Honda's Sports Cars Are Going Electric: Here's What We Know

The Honda Civic isn't just the car that turned one of the largest motorcycle companies into a big-time automaker. It's also the car that lit up the small-car performance movement. Before the Civic, compact cars with satisfying driving dynamics, reliability, and generally not sucking just didn't exist. It helped cement Honda's reputation for affordable, quality vehicles here in America, and the Civic has changed just as much as the sort of people who buy, drive, and modify them have. Now in its eleventh generation and with more than 22 million of them built, the Civic is a mainstay of the auto industry, a top seller in its class, and even carries performance cred thanks to its generations of sporty Si models and—available elsewhere for years but only recently here—hardcore Type R variants. So, let's take a deeper look at one of the longest-running nameplates in automotive history as it turns 50 years old in 2022:

acura mdx Full OverviewWe weren't necessarily thrilled with the 2022 Acura MDX when it launched in January 2021. Acura promised the fourth gen of its hot-selling three-row SUV would offer a "premium performance SUV" experience. Instead, what we got was whatever the opposite of Goldilocks is: The MDX was neither sporty nor luxurious enough to hit its target in the segment. Now, though, the new 2022 Acura MDX Type S manages to fix many of the original 2022 MDX's flaws.What Is the 2022 Acura MDX Type S?With the ouster of the RLX sedan and the sunsetting of the Acura NSX supercar, the new 2022 MDX Type S is the latest flagship SUV for Honda's luxury arm. Part of Acura's reborn sporty Type S sub brand (think BMW MSport instead of BMW M), the MDX Type S aims to turn up the wick on the MDX formula by offering more power, a more advanced suspension, and a more engaging experience than other pedestrian MDXs.Whereas the standard MDX is powered by a carryover 290-hp 3.5-liter V-6 (shared with platform mates like the Honda Passport, Pilot, Odyssey, and Ridgeline), the MDX Type S borrows its engine from the 2022 TLX Type S. Designed exclusively for Acura's Type S offerings, the MDX's 3.0-liter turbocharged V-6 produces 355 hp and 354 lb-ft of torque. As is the case in the TLX Type S, the MDX Type S pairs its engine with a 10-speed automatic and Acura's torque-vectoring "Super Handling" all-wheel-drive system. The new engine necessitated minor changes to the MDX Type S' front end, with new sub-radiators located below the headlights, and a larger, more powerful radiator behind the blacked-out grille.Although not directly targeting Audi's RS or BMW's M brands (let alone S and MSport sub brands), Acura went further than just adding engine upgrades in an effort to make the 2022 MDX Type S a more compelling performance SUV. The most notable change is the MDX Type S' new air suspension (an Acura first), backed up by stiffer struts and adaptive dampers. The air suspension stiffens and lowers the MDX's ride height by 0.6 inch in its Sport and new Sport + drive modes, is capable of rising 2.0 inches in the MDX Type S' new Lift mode and offers improved ride quality versus the standard MDX in Normal and Comfort drive modes. Other performance upgrades include a retuned brake-by-wire system featuring four-piston front Brembo brakes, a revised steering rack to increase driving feel, and 21-inch wheels with self-sealing high-performance all-season tires.MDX Type S changes are rounded out by quad exhaust tips, black exterior trim, a new optional 25-speaker ELS Studio 3D audio system, and some new exterior and interior colors.How Does the MDX Type S Drive?Acura's most recent efforts in the space haven't been the most convincing. We panned the standard MDX for its unrefined ride quality, poor braking manners, and lack of steering feel. The TLX Type S didn't fare much better—we called it sloppy and underwhelming.While the MDX Type S won't make Audi SQ7 or even Dodge Durango SRT 392 buyers think twice about their high-performance three-row SUVs, we discovered that Acura has mostly gotten this one right.Unlike the somewhat gutless standard MDX, the new Type S feels quick if not outright fast. The single twin-scroll turbocharger spools up quickly, and peak torque hits at just 1,400 rpm, giving the SUV strong off-the-line shove. The 10-speed automatic does a great job keeping the engine in its powerband in most driving conditions as it shifts smoothly and without hesitation.The MDX Type S' ride and handling balance is superior to the standard MDX, too. When cruising around town, the air suspension dispatches impacts well and without any of the annoying secondary motions we noticed in the standard MDX. Similarly, on-center steering feel and effort was much more confidence-inspiring than in more workaday versions of Acura's three-row crossover.You'll never mistake the MDX Type S for a super SUV on a good back road, but it still held its own better than we expected it to based on previous recent models. Its combination of air springs, adaptive dampers, and torque-vectoring all-wheel drive combined to make the MDX Type S surprisingly competent on the tight, twisting hilly back roads of California's Napa Valley during our first drive. With Sport + mode engaged, the dampers and air springs firm up, and the torque-vectoring system more aggressively routes power rearward and left and right, making the vehicle feel surprisingly well balanced and quick. Body roll is lessened noticeably, and the MDX Type S' ride expertly walks the fine line between firm and flinty. The more aggressive SH-AWD logic really helps get the MDX Type S' nose pointed toward the next corner, too—simply add power mid-corner and hang on as the car claws its way out and down the next straight.Still, the 2022 Acura MDX Type S is not without its faults. Despite supposedly being NSX-inspired, the brake-by-wire logic is nowhere near as good as it is in the mid-engine supercar. While rarely an issue at lower speeds, brake feel is inconsistent whenever you ask for anything more than moderate stopping power. The steering feel still isn't great, either. It's quick yet somehow vague; we suspect a proper set of performance tires would do much to liven up the MDX's nose.Does the MDX Type S Have a Nice Interior?If you've spent any time in lesser versions of the MDX, the MDX Type S' stylish cabin will look quite familiar. Up front, Acura's touchpad infotainment system isn't loved universally, but we appreciate the fact it encourages the driver to keep their eyes up and on the road. The ELS Studio 3D Signature sound system (available only on the MDX Type S Advance) is among the best in the automotive space, rivaling high-dollar systems like the Bentley Bentayga's 22-speaker Naim system. We also really liked the splash of color offered by Acura's Azurite Blue leather upholstery, another feature only available with the Advance Package.As for creature comforts, the front seats are spacious and comfy, especially with the massaging seats engaged. The second row is roomy but rather hard and flat, while the third row is both hard, flat, and best left for children. Despite featuring a second-row bench, third-row access couldn't be easier as the seats flip forward with the press of a button, and the return procedure is light and can be done with one hand.How Much Is the Acura MDX Type S? Is It Worth It?Prices for the 2022 Acura MDX Type S start at $67,745, about $5,000 more than the MDX Advance, the previous range topper. The MDX Type S Advance adds a slew of luxury features, including full leather massaging seats, open-pore wood or metallic trim, unique upholstery options, and the 25-speaker ELS system instead of the standard 16-speaker version. The Advance stickers for $73,095.Acura would like buyers to think of the MDX Type S as a sporty, wallet-friendly alternative to mid-grade luxury models like the Audi Q7 Premium Plus, BMW X5 xDrive40i, Mercedes-Benz GLE450, and Genesis GV80, but a back-to-back comparison test will likely reveal those rear-drive models to be dynamically superior to the MDX Type S. That's also ignoring the fact the even sportier Audi SQ7, BMW X5 M50i, and Mercedes-AMG GLE53 exist and are likely within financial reach of those shopping for a $70,000 performance vehicle.Regardless of how many buyers ultimately plunk down their hard-earned cash on the 2022 Acura MDX Type S, Acura has made it better for all thanks to its commitment to making it sportier than before. The MDX Type S succeeds in becoming the Goldilocks of an otherwise average MDX lineup.Looks good! More details?2022 Acura MDX Type S Specifications BASE PRICE $67,745-$73,095 LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE 3.0L/355-hp/354-lb-ft turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 113.8 in L x W x H 198.4 x 78.7 x 67.1 in 0-60 MPH 5.5 sec (MT est) EPA FUEL ECON CITY/HWY/COMB 17/21/19 mpg EPA RANGE (COMB) 352 miles ON SALE Now Show All

toyota tundra Full OverviewProsModern technologyStandard V-6 twin-turbo engineSpacious, comfortable cabin ConsMiddling material qualityBouncy ride with Bilstein shocksIt took Toyota 14 years to come up with a new Tundra full-size pickup truck, but the wait was worth it. The model has always been known for its value in the segment, and the new model builds on that. The 2022 Toyota Tundra rides on a new platform, boasts dramatic new styling, and has modern technology relevant to today's buyers.Available with new gas-only and hybrid powertrains—both of which are based on a 3.4-liter twin-turbo V-6—the Tundra finally feels like a contemporary truck. It seemingly has the brash looks, features, capability, and assembly quality modern trucks need, but can it hang with the big (three) boys? Is it comparable to an American truck? We drove a Limited model with the Crewmax cab and regular, non-hybrid V-6 to find out.On the RoadThe Tundra is based on the all-new TNGA GA-F platform that also supports the Land Cruiser overseas and the 2022 Lexus LX here in the States, allowing it to deliver a better ride while enhancing its off-road capability. To address the former, though, Toyota ditched the rear leaf springs for coil or air springs, depending on the configuration.Our model came equipped with the TRD Off-Road package, which adds Bilstein shocks to better handle what Mother Earth tosses in your path. On the road, Tundra's ride quality represents a night-and-day difference from before, and it feels more stable and planted overall, including while handling