New Acura Integra Reservations Massively Tilted to One Transmission

The Ford Mustang is the last car the brand has left standing in North America—and it's a coupe—but elsewhere, traditional four-door, three-box designs still hold some sway. Take the Chinese market, where a few of Ford sedans are currently on the menu: the Focus (which mainly looks like a ROW Focus) and the Escort (based on the second-generation Ford Focus). The new Mondeo, though, is another thing entirely—a refinement of some of Ford's greatest hits. 2022 Ford Mondeo DesignFord revealed this car back in January, but it didn't strike us then just how bold this vehicle is until reports started coming in about it starting to reach dealerships in China. After a second glance, it's worth showing to our readers, if only to appreciate what could have been. In another timeline, had the Fusion (our version of the once-global Mondeo) hung on another generation, we're sure it would have carried this design language. It's like a greatest hits collection of all the best styling ideas of the last few generations of Fords, but honed to a very fine point.Mondeo Meets MuscleThe headlights and grille look more Taurus than Fusion, but more handsome and aggressive than either, using the high-mounted running lights and separated, prominent driving lights below to give it a very contemporary fascia. We're not sure that anyone at Ford Design in China had a rival Camaro up on their idea board, but the blending of the running lights into the grille, and the separate lower elements in black separated by a body-colored strip almost seem like a successful riff on the widely panned Camaro front end. More grille up top and less below the strip does wonders to the balance of the front end. It's in profile, and from the rear, that the Chinese-market Mondeo really comes into its own. There's lots of contour, contrast, and character to the flanks of the Mondeo, particularly the very rear-drive-influenced character line high on the rear quarters. The contrasting roof makes the Mondeo look even sleeker than it actually is. And the shapely rear end, with a strong Mustang influence that marries quadrangular elements with a classic fastback lip spoiler shape to the trunklid, is superb. Without the twin integrated exhaust pipes flanking a faux rear diffuser, this could sell as a very successful Ford EV concept.Mustang Mixed InThe taillamps are particularly noteworthy, with a hint of the trendy pixelated style, similar to what we see on the Hyundai Ioniq 5, but used sparingly enough to add visual interest rather than take over the rear end as an overarching theme. The small, tasteful, and very three-dimensional vertical strakes on the taillamps also are a nod in the direction of the Mustang.Inside, a massive panel of screens floats over a restrained dash, with plenty of character—particularly in the shapely and visually interesting steering wheel. While the dash overall has significant height—we'd need to sit in one to really evaluate how the cabin feels—it looks suitably futuristic.Will the Chinese Mondeo's massive screen, muscular design language, or three-box shape cross the Pacific anytime soon? The first two are possibilities, the third seems highly unlikely. It would seem Ford doesn't yet consider any of its sedans as "Icons." In the meantime, consider the Mondeo a taste of what might have been.

