2023 Honda Accord: Everything We Know About the Next Generation

A member on the Bronco6G forum noticed something a little funny recently: The 2022 Ford Bronco configurator no longer features the image of the base level Bronco, and the entry-level model is no longer selectable at all. We took a look for ourselves and found that, indeed, the base Broncos are gone and only the price and wording remains above a grayed-out "image missing" graphic. That same Bronco6G forum poster also mentions that a user's local dealer explained their reasoning behind the move.Is There A Replacement?As it seems that Ford has removed the base Bronco from its configurator, we have yet to hear of any official new entry-level trim for the popular SUV. The post was made on January 11, 2022 and the last webpage crawl from the Internet Archive was back on November 19, 2021. We don't know when this was changed and how long it's actually been this way, though if you mess with the Ford website's url to force it to show the 2021 Bronco configurator, the base Bronco tile appears normally and you can build one. It could be that ongoing supply chain issues (and hardtop problems) are impacting the base-level 2022-model-year Bronco, so Ford is putting the kibosh on ordering one (it wouldn't be the first such limit or delay Ford has levied on Bronco intenders).At the time of this writing we have yet to get official word from Ford on the reason the Base model is gone. Either way, the blanked-out base Bronco leaves the two-door Bronco Big Bend version as the new price leader—though for 2022 it starts at $35,280, a far cry from the $30,795 listed for the two-door base version.A Dealer RumorHowever, the rumor mill is picking up where the base Bronco's faint scent trails off. On that same forum post, a member mentions talking to their local dealer about the loss and what was coming. (Again, we have no official word from Ford to verify this and so it should be taken with a grain of salt.) The explanation is that dealers were having trouble with selling the base Bronco for a profit versus other trims and weren't ordering as many.We find that somewhat hard to believe, given the popularity of the Bronco and the stories of people who were willing to fork over cash for one—any Bronco at all, really. Ford does not release monthly sales figures nor do they break down trims in their quarterly figures, so the base Bronco's fate at the hands of dealer ordering preferences or customer preferences are a mystery.A First-Gen Call Back?One interesting theory, on the other hand, was a mention of a "Heritage Edition" to replace the base model. It was described to a forum member as a standard Bronco with a white roof, calling back to the original, first generation Bronco. Given Ford's history of playing up its historic models, we can't say that isn't too far fetched. Again, we must stress that we have reached out to Ford for confirmation on all of this—the loss of the base model and the introduction of a Heritage model—and, as of press time, Ford has not responded to our questions. So don't rush to conclusions until we're able to confirm from Ford any of it is true. If or when we do hear back, we'll update this story.

ferrari 296-gtb Full OverviewYes, it's a plug-in hybrid with a turbocharged V-6 engine. But the only people who are going to hate on the 20232 Ferrari 296 GTB, who will loudly proclaim it a betrayal of all that's holy at the house of the Prancing Horse, are those who will never get the chance to drive one. Because if they did drive one, they'd know: The 296 GTB is one of the greatest mid-engine Ferrari sports cars ever built.It certainly looks the part, being beautifully proportioned and surfaced, with subtle homages to the mid-engine 250LM from the 1960s, including the voluptuous rear haunches and a vertical rear screen shrouded by flying buttresses extending from the B-pillar "bridge" that arcs over the rear of the roof. All in all, the 296 GTB is one of the most compact and athletic sports cars from Maranello in some time.As on the front-engine Roma, the 296 GTB's rear lights eschew Ferrari's traditional round format—a move that took a lot of selling from the in-house design team, says exterior designer Carlo Palazzini. The large central exhaust outlet adds visual—and aural—drama. The only active piece of aerodynamic hardware, a vertical spoiler that deploys at speed or under braking, has been ingeniously packaged to slide out from between the lights.But, but … a turbocharged six-cylinder hybrid powertrain? Seriously? That's quite a step down the charisma index from the yowling, naturally aspirated V-8s and V-12s that made Ferrari famous. But let's be clear: Although the 296 GTB might be the first six-cylinder Ferrari road car in history—the gorgeous little Dino 206s and 246s built between 1967 and 1974 don't count, says Maranello, because they were never