tighter turns. It doesn't feel as polished as a Ram 1500 (which also uses coil springs), but it feels more settled than before. The Bilstein shocks add a bit of a bouncy feel over imperfections, but we're quite impressed by the new Tundra's comportment. The steering isn't as precise as the best domestic American trucks', but it's nicely weighted and not sloppy, which makes highway drives a snap.Also impressive is that 3.4-liter twin-turbo V-6, which delivers 389 horsepower and 479 lb-ft of torque, enough to scoot this big boy to 60 mph in 6.2 seconds in our testing. Crossing the quarter-mile mark took the Tundra 14.7 seconds, at which point it was going 95.3 mph, a decent showing considering its 5,820-pound curb weight.Compared to a 2021 Ford F-150 XLT with the 3.5-liter twin-turbo EcoBoost V-6 engine, the Tundra is slower: The F-150 got to 60 mph in 5.3 seconds, and it completed the quarter-mile run in 13.9 seconds at 99.9 mph. The biggest difference between these two is the weight—the Ford's aluminum chassis cuts its weight down to 5,345 pounds, giving it an advantage at the track.The Tundra's transmission is programmed well, downshifting crisply when called upon, and upshifts are executed smoothly. While the engine feels well suited for the Tundra in terms of power and punchiness, it tends to deliver its force in gobs. On a couple of occasions, the rear wheels broke loose when accelerating from a stop even though the pedal was nowhere close to the floor; we wish the delivery was a bit more linear. But the power-to-weight ratio feels adequate for a big truck like this, and depending on which drive mode is activated, there's a growl almost as pleasing as the old V-8's.It was clear Toyota needed to modernize the Tundra to keep up with the segment, and the 2022 model is a big advancement. The Tundra feels more modern than before and puts up a good fight against the big three. It may not ride as well as the Ram (we aim to test a Toyota without the Bilsteins soon), but it's certainly relevant again, and worthy of cross-shopping if you're not beholden to a brand.Inside the Tundra's InteriorWhile the Limited trim sits at the middle of the lineup, it still feels richly appointed in terms of features. Enter the cabin, and you'll first notice the massive, 14.0-inch touchscreen that takes up virtually all the space in the middle of the dash. The screen comes standard with the Limited, and the new infotainment system has sharp graphics and the fast responses you're used to from your smartphone. We spent most of our time driving with Apple CarPlay active, and we applaud Toyota for allowing it to take over the entire screen, which makes Google Maps or Apple Maps really simple to read.The HVAC controls are laid out below the display as sort of piano keys—a nice detail that looks premium. While the cabin isn't as attractive to our eyes as, say, the Ram's, Toyota's designers did add characterful touches like the big, boxy air vents, and the center stack offers useful cubbies so you can stash stuff while leaving the cupholders free. A huge bin between the front seats can store large items like purses, laptops, and such. In general, storage space is plentiful.An area where we'd have liked to see additional improvement is in the quality of materials. The plastics on the door panels already feel dated, as they are hard and cheap. Some plastics have sharp edges, too. On the other hand, the leatherette on the seats feels nice enough for something carrying a $60,188 price tag.The rear accommodations are quite spacious, with the seatback reclined at an angle that should make long trips easier for passengers. Those seated back there also get two USB ports (one type A, one type C) and air vents, but we're a bit surprised to see a significant drivetrain bump in the floor. While it may not interfere with middle riders' feet because it's wide, it does make placing long items on the floor inconvenient. Should I Buy a New Tundra?The 2022 Toyota Tundra offers a better, up-to-date experience, and it does a lot of things well—well enough to, yes, deserve a seat at the big boy table. There are areas that can still be improved, but the thorough overhaul resulted in a much better truck. Plus, its long list of standard equipment—like the 3.4-liter V-6 twin-turbo engine and Toyota Safety Sense 2.5, which adds a bunch of safety technologies at no extra cost—gives it an advantage over the competition.It's unlikely to outsell any of the full-size half-ton trucks from Detroit, but the 2022 Tundra deserves a look.Looks good! More details?2022 Toyota Tundra Limited TRD Off-Road 4x4 Specifications BASE PRICE $56,680 PRICE AS TESTED $60,188 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.4L Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6 POWER (SAE NET) 389 hp @ 5,200 rpm TORQUE (SAE NET) 479 lb-ft @ 2,400 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 5,820 lb (57/43%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.6 x 80.2 x 78.0 in 0-60 MPH 6.2 sec QUARTER MILE 14.7 sec @ 95.3 mph BRAKING, 60-0 MPH 135 ft LATERAL ACCELERATION 0.72 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.59 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/22/19 mpg EPA RANGE, COMB 612 mi ON SALE Now Show All