access and even start the SUV. Our Genesis GV70 came with a key card the size of a credit card that can be used to unlock and lock the vehicle when you don't have the physical key fob on you. All you need to do is tap the card on the driver's door handle to unlock it, and once inside, scan your fingerprint to start the car. The process is very simple, and can be useful when you're going to places where you're likely to lose things or would like to travel lightly (like a concert or the beach) because the keycard fits perfectly in your wallet.There are some downsides of the keycard/fingerprint system, though. For starters, the keycard only works on the driver's door. You can't open the tailgate or any other door with it. And as for the fingerprint reader, it must be tied in with an individual driver profile. While this likely won't be a problem in most households, one staffer's toddler accidentally locked them into Valet Mode, requiring a fingerprint of a different staffer (or a few swipes of a cell phone with the Genesis app) to unlock the onboard systems.Regardless, while we still find ourselves primarily using the key fob, the keycard and fingerprint scanner certainly have their uses.Staying Disconnected Looks good! More details?2022 Genesis GV70 3.5T AWD Specifications BASE PRICE $54,195 PRICE AS TESTED $64,670 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.5L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 375 hp @ 5,800 rpm TORQUE (SAE NET) 391 lb-ft @ 1,300 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,538 lb (53/47%) WHEELBASE 113.2 in LENGTH x WIDTH x HEIGHT 185.6 x 75.2 x 64.2 in 0-60 MPH 5.4 sec QUARTER MILE 14.0 sec @ 99.8 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 26.4 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/25/21 mpg EPA RANGE, COMB 365 miles ON SALE Now Show All
0 Comments