2023 Acura TLX Type S PMC Edition: The Handbuilt Sedan Is Back
With Acura's NSX supercar being sunsetted this year after the final run of Type S variants is built, the Performance Manufacturing Center (PMC) where it is assembled by hand is going to need purpose. Well, a different purpose, at least—and Acura's been trying to give it some over the past few years with its normal-looking-on-the-outside, secretly hand-built batches of PMC Editions of its mainstream models. These mostly ordinary Acura models are usually gifted some special paint—a lustrous red on the 2020 TLX PMC Edition, a blazing orange on the 2021 RDX PMC Edition, etc.—and carry the distinction of being hand-built in the same factory as the NSX supercar, by the same technicians, even. The newest addition to this PMC family? The latest-generation TLX sedan.
As mentioned, there has been a TLX PMC Edition previously, but that was based on the previous-generation TLX. This 2023 Acura TLX PMC Edition blends not only the newest TLX with the PMC treatment, but also the TLX in its spicier 355-hp Type S form, which also gets Acura's torque-vectoring Super Handling All-Wheel Drive. This sport sedan with a name of many characters will, ironically, be limited in number, though Acura hasn't outlined yet what that number will be. (Past PMCs were built in numbered runs, with each model wearing a plaque inside with its unique figure; there is a similar plaque pictured on the new '23 TLX, but it only shows "001," not how many that number is out of.) It is, of course, built by hand at Acura's PMC in Ohio, and for an added dash of fancy, each car will be delivered in a covered, single-car transporter to its delivery dealership in order to keep the paint free from blemishes.
In no small part because this TLX PMC Edition is based on the already saucy looking Type S version of Acura's midsize sedan, it is an altogether more serious-looking machine than the old one. Acura steps up the visuals with copper-colored 21-inch wheels, carbon-fiber rear spoiler and diffuser pieces, and Berlina Black (a classic Honda color) roof and door mirrors. Three colors will be available, and (go, America!), they're Curva Red (with a black interior), 130R White (red interior), and Long Beach Blue (with a white interior)—perfectly timed for a certain celebratory weekend in the U.S.A. All three colors are borrowed from the NSX, too.
Other enhancements on the PMC include Pirelli P-Zero summer tires, carbon fiber interior trim, backlit "Type S" door sill plates, and blacked-out badges. The result is a TLX Type S that is subtly different, but in a hard-to-place way if you just saw one on the street.
Of course, the delicious, even subtler aspect of these PMC cars has long been their hand assembly, which is just plain unusual for cars not priced in the stratosphere. Like with past PMC Editions, we anticipate the TLX Type S version won't break the bank, costing a few thousand bucks more than a regular one. Again, imagine someone paying just a little more for, say, a hand-built Ford F-150 or Honda Civic. It's both weird and kind of, secretly, maybe cool. We'll know final pricing and, likely, how limited production will be when the order books open for the TLX Type S PMC Edition later this year.
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WHAT IT IS: The seventh generation of the icon that launched the pony-car genre will arrive in time for the Mustang brand's 60th anniversary. Expect it in coupe (as rendered here by our artist) and convertible forms with two powertrain offerings. Variants delivering greater performance and efficiency will follow in the years to come. WHY IT MATTERS: The Mustang, along with the Bronco and F-150, is a pillar of the Ford brand that carries immense emotional appeal. It's Ford's sole North American car offering and also ranks as one of a shrinking number of affordable, fun-to-drive two-doors. Plus the droptops are all over rental fleets in tropical locations—what would we do if it disappeared? PLATFORM AND POWERTRAIN: The 2024 Mustang will get a new code name (S650), but we expect its D2C-derived architecture to largely carry over from its S550 predecessor. And based on numerous prototype spy photos and leaks, it will receive only mild evolutionary styling revisions, such as squintier three-element headlamps, a revised hexagonal grille, and new air intakes. New electrical architecture will enable new feature content at launch, like a fully digital instrument cluster and today's latest safety and driver assist features. It will also support over-the-air updates to an increasing number of software-enabled features, helping it stay as fresh as ever over its expected eight-year lifespan.Powertrain offerings will carry over at launch, including the 2.3-liter EcoBoost I-4 and 5.0-liter Coyote V-8 engines, as well as the six-speed manual and 10-speed automatic transmissions. Engine outputs may be adjusted—we hear base 2.3-liter power will increase from 310 to 320 hp, for example. And Ford officials have cautioned us that the six-speed could be phased out at some point during this model's lifetime.The 2021 Mustang Mach 1.One major powertrain addition expected in 2025 is conventional and/or plug-in hybridization. Leaked info suggests both engines will get an electric boost. This could be accomplished most easily by employing a version of Ford's Modular Hybrid Transmission (MHT) as found in the Explorer Hybrid, which should be adaptable to either engine.Among the electrification possibilities, enthusiasts will be most stoked by a unique V-8 hybrid