2023 Porsche 911 GT3 RS's Aero Is So Extreme, Even the Suspension Has Wings

VinFast, a fresh startup automaker hailing from Vietnam, is almost ready to start selling vehicles in the U.S. The company announced back in November that it will start U.S. operations with two electric SUVs, and this week used the CES event in Las Vegas to reveal three other electric SUVs, although it isn't yet known whether those also will make it to America.Le Thi Thu Thuy, Global CEO of VinFast, also announced in Las Vegas that her company plans to retire the internal combustion engine (ICE) by the end of this year, focusing all its resources on electric vehicles. Currently, VinFast sells electric and ICE vehicles in Vietnam. The move also caused the company to start a new nomenclature for its vehicles. The VF e35 and VF e36, the two electric SUVs shown at the Los Angeles auto show in November, are dropping their "e" signifiers and are now simply the VF 8 (a two-row midsize SUV) and VF 9  (three-row full-size crossover).While there is no set date for VinFast to start operations in the U.S., the company expects to start selling its vehicles by the end of 2022 and has already announced plans to build a U.S. factory to manufacture batteries (though its location isn't set yet).So, what are the two products VinFast will enter the U.S. market with?VF 8Starting at $41,000, the VF 8 is a five-passenger midsize SUV that's about the size of a Ford Edge. Its styling is sharp, with a wing-like running light that cuts across the nose giving the VF 8 a visually wider stance. Its grille-less front quickly gives away that it's an EV, while its split headlights lend it an upscale look.Details are very scarce, but VinFast says it will deliver 402 hp and 472 lb-ft of torque with a 316-mile range. That last number is based on the European Emission Test Cycle, which means the EPA will rank it well below that. Still, that should be competitive with today's electric crossovers, should the battery deliver. Acceleration to 60 mph will be in the mid-five second range, according to the automaker. No word on the battery or electric motor specs or charging times.VF 9The full-size SUV can transport between six and seven passengers and shares the same powertrain numbers as the VF 8, except it can travel 422 miles and it can get to 60 mph in approximately 6.5 seconds—a hint that it probably has a bigger battery.Like many full-size SUVs, the VF 9 wears boxier styling, but we're particularly thrown off by its C-pillar, as it tries to connect the windows instead of setting them apart. Like the VF 8, the front of the VF 9 has that wing-like daytime running lamp that lights up to give the SUV a futuristic look, but unlike its younger sibling, its headlights are one piece. The air vents on the front fascia help with aerodynamics and cool down the brakes.Both SUVs share a clean interior, with a large screen on the dashboard similar to other EV startups like Tesla or Rivian, and there is no other screen or instrument cluster is in front of the driver. The cars on display at CES were locked, so we can't comment on the cabins' material quality or interior space. The jet-inspired push-button shifter is well integrated into the center console.Although former GM designer David Lyon has been supporting VinFast since 2017, the startup partnered with Pininfarina design studio to craft its models. And, well, we're happy with the way they came out.There are still many questions up in the air. VinFast is talking about a battery lease program where the owner would have to pay a monthly fee to use the battery, but hasn't given details about how that will work, or how much it will cost. The CEO did say that the company will replace the battery for free if its capacity drops below 72 percent and maintenance is included with the monthly fee.How will VinFast sell cars in the U.S? When will it start operations? What are the details underneath the SUVs? Those are all questions still unanswered, though the company is excited to enter the market at some point this year. To get U.S. customers hooked, VinFast is introducing a voucher program to go along the reservations. With a $200 deposit, the customer can get a $3,000 voucher for the VF 8 and a $5,000 voucher for the VF 9, along with an NFT and blockchain technology.We hope to have more answers soon, but in the meantime, you might want to consider getting into the voucher program. The $200 are refundable should you change your mind.

