Lamborghini Huracán STO PVOTY Review: STO-M-G This Thing Is Insane

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.

cadillac ct5 Full OverviewCadillac's story in the two decades since the year 2000 has been one of chasing dreams. It went on a search for Art and Science. It traveled east to New York to find brand cachet and score modeling gigs. Like every carmaker, it pivoted wildly to crossovers and SUVs. Then along came EVs and the pledge that every Cadillac would soon be all-electric, all the time.Then there was V, the attempt to out-German the Germans at sport sedans. Like many of Cadillac's efforts in the past 20 years, it didn't quite pan out. But man, did the company ever get close, and the 2022 Cadillac CT5-V Blackwing is the proverbial going-out-with-a-bang car that should reverberate as one of the greatest American sport sedans of all time 20 years from now.The powertrain numbers are the pinnacle of Cadillac's gas-only power and performance: 668 hp and 659 lb-ft of torque from a 6.2-liter supercharged, direct-injected V-8. The engine itself is one of the last of the venerable LTs from GM's murderer's row of V-8s—the LT4. You get your choice of transmissions to pair with this aluminum-cast monster: an available 10-speed automatic or the standard Tremec six-speed manual.How Well Does the CT5-V Perform?For our instrumented test runs, we scored a manual-equipped version of the 2022 Cadillac CT5-V Blackwing. It also came with one significant performance upgrade, Cadillac's optional carbon-ceramic front and rear brake package ($9,000). Though our test team experienced some issues launching the car from a stop, the CT5-V (eventually) performed about as expected.In fact, our number from 0-60 mph mirrored what Cadillac called out in its own estimates, a 3.6-second run. But it didn't exactly come easy. We found it incredibly tricky to get the CT5-V to hook up, despite following Cadillac's extensive launch instructions, including bleeding the tires down to 35 psi, which helped.Our most experienced tester, road test editor Chris Walton, also had his hands full with getting the CT5-V to launch correctly and channeling the car's prodigious power to the pavement. It ultimately thundered its way to a best quarter-mile time of 11.5 seconds at 127.5 mph."I, too, struggled with the launch on this car," Walton said. "It's one of those 'you can't go to wide-open throttle until the very top of first gear or you roast the rear tires.' I tried automatic launch control first, then started tweaking the launch rpm and tire-slip knobs. After failures and some successes, I found one that worked on our testing surface: 4,000 rpm with 10 percent slip, which goes against logic, but it worked."The brakes were also a bone of contention with the test team. We recorded 102 feet to stop from 60 mph—a more than respectable number, especially considering the CT5-V Blackwing's 4,067-pound curb weight—but Walton wasn't exactly enamored with what he found when he pressed the slow pedal. "The brakes are OK," he said. "The pedal feels unnecessarily firm, making it difficult to modulate on the release into the skidpad." That said, the team reported that the carbon units held up well after repeated whoa downs from triple-digit speeds.Dynamic Numbers Are DynamicWe also had some trouble getting things totally sorted on the skidpad, but the 2022 Cadillac CT5-V Blackwing still put up some super numbers in the lateral-g and figure-eight departments, helped in part by a set of Michelin Pilot Sport 4S tires. Its 1.04-g average number is up there with the best sedans we've tested in recent years, and it matches that of the 2022 BMW M5 CS (interestingly, its CT4-V Blackwing stablemate performed a smidge better at 1.05 g).Out on our MotorTrend figure eight, the CT5-V Blackwing posted a 23.4-second lap at 0.89 g (average), with the M5 edging it at 23.2 seconds at 0.92 g. No, it didn't quite out-German the M5 dynamically, but for a front-engine, rear-drive sedan with a manual transmission (the M5 is all-wheel drive with an eight-speed automatic), the Cadillac is right there with it. That's duly impressive for a car that is in essence in its first and last generation. Yes, it's an evolution of the CTS-V, but the 2022 Cadillac CT5-V Blackwing is its own car, a Blackwing that can really fly.SPECIFICATIONS 2022 Cadillac CT5 V Blackwing BASE PRICE $84,990 PRICE AS TESTED $112,545 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 6.2L Supercharged direct-injected OHV 16-valve 90-degree V-8 POWER (SAE NET) 668 hp @ 6,500 rpm TORQUE (SAE NET) 659 lb-ft @ 3,600 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 4,067 lb (54/46%) WHEELBASE 116.0 in LENGTH x WIDTH x HEIGHT 194.9 x 74.1 x 56.5 in 0-60 MPH 3.6 sec QUARTER MILE 11.5 sec @ 127.5 mph BRAKING, 60-0 MPH 102 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.4 sec @ 0.89 g (avg) EPA CITY/HWY/COMB FUEL ECON 13/21/15 mpg ON SALE Now Show All Looks good! More details?