There are likely tons of enthusiasts who think this comparison test would never be a fair fight. Conventional wisdom suggests all-wheel-drive sport compacts like the 2022 Subaru WRX are inherently better than front-drive cars like the 2022 Honda Civic Si, thanks to their four-corner traction. They offer stability and performance you supposedly can't get with only two driven wheels.Additionally, since the 1990s, Subaru has unlocked impressive grunt from its turbocharged flat-four engines—something Honda only figured out for its inline-fours in the past decade. In the important area (to hardcore fans, anyway) of racetrack worthiness, the Subaru always seemed to have so much more to offer than the Honda: more power, a better chassis, and traction for days. So where do we get off having an entry-level performance car like the 2022 Honda Civic Si challenging a rally-bred motorsports titan like the 2022 Subaru WRX?In fact, the Civic is positioned better than you might think. Certainly, Honda building more turbocharged cars of late is part of the 2022 Civic's current position of strength. Honda's powertrain engineers have had success with not just the model's 1.5-liter turbo inline-four engine but also the 2.0-liter forced-induction inline-four workhorse in the previous Civic Type R, as well as turbo-hybrid systems like the one in the Acura NSX.This explains why we rounded up a 2022 Civic Si with the grippier summer tires option and a 2022 Subaru WRX Limited for a little comparison test. The WRX Limited is presently the highest-trim model in the lineup that's available with a standard manual transmission. So both sedans are affordable sport compact standouts, but which makes the smarter all-around choice?SpecificationsHonda equips every 2022 Civic Si with the same 1.5-liter turbo-four engine as in the previous generation. It makes 5 fewer peak horsepower than the old Si, for a total of 200 hp, but its peak torque of 192 lb-ft of torque arrives sooner at 1,800 rpm. The engine also maintains more output when wound out to its 6,500-rpm redline.The 2022 Subaru WRX's new and larger 2.4-liter turbo-four seems huge by comparison. It develops a peak of 271 hp and 258 lb-ft of torque, which is 3 more hp and no more torque than the outgoing WRX's 2.0-liter boxer. Here, too, Subaru indicates the new unit's torque curve is broader than before.Both cars get a standard six-speed manual transmission, but only Subaru WRX Limited shoppers have the option of a CVT. Our judging panel agreed the shift action for both manuals was satisfyingly short and notchy.Both drivetrains are equipped with a limited-slip differential, and the WRX's continuous all-wheel-drive system also includes torque vectoring. MacPherson struts up front and a multilink rear suspension return on the Civic; the WRX is outfitted as always with MacPherson struts in front and a rear double A-arm and toe-link arrangement, plus electronically adjustable dampers. Curb weight for the 2022 Honda Civic Si with manual transmission is 2,981 pounds, and the shift-it-yourself 2022 Subaru WRX Limited checks in at 3,412.All 2022 Honda Civic Si models ride on 18-inch wheels, whether they be wrapped in the base grade's all-season tires or the sticker summer rubber. The WRX has a slight performance edge because its base configuration features summer tires on 17s, but the upgrade for the Limited is a wider summer tire on 18s—245 width compared to the Si's 235. That said, both sets of tires never seemed to quit.The Nitty GrittyNot unexpectedly, the more powerful all-wheel-drive 2022 Subaru WRX is quicker than the 2022 Honda Civic Si. When we tested it, our WRX Limited sprinted from 0 to 60 mph in 6.1 seconds and covered the quarter mile in 14.3 seconds at 97.8 mph. Most of our comparison drivers loved the Subie's grunt but lamented its narrow powerband and early redline. Features editor Scott Evans said, "All the action is between 4,000 and 6,000 rpm; we know boxer engines can rev higher. Make it happen, Subaru."The Civic Si needed an additional second—7.1 seconds in the sprint to 60 mph, 15.3 seconds in the quarter mile—in each test, and it finished the quarter mile traveling 5 mph slower. This highlights the Si's biggest drawback: It seems like there's barely any power on tap in comparison to the WRX. But although it's tame, the Honda's engine now pulls until redline, a bit of tuning that