Porsche 911 GTS vs. Acura NSX Type S Comparison Test: Who Knew?

mercedes-benz sl-class Full OverviewThe AMG gang in Affalterbach desperately wants you to know a few things about the 2022 Mercedes-AMG SL-Class. One, they designed it. From scratch and with little help from the Benz mothership. Two, it barely shares a screw or rivet with the AMG GT Roadster they also designed. Three, despite the new SL having grown a pair of vestigial back seats and adding a few inches in length, it promises to be the sportiest SL roadster since the racing-derived 300SL from 1957. And four, thanks to miracles of modern science, this new R232 SL also promises to deliver comfort on par with—if not exceeding—that of its Mercedes-developed R231 predecessor.Three months of engineering roundtable Zoom calls and even a low-speed ridealong event have sufficiently satisfied us on the first two points; it's the last two that we've been itching to verify. At long last we had the opportunity to flog both the SL55 and SL63 variants on a variety of highways and twisting roads. So, has AMG managed to channel the speed-record-setting, Mille Miglia-winning verve of the original W196 while making the car even more cosseting and comfy than the outgoing roadsters?Mercedes-AMG SL Performance in a Straight LineThe 2022 Mercedes-AMG SL63 will undoubtedly go down in our record books as the quickest SL we've tested. Mercedes claims this 577-hp, 590-lb-ft beast will dash from 0 to 60 mph in just 3.5 seconds, thanks in large part to newly standard all-wheel-drive traction that guarantees none of those ponies or pound-feet gets squandered generating tire smoke or brake heat from traction-control intervention. Converting those estimates to account for MotorTrend launch-control test conditions and a 1-foot rollout will probably boil that number down to something much closer to 3.0 seconds flat. (The last two SL models we tested each beat Mercedes' conservative estimates by exactly half a second.) The SL55, running the exact same engine but with smaller turbos and slightly less aggressive tuning produces "just" 469 horsepower and 517 lb-ft. The AMG team reckons it'll give up three-tenths to the SL63.For some perspective, that performance should rank the SL models somewhere about even with the Porsche 911 Carrera 4S and GTS cabriolets, which is to say, ahead of the BMW M850i xDrive cab (3.9 seconds to 60 mph) and way out in front Lexus LC500 (4.7 seconds) in the bucks-up 2+2 cabrio set.Trust us, if you never drive an SL63, that SL55 will seem like it has more than enough power. However, we might counsel those prepared to settle for the SL55 to consider opting for its AMG Dynamic Plus package, which brings with it a Race mode. We don't typically prefer Race modes because they usually disable all the stability controls, increasing amateurs' risk considerably. This one does not.What it mostly does, in addition to heightening all the car's responses, is switch to a perfectly linear throttle response map. There's more gain earlier in the pedal travel in the Sport and Sport+ modes, which may make the car seem more eager and powerful, but at some cost to the predictability serious drivers prefer. The computer programming in Sport+ and Race modes devotes a bit of extra fuel to generating delightful pops and snorts on overrun. That feature is fun, but this mode also tends to deliver some harsher downshifts when slowing, which can feel like grabbing brakes (this never happened in Comfort mode).We only got the SL63 up to triple-digit speeds briefly, but with the optional AMG Aerodynamics package, an air dam in front of the engine lowers 1.6 inches at speeds above 50 mph to help induce a venturi effect that helps suck the car down to the ground and reduce front-axle lift.SL-Class Handling BehaviorThese are heavy cars, pushing two-and-a-quarter tons. But AMG Active Ride Control, which connects opposite corners of the car hydraulically to limit body roll (as on various McLaren cars and now Rivian trucks), truly makes them feel as agile as cars weighing a half-ton less. This is another feature that's standard on the SL63, and available to help make your SL55 cost almost as much as a 63.Clicking the steering-wheel-mounted drive mode selector clockwise relaxes the stability nannies somewhat, making the cars progressively more neutral in their handling demeanor, but there's no "drift mode," no option to bar torque from reaching the front axle. (That's right—unlike the AMG GT family, the SLs are all-wheel drive.) And hence, even an aggressive drive up Mount Palomar on a cool morning with slightly dewy road surface, we never once sensed Race mode allowing the tail to run wide. More than a little credit here is due the Michelin Pilot Sport 4S tires—265/40 front, 295/35 rear on the standard 20-inch rims, or 275/35 front and 305/30 on the optional 21s we mostly ran.The carbon-composite brakes deserve honorable mention for being equally adept at shedding heroic speeds upon approach to a tightening-radius corner—corner after corner—as they are at executing a limousine stop in town. Both models share this standard six-piston front, single-piston rear brake system.Steering feel changes as you switch modes, and we generally