2023 Alfa Romeo Tonale First Look: Alfa’s Small SUV Is Finally Here

acura integra Full OverviewProsVersatile hatchback form factorZippy and fuel-efficient engineUniquely positioned and priced within the segment ConsNot necessarily better with the manualUnimpressive at the test trackCan't escape comparison to the Honda CivicHaving now lived with and tested the new 2023 Acura Integra, we know it isn't a revival of the driver-focused, straightforward hatchback the internet commentariat yearns for. This may dismay Acura acolytes, and indeed we'd celebrate the arrival of such a car in our crossover-saturated market.But don't forsake the 2023 Acura Integra because it doesn't meet your preconceived expectations. Even though it feels similar—perhaps too similar—to the Honda Civic Si, Acura sufficiently elevated the Integra to the luxury realm. It's a genuine rival to its European competitors, with some uniquely distinctive attributes. If you read on and discover it's not the Integra you wish it would be, well, maybe you need to grow up—the Integra certainly has.How Quick? Not ParticularlyOne of those attributes—the one most crucial in this test—is its transmission. Automatics are prevalent among luxury subcompact cars, but choosing the Integra in A-Spec trim and adding the Technology package unlocks a no-cost option to swap the standard CVT for a six-speed manual gearbox. As in every Integra, it's joined to a 1.5-liter turbocharged I-4 that sends 200 hp and 192 lb-ft to the front wheels. In manual Integras, the power is regulated by a limited-slip differential.Pauses introduced by clutch and shifter actuation are factors in the Integra's 7.7-second 0-60-mph time. All of its two-pedal rivals do the sprint in less than 7.0 seconds. Likewise, the Integra crosses the quarter mile in 15.7 seconds at 91.0 mph, trailing many of its adversaries in both metrics. Even so, the engine feels strong for its size, delivering a torquey surge on-boost that's accentuated by little wastegate whistles. What's more, its fuel economy rating of 26/36 mpg city/highway tops many of the 2.0-liter mills common in the set.Manuals typically enhance involvement at the expense of outright acceleration, and the Integra's shifter justifies the trade-off. It moves between gates precisely and is weighted so it requires deliberation but not undue effort. Automatic downshift rev-matching is activated by default—don't worry, you can deactivate it, but don't knock it till you try it. The clutch is less tactile than the shifter; it's light and engages vaguely at the upper end of its stroke. In fact, it caught out a few of our drivers with unexpected wheelspin.Fun-ishThe turbocharged, lightweight, manual 2023 Acura Integra embodies buzzwords that set enthusiast hearts aflutter. In most situations it's entertaining, moving with poise and pep that evinces the great engineering in its architecture. But the Integra is not a particularly sporty car, as proven by its test results and how it feels when driven hard.A 60-0-mph braking distance of 123 feet is on the longer end in this category. Fade was generally a nonissue even under repeated heavy braking, but the pedal, soft at the top and requiring significant depression, doesn't seem tuned for dynamic driving. This setup disposes it to around-town use, as does the brake auto-hold function, which works flawlessly—not always the case in manual cars.The Integra's 0.87-g skidpad average is about what's expected for the class, but the Acura's figure-eight time of 27.2 seconds at 0.63 g average doesn't impress, considering its rivals run the lap in the 26-second range. Our test team was frustrated by meddling traction control, which never seems to truly turn off and prevents full power unless the steering wheel is straight. Such interference negates the differential's benefit in on-limit driving.Out on the road, the Integra is willing to play up to a point. Its tidy size and weight let it flow between corners, but the verve it initially presents evaporates if you ask too much of it. Instead, the Integra becomes overwhelmed by understeer and imprecision. Truly sporty cars come across as a vivid conduit between driver and road—the new Integra doesn't.Our Civic DutyAt this point we'd be remiss to not mention how the 2023 Acura Integra compares to the Honda Civic Si. The chassis, powertrain, and amenities in these vehicles are largely identical, and