porsche taycan Full OverviewLeave it to Porsche. Going into our 2022 SUV of the Year competition, no vehicle had more pre-shade thrown its way than the Taycan 4 Cross Turismo. We've enjoyed a mixed, ambiguous relationship with the Taycan sedan since we first drove it. On the one hand, kudos to Porsche for making a great-handling electric vehicle that emphasizes performance and feel over everything else. On the other, where's the range, bro?Yes, we like performance, but institutionally we just can't fully get behind the industry's least efficient EV. As for the "SUV" version, well, it's just a barely lifted station wagon, right? No different than the crass, "we're not that gullible" efforts from Audi (the A6 Allroad) and Mercedes-Benz (E450 All-Terrain) to pitch station wagons as some sort of off-roaders. But then we made the terrible mistake of actually taking the Cross Turismo in the dirt, and yeah, Porsche strikes again.Before we get to how it drives, let's talk about what the Taycan 4 Cross Turismo is. First off, it's a station wagon by all definitions of the term. Yes, the legal definition of an SUV has something to do with ride height, but as I'm so fond of saying, "Just look at it." Talk about obvious. The Cross Turismo is an incredibly handsome wagon, especially on the tough-looking five-spoke wheels Porsche bolted to our test subject. Tangentially speaking, Taycan wheel design is all over the map, ranging from goofy to horrible to "yeah, baby." These are the latter. Since we drove the Cross Turismo, Porsche went and confusingly launched an uncladded wagon version of the Taycan, the 2022 GTS Sport Turismo, which looks approximately 10 percent better. That's mostly due to the 0.8-inch drop in ride height, meaning the Sport Turismo is technically a car. More on that in a bit.Under the lovely, Chalk-colored metal you'll find two motors: one driving the wheels at the front axle, and the other driving those at the rear. Unlike all other EVs on the market save for its Audi twin, the E-Tron GT, the Taycan has a two-speed transmission that's only connected to the rear motor. As for power, this gets a bit confusing. Combined output from the two motors is 375 horsepower and 368 lb-ft of torque. However, activate launch control, and the two motors go into overboost and the output increases to 469 horsepower, a more than 20 percent increase. Hey, it's a brave, new EV world. The battery pack is large at 93.4 kWh, and the range is EPA-rated at 215 miles. That's down 10 from the mechanically identical Taycan sedan, due a little to the increased weight of the wagon body but more so the increased ride height that also decreases aerodynamic efficiency and forces the halfshafts to sprout from the motor at an angle. Did I mention it weighs 5,134 pounds?The odd part about driving the Taycan 4 Cross Turismo only occurs when you realize there are three more powerful versions available: the 4S, the Turbo, and the Turbo S. There is a non-4, RWD sedan that makes less power (321 hp, 402 in overboost), but this particular version—$92,250 base, $109, 980 as tested—is pretty far down the Taycan lineup, which also includes the GTS sedan and Sport Turismo. Let me also point out that as far as the Taycan—cough—SUVs go, this is the entry-level Cross Turismo. The entry version that can hit 60 mph in 4.5 seconds, of course.The Taycan 4 Cross Turismo can also run the quarter mile in 12.7 seconds at 115.9 mph. That quarter mile is pretty quick, especially for an off-road-capable station wagon. But it's not that quick for an EV, as the Porsche barely edges out the 470-hp Jeep Wrangler 392 that does the quarter in 12.9. Hey we're talking SUVs, right? And remember, that using launch control this Taycan makes precisely 1 fewer horsepower than the double live-axle, brick-shaped Jeep.The Porsche's braking performance is good. Not so much as to stand out, but not bad, and there's nothing wrong with how the pedal feels. It takes 109 feet for the Cross Turismo to stop from 60 mph, 5 feet longer than the much more powerful, capable, expensive Taycan Turbo S with its 17.3-inch front rotors and super-sticky tires. Likewise, the Taycan 4's figure-eight time is good, at 25 seconds flat. I always say any car in the 24-second range is a sports car, and this slightly jacked-up wagon is oh, so close. To give you an idea of how well the Porsche did, remember the Mercedes E450 All-Terrain we discussed earlier? Another gussied-up station wagon pretending to be an SUV? It took 26.2 seconds to get around our figure-eight course. The Audi A6 Allroad? 26.5. Oh, and the Jeep 392? A frankly pathetic 29.3 run, which our test team chalked up to "aggressive ESC."Based on time spent with other Taycans we knew going in that this Porsche would be more fun to drive than the competition on the street. We wrongly assumed that since it's obviously only pretending to be an SUV, it would be weak sauce in dirt. We were totally wrong. Did we attempt any rock crawling? No, and you'd be insane to try. But we did try dirt, sand, and gravel, and, man, was the Cross Turismo not only competent and capable, it was a blast, as well. Especially in sand, where the EV loved kicking up giant rooster tails while simultaneously not even kinda getting stuck. Whatever off-road advantage there is from a 0.8-inch lift, Porsche fully exploited it.Unlike the aforementioned Audi and Mercedes "SUVs," I'd actually recommend the Taycan 4 Cross Turismo as both a driver's car and a light-duty off-roader. It's a genuine double-threat. At this stage in the game do we have the right to be surprised that a Porsche is fun to drive? Naw, probably not. Now, if the fine folks at Zuffenhausen could just do something about the meager driving range.Looks good! More details?2021 Porsche Taycan 4 Cross Turismo BASE PRICE $92,250 PRICE AS TESTED $109,980 VEHICLE LAYOUT Front and rear-motor, AWD, 5-pass, 4-door wagon MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 469 hp TORQUE (SAE NET) 368 lb-ft TRANSMISSION 2-speed automatic CURB WEIGHT (F/R DIST) 5,134 lb (49/51%) WHEELBASE 114.3 in LENGTH x WIDTH x HEIGHT 195.8 x 77.4 x 55.5 in 0-60 MPH 4.5 sec QUARTER MILE 12.7 sec @ 115.9 mph BRAKING, 60-0 MPH 109 ft LATERAL ACCELERATION 0.89 g (avg) MT FIGURE EIGHT 25.0 sec @ 0.76 g (avg) EPA CITY/HWY/COMB FUEL ECON 75/81/77 mpg-e ON SALE Now Show All