honda hr-v Full OverviewProsHigh-quality interiorSpacious cabin for a small SUVStandard active safety tech ConsSlow, even for an entry-level SUVSmall 7.0-inch touchscreen on two of three trimsLess efficient than beforeTime for some crazy talk: The redesigned 2023 Honda HR-V might soon be the company's only SUV with an MSRP comfortably less than $30,000. That's not big news for car enthusiasts, but buyers not aware of the new 2023 Honda CR-V's upmarket move are in for a surprise. Suddenly, price-conscious CR-V intenders will be kicking tires on the more affordable HR-V, which takes on a more important role in Honda's SUV lineup. Those buyers will find in the 2023 Honda HR-V a refined ride with influences from the excellent Civic as well as from the outgoing HR-V—the latter not quite in the way we'd like.0-60-MPH Acceleration Versus Its RivalsAt MotorTrend, we track-test cars—even small SUVs like the 2023 Honda HR-V—so we can establish how each vehicle's performance compares to the competition. And in this Honda's case, it's not a great story.Every new HR-V is powered by a 158-hp naturally aspirated 2.0-liter I-4 good for 138 lb-ft of torque. Those numbers match the latest Civic, which uses the same engine. As you'd expect, the engine sweats less with the front-wheel-drive Civic sedan, which is hundreds of pounds lighter than our 2023 HR-V EX-L test SUV with more features and all-wheel drive.OK, so let's compare the new HR-V's 9.8-second 0-60-mph time to vehicles its own size. A 2022 Toyota Corolla Cross XLE AWD is nearly a half-second quicker (9.3 seconds), while a Subaru Crosstrek with a 2.5-liter engine is a startling 2.0 seconds quicker. As if that isn't enough, the AWD Subaru is also more efficient. Even against the last-gen HR-V, the new model comes up short; a 2019 HR-V Sport AWD we tested reached 60 mph in 9.6 seconds.Behind the wheel, the HR-V feels slow, but you can still execute highway passes as long as you plan them out a bit. That type of compromise used to be a given in this segment, but that's no longer the case. The Kia Seltos, Subaru Crosstrek, and a couple other competitors won't feel quite as slow as the HR-V. It's not the end of the world, and it won't be the top priority for most buyers, but it's worth noting. This engine doesn't show much power until it revs past 4,000 rpm.Braking and HandlingThe 2023 Honda HR-V doesn't gain competitive ground in 60-0-mph panic-braking, either. Or, rather, it covers more ground than its competitors. A distance of 125 feet is fine for a small SUV like this one, but so is 120 feet (the Corolla Cross), 114-124 feet (two Crosstreks we've tested), or 114 feet (a 2019 HR-V). Clearly, this Honda isn't a numbers car, but at the test track we found brake-pedal feel to be fine for a daily driver. The brakes also remained trustworthy and consistent across our figure-eight testing, being both effective and predictable.On the figure-eight course—a MotorTrend evaluation that assesses acceleration, handling, braking, and the transitions in between—the 2023 HR-V finished in 28.5 seconds at 0.56 g (average), placing it behind the most recent Subaru Crosstreks, and the Toyota Corolla Cross and Kia Seltos Turbos we tested. The steering felt a little heavy but was precise. The engine displayed merely adequate power, and made lots of noise.The new HR-V's story improves away from the track. Its continuously variable transmission feels well-tuned around town and on the highway, delivering smoother performance than any conventional or dual-clutch automatic ever could. The suspension is well-damped for a small and inexpensive SUV, too. In other words, put up with the mild acceleration and there's a payoff in the general feeling of solidity you don't get with all of the HR-V's rivals.Ups and DownsHonda backs up that feeling with an interior sprinkled with surprising and delightful touches. There's soft material on the side of the center console (perfect for resting your leg against during a long red light), and you get the honeycomb dash-trim design we've seen on the Civic and CR-V. That real metal trim disguises air vents and separates two physical knobs on top to control the audio system (volume and tuning), as well as three knobs below for the HVAC system. A small open storage area can hold your keys, and the back seat is spacious for such a small SUV.You simply don't get these touches on every HR-V competitor. Where many of them make up ground is digital screen-space. The 2023 HR-V LX and Sport trims come standard with a 7.0-inch touchscreen—smaller than what you can get elsewhere; a larger 9.0-inch unit comes on the top EX-L trim. Apple CarPlay and Android Auto are standard across the line, but we'd welcome a bigger screen or one tilted a bit toward the driver on the lower two trims. By the way, we asked Honda whether it expects any feature omissions due to parts shortages affecting the industry, and the automaker said all HR-Vs should have "the full features and functions listed for each trim level." Great.The entry-level SUV segment is much larger than it was when the first-generation HR-V arrived, which helps put the Honda's pros and cons into perspective. With fuel economy and driving range, for example, it doesn't quite keep up with our chosen competitive set. An EPA-rated 26 city/32 highway mpg with FWD and 25/30 with AWD is not bad on its own, but it's inferior to the 2022 Toyota Corolla Cross—31/33 mpg with FWD and 29/32 with AWD—and the AWD-only Subaru