powertrain revealed in patent drawings. It mounts a roughly alternator-sized electric motor on each side of the V-8, with their output shafts roughly aligned with the crankshaft centerline. It being patented makes sense, as we're not aware of any other vehicle employing such a setup. Plus, it's far simpler than trying to package a single electric motor somewhere and needing to run a shaft through the oil pan; that would likely require halfshaft angles that would overtax existing CV joints. Using dual motors also allows handling-enhancing torque-vectoring up front—might this system power the next Bullitt or Mach 1?The rumor mill has hinted at a plug-in version offering at least 10 or 20 miles of electric range, and this would undoubtedly boost efficiency and possibly contribute in some small way to achieving higher corporate average fuel economy (CAFE) ratings coming for 2026. But it would also add even more weight to a sports car that typically weighs more than 3,800 pounds today. So if there is to be an efficiency-focused Mustang hybrid, expect it to be an EcoBoost with rear drive. Of course, once there's a battery and an MHT to work with on this platform, it's not hard to imagine pairing them with the V-8 and front motors, juicing those Coyote V-8 and motor outputs, and creating a worthy Shelby GT500 successor with blistering torque-vectored AWD performance and respectable EPA numbers.Spy shots have also revealed a shift away from the retro-look dash with binnacles to a more streamlined interior dominated by big instrument and infotainment screens capable of displaying the latest Sync graphics in dazzlingly high resolution. It's unclear that the Chevy Camaro and Dodge Challenger as we know them will survive into the next decade, but we expect Ford to assume they will—and to sharpen the Mustang's chassis dynamics sufficiently so it once again outhandles the Camaro.ESTIMATED PRICE: Expect a modest price bump to an even $30,000 for a base EcoBoost coupe or $40,000 for a GT, with the ragtop adding roughly $5,500 to either.EXPECTED ON-SALE DATE: Could Ford possibly resist launching its 60th anniversary Mustang on Monday April 17, 2023—the 59th anniversary of its World's Fair debut?
cadillac ct4 Full OverviewWhen the Cadillac ATS-V first hit the streets in 2016, we immediately threw it into comparison tests with the heavyweights: the Alfa Romeo Giulia Quadrifoglio, BMW M3, and Mercedes-AMG C63. The ATS-V came close, but it never won any of those comparisons. The new 2022 Cadillac CT4-V Blackwing—the CT4 is essentially a heavily updated ATS—attempts to right the wrongs of the older car.The CT4-V Blackwing should be immediately familiar to ATS-V drivers, despite the new name, face-lift, and extra 4 inches in length. Under the skin, the CT4-V Blackwing (not to be confused with the CT4-V, which is more of an interim performance model than full-blown V) features a carryover 3.6-liter twin-turbo V-6. Although the engine is upcycled, thanks to intake and tuning changes, it makes eight more horsepower now; output now totals 472 hp and 445 lb-ft of torque. Transmission options include a Tremec-sourced six-speed manual or a new 10-speed auto like the one on our test car. The latter replaces the old eight-speed unit, and it's quicker-shifting.Unlike some of its German rivals, rear-wheel drive is the only drivetrain option for this Cadillac. Other performance-minded changes include the adoption of Delphi's fourth-generation MagneRide shocks, the latest iteration of GM's Performance Traction Management (PTM) system, and two optional carbon fiber packs, which combine for a claimed 214 percent reduction in lift. Prices for the CT4-V Blackwing begin at $59,800, and our near-loaded car stickered for $80,235.The Performance NumbersDespite its eight horsepower and two-gear advantage over (we also tested the ATS-V in coupe form), the new CT4-V Blackwing is pokier at the test track than the ATS-V it replaces. The Blackwing accelerates from 0 to 60 mph in 4.0 seconds and through the quarter mile in 12.4 seconds at 114.0 mph; its best 60-0 stop was 106 feet. An automatic-equipped 2016 ATS-V sedan, for comparison, ran from 0 to 60 in 3.7 and through the quarter in 12.1 at 116.2 mph. Despite the Blackwing's more modern hard and software, it's the same story around the figure eight; its best lap was 23.8 seconds at a 0.84 g average, while the ATS-V did it in 23.7 seconds at 0.88 g. We suspect the new car's 100-pound weight disadvantage is to blame for the disparity.Although the CT4-V Blackwing doesn't offer up objective performance advantages over the car it replaces, it is significantly quicker than the CT4-V. Powered by a 2.7-liter turbocharged I-4 good for 325 hp and 380 lb-ft of torque and mated to a 10-speed auto, the non-Blackwing accelerates to 60 mph in 5.5 seconds and through the quarter in 14.2 seconds at 95.2 mph, and it stops from 60 mph in 110 feet. The CT4-V's best figure-eight lap was 25.4 seconds at 0.73 g.The DrivingOn the road, the CT4-V Blackwing driver is phenomenal—light on its feet, buttoned down, and practically telepathic. Few cars on sale today can match the CT4-V Blackwing in terms of pure feel and connection with its driver on a good, twisty bit of pavement. The Cadillac's PTM system deserves special praise, as it allows for tail-out antics while maintaining its undetectable leash on the rear end (and keeping you on the road).We wish we were as in love with the CT4-V Blackwing's powertrain. It's not that there's anything outright wrong with the V-6/automatic combo; it's punchy and