was absent in the last Si. "Makes the car feel quicker, even if it isn't," Evans said. "It's more rewarding to drive fast."Although the Subaru is swifter than the Honda, it's worth mentioning both cars are slower than the versions they replace. Every WRX we've tested since the 2013 model year has been slower than the one before it (an outlier 2018 model was marginally slower than the 2022). The Civic Si is slower than the turbo Si we tested as a 2017 model, and it's slower than every 2.0- and 2.4-liter naturally aspirated Si we've tested since the seventh-gen model (2000 to 2005).Handling BusinessBeyond the test track, there's never a shortage of grip in the WRX. In fact, the car still feels like the homologation Impreza model first issued decades ago so Subaru could compete with it in the World Rally Championship. There was a rawness to the old WRX that made the Subaru a fitting sparring partner for its former nemesis, the Mitsubishi Lancer Evolution, itself an AWD rally car for the streets. Some of that spirit—papered over by years of development—is still alive in the WRX today.Our judges were split on the WRX's handling feel at the limit, though. They either thought it was firm and forgiving or bumpy and choppy. Evans' take is probably the most succinct. "There's a lot of compliance in the suspension; it feels like it has a lot of wheel travel. But as much as it moves vertically, it's glued to the road. You quickly learn to stop worrying about the body movements because the tires are not letting go."We appreciated the modern WRX's power and grip during spirited canyon runs, but its ride was less likable in day-to-day driving. At modest speeds, road imperfections transmit into the car. This is an area where the Civic shines, striking a better handling balance between sport and comfort."It seems if Honda engineers had to make a choice between civility and agility, they chose civility, but only by the slightest of margins," summed up senior editor Aaron Gold. "I think that was the right decision. I doubt they could keep the body strapped down any better without making the ride unacceptably hard for day-to-day driving, and that's best left to the Civic Type R."Steering in each car felt direct, though there was a bit more heft to the Civic Si's tiller. This was another area of split opinions among our judging panel. Some, like executive editor Mac Morrison, gave the Honda steering a thumbs-up for "its weight and the size of the steering wheel, the way it feels, [and] how it fits my hands."But the WRX's lighter steering also had fans among our jurists, like features editor Christian Seabaugh. "I could see some ham-handed drivers being turned off by how quick and aggressive the steering is, but if you drive with your fingertips, it's so communicative and enjoyable."The 2022 Honda Civic Si's greatest performance metric in this fight might not be power, or quickness, or driving dynamics. You could say it's efficiency. Its engine produces 133 hp per liter compared to the WRX's 113 hp per liter. (Remember when Honda nerds made a big deal about the 1.6-liter naturally aspirated B16 inline-four's 100 hp-per-liter ratio back in the late 1990s?) And the Honda is rated at an impressive 27/37/31 mpg city/highway/combined compared to the Subaru's 19/26/22 mpg. With way better fuel economy, the Si offers almost 20 miles more range on a full tank of gas (384 miles) despite that reservoir being 4.2 gallons smaller than the WRX's.Both cars are equipped with disc brakes at all four corners, but the WRX comes with standard rear ventilated rotors (the Si's are solid). It took the Subaru 113 feet to bring the car to a stop from 60 mph in our testing; the lighter Honda needed 110 feet. Our panel was generally on the same page about brake feel for each. The WRX has soft initial bite, but the pedals in both cars were progressive, and the stopping power was easy to modulate.Equipment and SpaceYou'll find a bit more head- and legroom in the front row of the Subaru, but the Honda is more spacious in the back seat. The Civic Si's trunk can hold more, as well, 14.1 cubic feet compared to the WRX's 12.5 cubic feet. Both cars are designed with 60/40-split folding rear seat backs.Each also comes with standard automatic headlights, keyless entry, moonroof, trunklid spoiler, dual-exhaust finishers, and remote trunk release. Additional standard