perhaps unsurprisingly they drive very much alike. The shared shifter and clutch play a part in that. But our tests verify Honda's interpretation is the higher performer: It's quicker, stops better, and is grippier all around. Crucial to that are the optional summer tires equipped on every modern Si we've tested; all-seasons are standard on the Si and the only choice on the Integra.Much more important than the Si's fractional test-figure advantages, though, is the fact the Honda is sharper, louder, and more direct—simply put, more fun to drive. At the point where the Integra falters, the Si stays hungry for the road ahead. It's remarkable how two vehicles so similar in hardware, performance, and general feel end up with such different personalities.All Hail the HatchbackThis is not to suggest the Civic Si is necessarily better than the Integra. Aspects of the Acura make it more appealing than its platform counterpart, and—critically—cars in the luxury subcompact category.Its hatchback format is high on the list. With a conventional small sedan, there will come a time when you'll size up its trunk opening, contemplating how you'll get some rather large thing inside. There's little such issue with the Integra: Lift the rear enclosure and revel in the big cargo area, made bigger by folding the second row. This setup makes Integra living realistic for anyone who carries bulky items or lifestyle gear. Its tall lift-over height is only a slight hindrance.The luxury quotient is there, too. Adaptive dampers fitted on the Integra A-Spec bring a suitably smooth ride in Normal and Comfort modes and stiffen just so in Sport. Plush centers and firm, supportive bolsters make the front seats quite comfortable. Beyond a standard 10.3-inch digital gauge display, the 16-speaker audio system, wireless charger, and head-up display added by the Technology package qualify the Integra to run in today's luxury league.Likewise, the cabin's layout and quality of materials are suitable for an entry-level luxury car. Yet the interior's similarities to the Civic are obvious. Acura could have done more to avoid such comparisons, particularly by distinguishing touchpoints like the steering wheel, shift knob, or infotainment system layout. But given how nice the Civic's interior is to begin with, how the Integra builds on it is no bad thing.The same notion extends throughout the experience: that the Civic is its starting point bodes well for the Integra. If you recall, the Civic was a finalist in our 2022 MotorTrend Car of the Year contest, and we deemed it "one of the best vehicles on sale" in a comparison-test win. Most of the Civic's great things are present, if not enhanced, in its Integra transformation.The Nicer Version of a Nice CarAcura succeeded in creating a rival to starter cars from other luxury brands and offering a unique, practical vehicle to drivers who want something more upscale than a Honda. The Integra's pricing—slightly more than $30,000 to start and less than $40,000 in our fully loaded test car—undercuts the field by potentially many thousands of dollars to make it an undeniable value. It's luxury on the cheap that feels nowhere near cheap.Yet even with its vaunted manual transmission, the Integra isn't the hot hatchback seemingly everyone across the internet insists it must be. That might be you. If so, accept the fact the Integra of 2023 isn't exactly like the Integras of yore. Time and progress ran their course, and Acura built a car that represents what it is now. If that's not enough, don't despair: This entry in the Integra tale is only at its beginning, paralleled promisingly by the reemergence of the Type S performance badge.Looks good! More details?2023 Acura Integra A-Spec Specifications BASE PRICE $33,895 PRICE AS TESTED $37,395 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 200 hp @ 6,000 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 3,040 lb (60/40%) WHEELBASE 107.7 in LENGTH x WIDTH x HEIGHT 185.8 x 72.0 x 55.5 in 0-60 MPH 7.7 sec QUARTER MILE 15.7 sec @ 91.0 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.87 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 26/36/30 mpg EPA RANGE, COMB 372 miles ON SALE Now Show All