powerful, and the transmission does its damnedest to convince you it's Porsche's PDK in terms of quick and precognitioned shifts. It's just that it's … boring, and this lack of character is perhaps the biggest sin you can make in creating a performance car. If those complaints sound familiar, it's because they are. We said the same thing five years ago when we first drove the ATS-V, suggesting that Cadillac fit the Chevrolet Camaro's (its platform mate) naturally aspirated V-8 into its sport sedan. Cadillac still hasn't done so, and given its promise that the CT4-V Blackwing and CT5-V Blackwing are its last two gas-powered V cars, it likely never will.The Rest of the StoryInside, the CT4-V Blackwing's interior takes a noticeable step up from that of the ATS-V's. The older car had a bit of a "low-spec German rental car" vibe inside, but the new CT4 bursts with quality and craftsmanship, even if there's still room for improvement. We really liked the redesigned dash the most. It features Cadillac's latest CUE infotainment system and a fully digital dash. We also took a shine to the redesigned steering wheel, which now prominently features a PTM switch at the 5 o'clock position—an infinitely better solution than burying the feature in traction control menus as in past products. We were also fans of the thickly bolstered, leather-wrapped bucket seats and carbon-fiber trim, though we found the armrests to be hard and the car rather cramped in general.Although the 2021 Cadillac CT4-V Blackwing isn't quicker than the ATS-V or the V-8-powered small Cadillac sport sedan of our dreams, it nevertheless is one of the most enjoyable and fun luxury performance cars on the road. As for how it stands up to the latest and greatest competition? Well, we already staged round one.As far as I can find, we never wrote anything about the sedan despite testing it. The previous link went to the coupe, which we tested on the same day.It's in MT Numbers and also the first link in the opening grafBlanked on my end there. Meant I couldn't find a stand-alone first test.Looks good! More details?2022 Cadilac CT4 V Blackwing Specifications BASE PRICE $59,900 PRICE AS TESTED $80,235 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 3.6L Twin-turbo direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 472 hp @ 5,750 rpm TORQUE (SAE NET) 445 lb-ft @ 3,500 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 3,888 lb (53/47%) WHEELBASE 109.3 in LENGTH x WIDTH x HEIGHT 187.6 x 71.4 x 56.0 in 0-60 MPH 4.0 sec QUARTER MILE 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 106 ft LATERAL ACCELERATION 1.05 g (avg) MT FIGURE EIGHT 23.8 sec @ 0.84 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/24/19 mpg EPA RANGE (COMB) 331 miles ON SALE Now Show All
The old Grand Cherokee is out, and the new Grand Cherokee is in. Or is it? Production of the outgoing Jeep Grand Cherokee—chassis code WK2—has ended, according to a Jeep representative, but it can still be found on sale as a 2022 model alongside its replacement, the new 2022 Grand Cherokee WL (the one available, for the first time ever, as a three-row). This overlap of old and new offered simultaneously is nothing new—there's the Ram Classic, for example—and Jeep had mentioned it'd happen when the new WL arrived.But that was over a year ago. That you can still find the Grand Cherokee WK2 on Jeep's website, listed as a new offering alongside the new Grand Cherokee WL, is surprising. So, we checked with Jeep on what was going on, and found out that you can't configure or order a new (old) WK2, which only is available in Laredo E, Laredo X, and Limited trims. You'll need to consult dealerships directly about any remaining WK2 inventory.All vehicles are quite pricey right now, and these "old" WK2s are no exception, at least going by a quick glance at inventory prices. On the configurator, the least-expensive old Grand Cherokee is only $1,345 less than the new Grand. If you're looking for a deal, opting for the outgoing Grand may not be the best bet. If you're craving a WK2, though, there's still hope while inventory lasts. If your search for a WK2 falls short, remember, there's always its platform twin, the (three-row) Dodge Durango.A W-what? A WL-who?Some surprises are good, but others aren't. Here's the bottom line: Know what 2022 Jeep Grand Cherokee you're buying because there are two—at least while inventory lasts. To help, here is a quick rundown of the Jeep Grand Cherokee's generations:1st generation "ZJ" (1993-1998)2nd generation "WJ" (1999-2004)3rd generation "WK" (2005-2010)4th generation "WK2" (2011-2022)5th generation "WL" (2021-22 three-row L)/2022 two-row)Jeep has sold 7 million Grand Cherokees globally since 1992. The new Grand Cherokee runs on a new platform befitting of its new muscular look and offers a new plug-in hybrid (PHEV) powertrain for the 4xe that pairs a 270-hp, 295-lb-ft turbo 2.0-liter I-4 with a 134-hp, 195-lb-ft traction motor that replaces the eight-speed automatic transmission's torque converter (as well as a 44-hp, 39-lb-ft starter/generator motor that acts on the accessory drive pulley) for a combined 375 hp and 470 lb-ft of torque. Fuel economy for the PHEV rates at 56 mpg-e combined with 25 miles of all-electric driving range thanks to a 17-kWh battery pack. For the 2023 model year, the 4xe powertrain will be the only way buyers can order a Grand Cherokee Trailhawk. The other WL-generation powertrains carry over from the WK, including the entry-level 3.6-liter V-6 and 5.7-liter V-8.
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