Crosstrek. For the 2023 model year, the Subaru comes in at 28/33 mpg with its standard 2.0-liter engine and 27/34 with the 2.5-liter unit.The Subaru also holds a huge advantage compared to the Honda in combined city/highway driving range; you'll travel about 100 miles farther in either automatic-transmission Crosstrek than you will in the Honda.The TakeawayThe Honda HR-V remains a good choice in its second generation. But with its physical growth, the new 2023 model is slower and less efficient than a couple key competitors. The former isn't a huge deal for an entry-level SUV, but if you don't need to make that compromise, why should you? In the HR-V's case, it would be because of the trust some have in the Honda name and because the SUV drives well. The Civic-based platform means the 2023 Honda HR-V feels good on the road before you even consider its spacious interior. Standard Honda Sensing safety tech and good anticipated safety-test results should also provide buyers with confidence.Honda loyalists should also appreciate the new interior design and improved HVAC system, but cross-shoppers will want to consider what they really want from an inexpensive SUV. The Kia Seltos is spacious and much quicker, but it lacks a five-star overall safety rating from NHTSA. Subaru's popular Crosstrek offers standard AWD, better efficiency, and a good driving experience, but doesn't look like a traditional SUV.Especially in LX and Sport trims, the 2023 Honda HR-V represents the brand well enough in this crowded space. For the rare customer seeking a loaded HR-V EX-L, however, we suggest giving a closer look to the competition, and especially the new 2023 CR-V.Looks good! More details?2023 Honda HR-V AWD (EX-L) Specifications BASE PRICE $30,195 PRICE AS TESTED $30,590 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L port-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 6,500 rpm TORQUE (SAE NET) 138 lb-ft @ 4,200 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,271 lb (58/42%) WHEELBASE 104.5 in LENGTH x WIDTH x HEIGHT 179.8 x 72.4 x 63.4 in 0-60 MPH 9.8 sec QUARTER MILE 17.5 sec @ 83.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.56 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/30/27 mpg EPA RANGE, COMB 378 miles (est) ON SALE Now Show All

No filter. That's the best way to describe what it's like to drive the Morgan Super 3. In most modern vehicles, from a Porsche 911 GT3 to a Tesla Model 3 to a Ford F-150, you're protected by an invisible electronic army, digital shape shifters that seem to warp the laws of physics, changing not just your perception of the road, but also of your talent behind the wheel.Not in the Morgan Super 3. Driving the Super 3 is, essentially, driving the way it used to be, before stability control and lane keep assist and adaptive cruise control established their guardrails of ones and zeros, when the wind streamed through your hair and your elbows stuck out over the bodywork as you wrestled with the steering wheel through turns. It's raw, and it's real.Make the perfect heel-and-toe downshift in the Morgan Super 3, carve the perfect corner, and you know it's all down to you. Make a mistake, and you own it. No filter. And that's what makes the Morgan Super 3 such an irresistible little sports car.The three-wheeled Super 3 takes Morgan back to its roots. The first car this eccentric English automaker built 113 years ago was a three-wheeler, a single driven wheel at the back, and two up front for better steering and stability. Indeed, Morgan built nothing but three-wheelers until 1936 and didn't end full-time production of three-wheeled cars until 1952.The three-wheeler concept was revived in 2012 with the determinedly retro Three-Wheeler, which was powered by an air-cooled, American-made S&S V-twin motorcycle engine mounted transversely across the nose of the car, echoing the powertrain format and layout of Morgan three-wheelers built until 1939.The Super 3 might channel Morgan's origins, but it's anything but a retro car. Look past the number of wheels and lack of electronic frippery, and the rest of it is a thoroughly modern machine.The chassis is a superformed aluminum monocoque, Morgan's first ever. Bolted to the front of it is a large cast aluminum structure that cradles the engine and provides all the pickup points for the multilink front suspension. The single rear wheel is located by a twin-beam swingarm with coil-over shocks on either side, and the beetle-backed bodywork enveloping it is, yes, also superformed aluminum.The floorpan is a non-structural aluminium piece that allows for future powertrain upgrades, including full electric drive.Speaking of drive, the Super 3 rekindles a relationship with Ford Motor Company and Morgan three-wheelers dating back to the F-Series Three-Wheeler built between 1933 and 1952 that was powered by Ford side-valve engines. Under the stubby hood of the Super 3 is a naturally aspirated version of Ford's light and compact 1.5-liter, three-cylinder Dragon engine, used in turbocharged form in the Ford Bronco Sport, as well as the European-spec Ford Focus and Fiesta hatchbacks.The Ford engine drives the Super 3's single rear wheel through a Mazda Miata five-speed manual transmission connected to a bevel box and carbon-fiber-reinforced drive belt. The engine produces 118 hp at 6,500 rpm and 110 lb-ft of torque at 4,500 rpm, which makes the Morgan Super 3 the second-least-powerful car we've driven since the 89-hp Smart