equipment includes push-button start, leather-wrapped steering wheel, rear center armrest with cupholders, sun visors with illuminated vanity mirrors, and sport pedals.Standard equipment the 2022 Subaru WRX Limited boasts beyond the Civic Si includes foglights, steering-responsive headlights, dual rear USB charge ports, and heated front seats. Where the Civic's seats are trimmed in cloth, WRX's feature faux suede. Meanwhile, Gold pointed out how the WRX's seating position "is very tall compared to other cars—feels like you're driving an SUV." Seabaugh was bummed by the lack of lumbar support in the Si's front seats.In fact, the Si's seats are fully manual when it comes to adjustments. The WRX, on the other hand, gets a 10-way power-adjustable driver's seat. Other WRX advantages include dual- versus the Si's single-zone climate control, and an 11.6-inch central touchscreen compared to the Si's 9.0-inch screen (though we preferred the Honda's smaller display for its conventional horizontal orientation).We also liked the Si's aluminum shift knob more than the leather-wrapped item in the WRX. Further Civic Si strengths include a 7.0-inch gauge cluster screen (only 4.2 inches in the WRX), wireless Apple CarPlay and Android Auto compatibility (both are wired in the WRX), and 12 speakers (the upgraded premium system in the WRX Limited gets only 11 speakers).Overall, there's a lingering familiarity to the 2022 WRX's interior. Materials and build quality are high, but the overall dash and center console designs haven't evolved much over the years. This is in sharp contrast to the 2022 Civic's redesigned cabin, which is clean and modern. Honda's choices in cabin textures—like the hexagonal honeycomb grille that extends across the dash, textured plastic trim pieces on the doors and center console, and ridged center-stack knobs—help the Civic look premium for its class.PricingThe base 2022 Honda Civic Si starts at $28,595, with summer tires adding just $200, which is a steal. Our test car also carried premium Blazing Orange paint for an additional $395, which took its final retail price to $29,190.That's more than $1,000 less than the 2022 WRX's base price of $30,600. And when you move up to the WRX Limited, which sits just below the GT top trim, the price jumps by almost $7,000 to $37,490. But the Subaru also gets features the Honda lacks, such as all-wheel drive, enhanced exterior lighting, nicer front seats, a bigger touchscreen, and rear USB ports.VerdictIf track sessions are in your future, the 2022 Subaru WRX isn't a bad choice. We might even argue it's the cooler car from a historical context. But the modern WRX is also frenetic to drive. Our judges were unanimous when it came to how much easier it was to pilot the Civic quickly. And with the way gas prices are, we'd be less inclined to take the Subaru out for fun days considering how thirsty it gets.The 2022 Honda Civic Si is a better choice for both its affordability and all-around excellence. Honda took a great foundation into the 11th-generation Civic and built a fun little machine that also comes through with plenty of practicality. It's not a "numbers" car by any stretch, but it does inspire confidence behind the wheel—enough so that we could repeatedly take it to its limits, and it simply kept chugging along. It also delivered refinement levels we've frankly never seen in an Si, and it might just be the most fun version yet.2nd Place: 2022 Subaru WRXProsQuicker and more powerfulStandard AWDLarger infotainment touchscreen ConsSlower than the previous WRXLackluster fuel economyNot a performance valueVerdict: The WRX is the same beast as always, but it's more sport than compact and lacks a small car's price or efficiency.1st Place: 2022 Honda Civic SiProsBetter suspension-tuning balanceGreat priceMore room ConsSlowNo power driver's seatFewer standard featuresVerdict: Just as the Civic has aged into a great all-arounder, the Si has matured into an entertaining sport sedan. 