sold as Ferraris—it doesn't sound like a six-cylinder car.And it certainly doesn't go like a six-cylinder car.About That EngineCodenamed F163, the compact twin-turbo 2.9-liter V-6 at the heart of the 296 GTB's powertrain features a wide-angle 120-degree vee, with the fast-responding counter-rotating turbochargers mounted in the vee and the intakes on the outside of the cylinder heads. The wide-angle vee not only lowers the center of gravity by reducing the height between the tops of the cylinder heads and the forged crankshaft, but it also gives the engine a symmetrical firing order.As a result, the F163 spins smoothly to the 8,500-rpm rev limiter while generating similar third-order harmonics to that of a V-12, which Ferrari engineers have amplified into the cockpit via its patented "hot-tube" system, which takes sound from the exhaust before the hot gases hit the catalytic converters. And it really does sound like a V-12. One full-throttle run is all you need to understand why Ferrari engineers took to calling the F163 the "piccolo V-12" during its development.The 296 GTB is also Ferrari's first rear-drive-only PHEV, with an electric motor/generator, dubbed the MGU-K by Ferrari in a nod to its F1 hybrid technology, sandwiched between the V-6's block and the compact new eight-speed dual-clutch transmission. An evolution of the e-motor used in the SF90, the 296 GTB's MGU-K develops 165 horsepower and maximum torque of 232 lb-ft, a 20 percent improvement.The MGU-K can drive the 296 GTB up to 15 miles on pure electric power, drawing from a 7.45-kWh battery pack that stretches across the car between the cockpit and the engine. But its main job is to provide torque fill at low revs and to boost power at higher revs. On its own, the F163 makes 654 horsepower, a specific output of 219 hp per liter that is a new record for a production-car internal combustion engine. With the MGU-K lending a helping hand, the 296 GTB's powertrain punches out a mighty 818 horsepower at 8,000 rpm and 546 lb-ft of torque at 6,250 rpm.The interaction between the internal combustion engine and the MGU-K has been carefully tuned to ensure the powertrain delivers the soaring surge of acceleration, right to the redline, that is the hallmark of the finest naturally aspirated 12-cylinder Ferrari engines. The e-motor's instant-on torque output is adjusted for each gear to keep the delivery as linear as possible. "We are not using all the powertrain at the lower end yet," confirms Ferrari test and development driver Raffaele de Simone. "The car can do more."What This Ferrari Can Do NowFerrari says the 296 GTB will sprint from 0 to 60 mph in less than 2.9 seconds, and to 124 mph in 7.3 seconds on the way to a top speed of more than 205 mph. But those numbers don't even begin to describe the extraordinary strength and flexibility of its powertrain. So, chew on this: In sixth gear, the 296 GTB pulls cleanly and strongly from 1,400 rpm—about 30 mph—to … well, we don't exactly know because we ran out of road at 146 mph, the revs still rising.A quick back-of-the-envelope calculation suggests the Ferrari had another 25 mph to go before the engine reached its 8,000-rpm power peak. That's a working speed range of more than 140 mph. In a single gear.Such flexibility means, although the eight-speed transmission's ratios are beautifully spaced, you don't have to be in precisely the right gear to get the 296 GTB to punch hard out of corners. There's torque and there's power, whenever you need it. But it's not just the powertrain that will leave you gasping. The 296 GTB's chassis is every bit as accomplished, too.The 296 GTB's 102.4-inch wheelbase is the shortest in the current Ferrari lineup, and the compact dimensions were deliberately chosen to deliver maximum agility. The new EPS system—the first used on a rear-drive Ferrari—has half the compliance of the previously used hydraulic systems, improving steering response, and learnings from the EPS-equipped SF90 have enabled Ferrari to carefully tune it to filter unwanted road shock while retaining maximum feel and feedback.Supremely FocusedHelping the rear axle support the fast-reacting front end are specially developed 305/35 ZR20 Michelin tires—Pilot Sport 4S in standard spec, or the Pilot Sport Cup 2R, which comes with the optional, track-focused Assetto Fiorano package. Whereas most recent mid-engine Ferraris have had a 30 percent aspect ratio rear tire, the taller sidewall of the 296 GTB's tires help smoothly ramp the initial load response into the rear suspension, says de Simone.It's not just geometry that makes this Ferrari feel preternaturally alert yet supremely composed, however; Maranello has delved deep into the electronic dark arts to give the chassis the dynamic range to exploit that extraordinary powertrain.Underpinning the chassis hardware is the latest version of Ferrari's superb Side Slip Control (SSC) system. Unlike most stability control systems, SSC is not interventionist but expansionist, using its vast array of sensors and actuators not to tell the driver off when they make a mistake, but to help them achieve what they're trying to do. Each iteration of SSC, which made its debut on the 458 Speciale in 2013, has been better, more seamless than the last. The 296 GTB's version helps you brake like one of Ferrari's F1 aces.The 296 GTB's 15.7-inch front and 14.2-inch rear carbon-ceramic rotors are modulated by a sophisticated brake-by-wire system and next-generation ABS that allows precise control of the braking efforts at each individual wheel; so precise, in fact, it will allow you to keep your foot hard on the brake pedal all the way into the apex of the corner while it works with all the other systems to ensure the car stays on the line you want.Think of it as a trail-braking aid. It doesn't rewrite the laws of physics, but it'll have ol' Isaac Newton scratching his head as the Ferrari barrels deep into corners with your foot hard on the brake pedal, tracking true right to the apex. It's at this point where you may have to adjust your driving style slightly to make the most of the 296 GTB: Get too ambitious with the throttle before you've begun to open the steering, and the front end will push slightly, such is the enormous traction from the rear.It's so fast, so agile, this Ferrari. And yet everything happens with such sublime control and communication, precision and predictability, it creates time for the driver to analyze and adjust its every move. Old-school purists might be wringing their hands over the fact it's a plug-in hybrid with a six-cylinder engine, but the Ferrari 296 GTB makes you feel like a driving god. It's utterly brilliant.The familiar manettino switch on the right side of the steering wheel controls the 296 GTB's dynamic systems. On the left is a touch-panel e-manettino that controls the powertrain modes.There is an eDrive mode that allows pure EV driving at speeds up to 84 mph. Performance mode ensures the V-6 is always kept running to make sure the battery is always fully charged. Qualifying mode—yes, that's what it's called—cuts the amount of time spent recharging the battery to always ensure the maximum powertrain output.Default start mode is Hybrid, in which the car rolls on pure electric power as far as possible before the engine fires up with—at least for the first time—a disconcerting bellow that lasts until the catalytic converters have warmed up. The system then mixes and matches ICE and e-power to achieve the best combination of efficiency and performance, though whenever the V-6 is running, the powertrain is ready to produce maximum power and torque on demand.The Home Stretch The transitions between e-motor and ICE are smooth and seamless. This is a Ferrari you could happily drive every day, even if you're just mooching through slow-moving traffic. The digital cockpit offers all the graphic pizzazz and high-tech connectivity you expect in a modern luxury automobile, and the "bumpy road" function, accessed by pressing the switch on the analog manettino, smooths the ride when the tarmac gets rough. The 296 GTB is available with Ferrari's seven-year maintenance package, and service intervals are set at yearly intervals or every 12,500 miles.Those who want a 296 GTB with a little more edge can order the Assetto Fiorano package, which includes Multimatic shocks optimized for track use, a revised aero setup that adds 22 pounds of downforce on the front axle, and lightweight components that reduce the car's overall weight by 33 pounds. Those seeking the ultimate weight saving can order the optional carbon-fiber wheels, which trim a further 70 (unsprung and rotational-inertia-inducing) pounds from the car.The 296 GTB is the product of a coolly confident Ferrari at the top of its game; a Ferrari that's not afraid to embrace cutting edge, even controversial, technologies to create the best-performing, best-handling, best-driving sports cars it knows how to build; a Ferrari that fully understands the potent market power of its traditions, its myths, and its legends but is at last refusing to have its cars trapped by them.The first cars are scheduled to arrive in the U.S. in the third quarter of this year, with an MSRP of $317,986.Looks good! More details?2022 FERRARI 296GTB Specifications PRICE $317,986 LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 2.9L/654-hp/546-lb-ft twin-turbo direct-injected V-6 plus 165-hp/232-lb-ft permanent-magnet electric motor, 818-hp/546-lb-ft  (comb) TRANSMISSION 8-speed twin-clutch auto CURB WEIGHT 3,500lb (est) WHEELBASE 102.4 in L x W x H 179.7 x 77.1 x 46.7 in 0-62 MPH 2.9 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated EPA RANGE, COMB Not yet rated ON SALE Fall 2022 Show All

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.