ForTwo. (The other car? The 2020 Toyota Yaris XLE, which pumps out 106 hp.) None holds a feeble candle in the wind to Mitsubishi's Mirage, the least powerful new car for sale in America today, which is equipped with a 78-hp 1.2-liter triple.But the headline output numbers don't tell the full story. Because the Morgan weighs little more than 1,400 pounds, those modest outputs deliver spritely performance. The company claims the Super 3 will scoot to 60 mph in about 7.0 seconds and hit a top speed of 130 mph.It feels much faster. That's because the Morgan Super 3 delivers such an elemental, visceral, almost heroic driving experience. It rides so low, you can simply reach over the side and touch the tarmac with your fingertips. It has no roof, no doors, and only vestigial aero screens to keep the bugs out of your teeth.You see the front wheels shimmy and shake and swivel and feel the feedback through the non-assisted steering. You sense millimetric lateral motions through your butt as the single rear tire rides the bumps and cambers the front wheels straddle.The little Ford triple pulls smoothly from low revs, but it really starts percolating from about 3,000 rpm and spins happily to 6,900 rpm, emitting a throaty bark from the optional sport exhaust that exits just past your right ear. The Mazda five-speed transmission is as snickety-snick quick and crisp through the ratios as ever, and the bottom-hinged pedals are beautifully weighted and aligned, perfect dancing partners for your feet.There's a lovely economy about the Morgan Super 3's controls, from the quick throw of the shifter and the short arc of the clutch pedal to the meaty feel of the brake pedal and the lively throttle response. The expressive steering initially feels low geared even though it's only 2.5 turns lock-to-lock. It's then you realize the Super 3 doesn't have a particularly tight turning circle—no bad thing when there are only three wheels on your wagon.It feels a little odd to drive quickly at first, the Morgan Super 3. But you quickly learn that's all part of the three-wheeler experience. The default handling mode is mild understeer, the bespoke, vintage-profile 130/90 Avon Speedmaster tires on the modernist 20-inch alloy wheels hardly offering the footprint to promote instant turn-in responsenor overcome the thrust from the rear wheel.That said, the Super 3 is unlike any four-wheel car when you do get on the power. You don't get the same sensations of roll and squat across the rear axle as you do in a four-wheel car because, obviously, there isn't one. Also, there's no differential, so the drive you do get is instant and unfettered. Get aggressive with the throttle, and you can easily spin up the rear wheel in slower corners—the 15-inch rim is shod with a 195/65 all-season tire—and the Super 3's tail will swing wide, but it all happens progressively.What's so bewitching about the Morgan Super 3 is that from 40 mph to 70 mph on any winding two-lane, you're totally engaged with the art and science of driving. It's a sports car, in the truest sense of the term.Yes, it's minimalist, but cleverly so. You learn to step over the side of the cockpit and brace your feet on an aluminum crossbar in front of the seat before sliding down behind the reach and rake steering wheel. The fixed seats are surprisingly comfortable, and the adjustable pedal box means even those over 6 feet can get comfortable behind the wheel.The interior has been designed to cope with the elements. The seats can be trimmed in water-resistant leather or a vegan technical fabric that's 100 percent waterproof and can be cleaned with bleach. The digital instruments, housed in cast aluminum pods at the center of the dash, along with all the switchgear, will withstand a quick blast from a jet wash.The rectangular "barge boards" along the side of the car that manage the airflow through the cooling radiators on either side of the engine can be fitted with a patented clip system—Morgan's first ever patent—that allows specially designed hard cases, waterproofed soft bags, or racks to be attached to them. The clips, and the hardware that attaches to them, will carry up to 44 pounds. A CNC-machined luggage rack that sits atop the Super 3's bug-tail is also available as an option.We can't buy any of the current four-wheeled Morgans in the U.S. The Super 3, however, is being homologated for sale here, and the first cars are scheduled to arrive stateside in January 2023, priced from $54,000 plus destination and taxes.That sounds pricey when you consider you can buy a well-specified Mazda Miata or one of the Toyota GR86/Subaru BRZ twins for under $40,000, cars that are more practical, sensible daily drivers. But the Morgan Super 3 doesn't play in that territory; it's a sports car that can steal the limelight from noisy, mega-horsepower supercars that are only marginally more practical, can't legally be driven any faster, and cost a whole lot more money.Ferraris and Lambos and Porsches are dime a dozen in places like Beverly Hills and South Beach and Houston and Long Island. But a Morgan Super 3? Now that'll turn heads.2023 Morgan Super 3 Specifications PRICE $55,500 (MT est) LAYOUT Front-engine, RWD, 2-pass, 0-door roadster ENGINE 1.5L/118-hp/110-lb-ft DOHC 12-valve I-3 TRANSMISSION 5-speed manual CURB WEIGHT 1430lb (MT est) WHEELBASE 99.7in L x W x H 141.0 x 72.8 x 44.6 in 0-60 MPH 7.0 sec (mfr) EPA FUEL ECON, CITY/HWY/COMB Not yet rated EPA RANGE (COMB) N/A ON SALE Now Show All