2022 Honda Civic Si Specifications 2022 Subaru WRX Specifications DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, AWD ENGINE TYPE Turbo direct-injected DOHC 16-valve I-4, alum block/head Turbo direct-injected DOHC 16-valve flat-4, alum block/heads DISPLACEMENT 1,498 cc/91.4 cu in 2,387 cc/145.7 cu in COMPRESSION RATIO 10.3:1 10.6:1 POWER (SAE NET) 200 hp @ 6,000 rpm 271 hp @ 5,600 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm 258 lb-ft @ 2,000 rpm REDLINE 6,500 rpm 6,000 rpm WEIGHT TO POWER 14.9 lb/hp 12.6 lb/hp TRANSMISSION 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIO 4.35:1/2.98:1 4.11:1/2.74:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 11.5:1 13.5:1 TURNS LOCK-TO-LOCK 2.2 2.6 BRAKES, F; R 12.3-in vented disc; 11.1-in disc 12.4-in vented disc; 11.4-in vented disc WHEELS 8.0 x 18-in cast aluminum 8.5 x 18-in cast aluminum TIRES 235/40R18 95Y Goodyear Eagle F1 Asymmetric 2 245/40R18 97Y Dunlop SP Sport Maxx 600A DIMENSIONS WHEELBASE 107.7 in 105.2 in TRACK, F/R 60.5/61.7 in 61.4/61.8 in LENGTH x WIDTH x HEIGHT 184.0 x 70.9 x 55.5 in 183.8 x 71.9 x 57.8 in TURNING CIRCLE 38.1 ft 36.7 ft CURB WEIGHT (DIST F/R) 2,981 lb (59/41%) 3,412 lb (60/40%) SEATING CAPACITY 5 5 HEADROOM, F/R 37.6/37.1 in 38.8/36.7 in LEGROOM, F/R 42.3/37.4 in 43.1/36.5 in SHOULDER ROOM, F/R 57.0/56.0 in 56.7/55.6 in CARGO VOLUME 14.1 cu ft 12.5 cu ft ACCELERATION TO MPH 0-30 2.3 sec 1.7 sec 0-40 3.8 3.2 0-50 5.1 4.3 0-60 7.1 6.1 0-70 9.0 7.6 0-80 11.7 9.5 0-90 14.5 12.3 0-100 17.6 14.9 0-100-0 21.8 19.3 PASSING, 45-65 MPH 3.7 3.1 QUARTER MILE 15.3 sec @ 92.8 mph 14.3 sec @ 97.8 mph BRAKING, 60-0 MPH 110 ft 113 ft LATERAL ACCELERATION 0.93 g (avg) 0.94 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.67 g (avg) 25.0 sec @ 0.74 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm 2,200 rpm CONSUMER INFO BASE PRICE $28,595 $30,600 PRICE AS TESTED $29,190 $37,490 AIRBAGS 10: Dual front, f/r side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 12.4 gal 16.6 gal EPA CITY/HWY/COMB ECON 27/37/31 mpg 19/26/22 mpg EPA RANGE, COMB 384 miles 365 miles RECOMMENDED FUEL Unleaded regular Unleaded premium ON SALE Now Now Show All

lamborghini huracan Full OverviewAge has not wearied it, nor the years condemned. The 5.2-liter V-10 that powers the 2023 Lamborghini Huracán Tecnica may trace its origins back to a time when the iPhone was an idea and Amazon a work in progress, but one full-throttle acceleration run, one hot lap of a racetrack, one flat-out blast along a challenging back road is enough to convince you: It's one of the all-time greats. An engine for the supercar gods.It roars and bellows and shrieks and snarls, this engine, performing a heroic horsepower opera that's neither muffled by turbos nor synthesized by electric motors, and it punches harder than Tyson Fury in a bad mood. It's the reason the Tecnica will be wistfully remembered when we're all whooshing around in mega-horsepower EVs.But it's not the sole reason.The genius of the Huracán Tecnica is simple, though its execution is rather more nuanced. The Tecnica combines the 631-hp and 417-lb-ft version of the V-10 from the edgy, track-focused Huracán STO with a rear-drive, rear-steer chassis that's been tuned for all-around road work. The cabin can be trimmed with the most luxurious materials in the Lamborghini catalogue and offers all the connectivity and functionality expected in a modern car—from Apple's CarPlay to Amazon's Alexa—controlled via a redesigned user interface that will also call up arcane nuggets of performance data on demand.All that is wrapped in bodywork massaged to give the Tecnica a longer, lower profile, a visually wider stance, and more sophistication to its menace. Think Tyson Fury in a Zegna suit.There's a new front bumper with the black Y-shaped graphic derived from the wild Terzo Millennio concept. The revised greenhouse riffs on that of the limited-edition, track-only Essenza SCV12. At the rear is a reshaped bumper and diffuser, and the lower edges of the rear fenders have been pulled inward to expose more of the rear tires. Two massive hexagonal exhaust outlets hint at the bellicose ferocity lurking in the engine bay.Both the front and rear hoods are carbon fiber, the latter with a clear section that exposes the top of the V-10, and both contributing to a 22-pound reduction in weight over the Huracán Evo RWD. A vertical rear window nestles between the flying buttresses that extend rearward over the air intakes.There's improved function in the new form, too. The new front bumper design incorporates an air curtain and directs air through the front wheel wells to increase downforce and improve brake cooling. The fixed rear wing is a major contributor to the 35 percent increase in rear downforce compared with the Huracán