Honda will build an electric car developed by Sony by 2025. Before you make any Sony Driveman jokes—get it, like the brand's iconic Walkman music player?—this is huge news for an industry that's had a hit-and-miss relationship with the tech sector so far.Sony has been sending clear signals that it intends to build electric vehicles, even showing off concept versions of the Vision-S 01 sedan and Vision-S 02 SUV recently. But Sony has no infrastructure for or experience in building cars—and company execs admit it, though Sony also said as recently as last year that it has no plans to produce any car.Sony won't be physically building any cars at all, at least not at first, so previous statements about not building any cars weren't totally wrong. Instead, per a joint announcement from Sony and Honda, the latter will build a car for the tech giant as part of a new joint venture getting off the ground this year, dubbed simply "New Company" in the announcement.The agreement stipulates that the two companies "plan to engage in the joint development and sales of high value-added battery electric vehicles (EVs) and commercialize them in conjunction with providing mobility services."The joint venture aims to leverage Honda's experiences building cars, sales know-how (and, presumably, its sales networks), supply chains, etc.—you know, car company stuff—with Sony's "development and application of imaging, sensing, telecommunication, network, and entertainment technologies."The new vehicle will be co-developed by Honda and Sony via this New Company, which will "plan, design, develop, and sell the EVs, but not own and operate manufacturing facilities," with that final distinction being key.Honda will be building the cars at its existing manufacturing facilities, at least for the initial new vehicle being launched in 2025. It is noted that Sony is expected to furnish a new "mobility service platform" for the cars as well, which we take to mean some kind of sweet infotainment package bundled with driver assistance technology.There is no mention of how the agreement impacts Honda's future in-house EV plans (which involve, among other things, utilizing General Motors to produce an electric SUV using that brand's Ultium EV platform), or whether this New Company will carry a more original and marketable name. We know now only that it is natural that a tech giant such as Sony would get hitched to an established automaker to make its, ahem, Vision cars a reality, and we look forward to seeing where this joint venture goes.

kia sorento-hybrid Full OverviewThe Kia Sorento is one of the better midsize SUVs you can buy, but it just missed a podium placement in our midsize SUV rankings. So what gives? Well, despite its confident handling, eager responses, and tech-forward interior, the mainstream turbocharged gas powertrain isn't as refined as it should be. We recently tested the Sorento Hybrid, and it has an entirely different personality. Is this the pick of the litter?While the non-hybrid Sorento offers a broad range of models, Kia streamlined the hybrid lineup into two moderately contented trims. Our test example was the higher EX version, which is far from Spartan but not as plush as the tippy-top conventional Sorentos, and it's worth noting the hybrid only offers a six-seat configuration where the regular version also has an available seven-seat layout. Fuel economy is the main draw here, with hybrids achieving 39/35 mpg city/highway. In comparison, the gas-only 2022 Sorento tops out at 24/29 mpg with the base engine and 22/29 mpg with the turbo four-cylinder—all with front-wheel drive.To achieve these strong results, the 2022 Kia Sorento Hybrid teams a 1.6-liter turbocharged four-cylinder, electric motor, and lithium-ion battery pack to deliver a healthy 227 horsepower and 258 lb-ft of torque to the front wheels. (AWD adds $1,800-$2,300, depending on trim level.) The hybrid trades the regular Sorento's clunky eight-speed dual-clutch transmission for an unobtrusive six-speed planetary automatic.The Objective Numbers—and Subjective OpinionIn our tests, the Sorento Hybrid ran from 0-60 mph in 8.4 seconds. That matches exactly the time we achieved in a Toyota Highlander Hybrid AWD, which is larger than the tweener Kia. Unsurprisingly, the Sorento Hybrid is quite a bit slower than the 281-hp turbocharged Sorento, which hit the mark in 6.3 seconds. More troubling than the mediocre acceleration time is exactly how the Sorento accelerates and its lack of power, especially at speeds above 50 mph. There's a bit of a sugaring feel from the hybrid's turbocharged