Evo RWD, along with a 20 percent reduction in drag.Compared with the manic STO, it only takes a mile or so behind the wheel to understand that the Tecnica is a kinder, gentler Huracán. The revised suspension means the ride won't shake the fillings from your teeth and it's nowhere near as noisy at cruising speeds on the freeway, especially with the car in the softest of its three drive modes, Strada, and the seven-speed dual-clutch transmission left in Auto. But that's just the velvet glove over the iron fist.Thumbing the little button at the base of the third spoke on the steering wheel into Sport mode gives the powertrain a triple shot of espresso. Throttle response is sharper, and shift times shorter. And the electronics that control the car's adaptive shocks and the rear-steer, traction control, and torque-vectoring systems get a revised set of orders from the Lamborghini Dinamica Viecolo Integrata (LDVI) system, with its accelerators and gyroscope sensors at the Tecnica's center of gravity that monitor lateral, longitudinal and vertical loads, as well as body roll, pitch, and yaw.The result is a car that feels more urgent, more focused, and yet more playful; willing to oversteer if you want to showboat on the track, but still possessed of terrific traction and stability when you need it.Corsa mode isn't quite the Spinal Tap experience it is in the Huracán STO, but the Tecnica with its race-face on is still a weapon on the track, especially when equipped, as our test cars were for the lapping sessions, with the optional Bridgestone Potenza Race tires, which are treaded and street-legal but, as Lamborghini engineers coyly put it, "are for dry roads."In Corsa, the powertrain is calibrated to provide optimized track-oriented throttle response and the fastest gearshifts, and the omniscient LDVI instructs its electronic minions to deliver maximum lateral and longitudinal grip. Part of the Corsa protocol includes locking the rear-steer system. Shutting down what is pitched as a dynamic driving aid might seem slightly counterintuitive, but it delivers purer, more precise handling at the limit.If you're good enough.That's not to say the Huracán Tecnica will throw you under the bus if you get things wrong. It won't; this is as sweet a Lambo at the limit as has ever been built. But as in the Huracán GT3 race car, nailing a truly quick lap time means finding the balance between the vivid front-end response and the rush of power and torque to the rear wheels when get on the gas.Yes, the LDVI is there, working furiously in the background to support you, and it's nowhere near as fine a balancing act as in the race car. But this subtly analog element to taming the Tecnica; the sense that extracting the last little bit of the car's performance is down to you, is a big part of this Lambo's appeal.You can use Corsa mode on the road, of course, but Sport is the best all-round setup for a blast through the twisties. There's a little more support from the traction and stability control—useful when you can't see that greasy patch around the next corner—and the rear-steer system delivers both agility and stability. The direct ratio steering, uncorrupted by a driven front axle, is a joy; precise and communicative, with just the right amount of weighting.Priced at $239,000, the Tecnica is the sweet spot of the Huracán lineup. It gives you nearly all the thrills of the borderline silly STO in a mature, grown-up supercar you can realistically drive every day. This Huracán is a feel-good Lamborghini, one that makes you smile every time you hit the gas.It's also a Lamborghini that feels like the end of an era.An all-new Huracán replacement is scheduled to appear at the end of 2024. It's rumored to be powered by a mild-hybrid twin-turbo V-8. Oh, it will undoubtedly be better supercar than the Tecnica by any objective measure; quicker, with even more confidence-inspiring handling. But we'll miss the 5.2-liter V-10's sound and fury. Especially the sound.Looks good! More details? 2023 Lamborghini Huracán Tecnica Specifications PRICE $239,000 LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 5.2L/631-hp/417-lb-ft DOHC 40-valve V-10 TRANSMISSION 7 -speed dual-clutch auto CURB WEIGHT 3500 lb (MT est) WHEELBASE 103.2 in L x W x H 179.8 x 76.1 x45.9 in 0-60 MPH 3.2 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB N/A ON SALE Now Show All