engine, too, which is a disappointment.Our feelings were mixed on the Sorento Hybrid's ride, with some noting it could use refinement. Handling is a tough call, too. On our figure-eight course, the Kia turned in a time of 27.7 seconds at an average 0.62 g, a better performance than we achieved in the Highlander Hybrid (28.4 seconds at 0.58 g). The non-hybrid Sorento beats them both with a time of 26.5 seconds at 0.67 g. Our test team praised the Sorento Hybrid's natural steering feel and neutral chassis, but its performance wasn't consistent. "Acceleration was brisk while I had an almost full battery but clearly waned when I got down to one last bar," road test editor Chris Walton said. We also noted considerable body lean.Because hybrids often suffer from mushy or non-linear brakes, we were curious to see how the SUV would perform in our 60-0-mph test. The Sorento Hybrid stopped in 121 feet, on par with the Highlander Hybrid but a slightly longer distance than the non-hybrid Sorento. Nevertheless, our test team praised the Sorento Hybrid's brake feel and overall body control.As a whole, the Sorento Hybrid's driving experience failed to impress. The turbo gas-only Sorento is the more tempting option, even if its engine and transmission combination rarely serve up a smooth off-the-line start.How It Is to Live WithAt least the hybrid doesn't sacrifice much interior space for better fuel economy. It offers slightly less legroom in the second row than the non-hybrid model, but it has the same amount of legroom in other rows and the same amount of cargo space. Headroom is tight in the third row, although legroom there is reasonable enough—if still tight—for a three-row SUV of this size. The raised floor causes your knees to sit up higher than you might imagine. Bottom line: The back row is best for occasional use.Accessing the way back is easy because the rear seats fold down readily. The second-row seats go down with the push of a button on the top of the seat back, and the third-row seats drop to the floor with the simple pull of a lever. There's also the option to fold down the second-row seats with a button in the cargo area.The interior departs from Kia's usual designs. Along with vertical-oriented air vents, the cabin features a space-saving rotary gear shifter. For the 2022 model year, all Sorento Hybrids feature a sleek 10.3-inch touchscreen. (Our 2021 model photo vehicle was stuck with an 8.0-inch screen).Our Sorento Hybrid EX came with a slew of standard safety features, including rear blind-spot collision avoidance assist, rear cross-traffic collision avoidance assist, stop-and-go adaptive cruise control, and a helpful lane keep assist feature. Heated front seats, an expansive panoramic sunroof, and USB chargers for all three rows sweeten the deal. Kia is known for its strong feature-per-dollar value, and although this isn't a shining example, our Sorento Hybrid test vehicle offers a solid amount of equipment for just under $38,000. Looking at value in terms of five-year cost of ownership, the Sorento Hybrid is just adequate. Considering costs such as depreciation, insurance, fuel, and maintenance over a five-year period, our partners at IntelliChoice gave the 2022 Sorento Hybrid an Average value rating.Kia has a unique product on its hands: a stylish, three-row SUV that's not too big and that provides excellent hybrid fuel economy. But be prepared to sacrifice performance for efficiency. The Sorento Hybrid lacks the wow factor of Kia's other three-row SUV, the Telluride. At the end of the day, the Sorento Hybrid is a solid vehicle, and it would have been hugely impressive just a few years ago, but we now know how much better Kia can do.Looks good! More details?2022 Kia Sorento EX Hybrid Specifications BASE PRICE $37,165 PRICE AS TESTED $37,610 VEHICLE LAYOUT Front-engine/motor, FWD, 6-pass, 4-door SUV ENGINE 1.6L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 177 hp @ 5,500 rpm (gas), 60 hp (elec); 227 hp (comb) TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm (gas), 195 lb-ft (elec); 258 lb-ft (comb) TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4,091 lb (56/44%) WHEELBASE 110.8 in LENGTH x WIDTH x HEIGHT 189.4 x 74.8 x 66.7 in 0-60 MPH 8.4 sec QUARTER MILE 16.4 sec @ 87.2 mph BRAKING, 60-0 MPH 121 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 39/35/37 mpg EPA RANGE (COMB) 665 miles ON SALE Now Show All