found the comfort mode to be a bit too light. The other modes don't heighten the driver's feel for the road, per se, but the firmer helm feels better. We were blissfully unaware of the four-wheel steering (standard on both models) doing its thing, except when executing exceptionally tight U-turns.The California roads between Newport Beach and Palm Springs are relatively smooth, but we aimed for the bumpiest patches we could find and were impressed by the suspension compliance afforded in Comfort mode. The Sport and Race modes firm things up noticeably enough that we took the time to program the Individual mode with everything set to its raciest option and the suspension set to Comfort. This was our Goldilocks "just right" setting, but we also appreciated that individual characteristics (steering, ride, exhaust noise, etc.) can be easily adjusted on the fly using the round selector and twin toggle switches at the lower left side of the wheel, just opposite the main mode-selector switch. The super-rigid multi-material structure never seemed to twist or jiggle in response to bumps.What's the Mercedes-AMG SL-Class Like to Live With?Mostly wonderful. The cabin seems as quiet with the soft top up as the previous model did with its folding hard top raised. The Z-fold fabric roof lowers in 15 seconds at the touch of a button, and a switch allows all four windows to be lowered simultaneously. Happily, the sun visors swivel out, unlike on some convertibles. Raise the windows and pull up the mesh-screen wind blocker that covers the rear "seat" to keep the cabin remarkably calm and quiet even at highway speeds. In cooler weather, switch on the Airscarf neck-warmer to extend the top-down season (the cockpit isn't long enough to need the E-Class convertible's Air Cap windshield header air-management screen).The center info screen adjusts between 12 and 32 degrees to prevent sun from reflecting directly into the driver's eyes, though the buttons for adjusting this (and for raising and lowering the top) can be hard to see when that glare prompts you to fix the screen. We're also not completely sold on a lot of the capacitive switchgear in use here. The mirror switch, for example, didn't seem to respond as expected. We have yet to experience capacitive switches we love.As with all new Mercedes products, the all-digital instrument cluster can be set to display any of several different themes and tons of information, the most pertinent of which is redundantly shown on the head-up display (standard on 63, optional on 55). Track Pace screens will help folks monitor and improve their performance on their car country club track, and the additional stowage space behind the front seats and in the trunk should make the new SL much more useful as a daily driver.We reckon the new car is comfortable enough to retain the SL faithful and sporty enough to pull some customers out of 911s, the BMW 8 Series, and Lexus LCs. Of those, the BMW's nearly 5 inches of added wheelbase gives it a slightly more usable rear seat (the SL's is only rated for passengers shorter than 5 feet tall). A lighter Porsche will always feel nimbler, and the Lexus design may turn more heads, but this Mercedes-AMG enjoys nearly seven decades of heritage, and this R232 pays legitimate homage to its very best SL progenitors.When and How Much?The 2022 Mercedes-AMG SL-Class will go on sale in the second quarter of 2022. Mercedes isn't talking pricing just yet, but it seems a safe bet to assume that since the new 2+2-seat SL is effectively replacing both the four-seat S-Class cabriolet and two-seat R231 Mercedes-Benz SL-Class, pricing should represent an average of these models. Let's figure $132K for the SL55 and $175K for the SL63. That prices the new SL right in the thick of the 2+2-passenger convertible crowd.Looks good! More details?2022 Mercedes-AMG SL-Class Specifications BASE PRICE $132,000-$175,000 (est) LAYOUT Front-engine, AWD, 2+2-pass, 2-door convertible ENGINE 4.0L/469-577-hp/516-590-lb-ft twin-turbo direct-injected DOHC 32-valve V-8 TRANSMISSION 9-speed auto CURB WEIGHT 4,300-4,400 lb (est) WHEELBASE 106.3 in L x W x H 185.2 x 75.4 x 53.5 in 0-60 MPH 3.5-3.8 sec (mfr est) EPA FUEL ECON 16/21/18 mpg (est) EPA RANGE (COMB) 350 miles (est) ON SALE 2nd Quarter 2022 Show All

chevrolet bolt-euv Full OverviewWhen Chevrolet first introduced the Bolt EV, it sent shockwaves through the automotive industry as the first properly affordable mainstream electric car. More than half a decade later, Chevy has taken its award-winning hatchback (it took home the 2017 MotorTrend Car of the Year award) and spun off a second model, the stretched Bolt EUV crossover. We put the 2022 Chevrolet Bolt EUV to the test to see if it could recapture the original's magic.Disappointing Dynamics At a glance the Bolt EUV doesn't look all that different from its smaller sibling, though it drives like an entirely different vehicle. It wears a similar grille and retains the Bolt EV's egglike styling. However, the 2022 Chevy Bolt EUV is 0.2 inch taller and wider and 6.3 inches longer than the regular Bolt. It's 90 pounds heavier, too.The Bolt EUV develops 200 hp and 266 lb-ft of torque, which it sends through the front wheels. Range is 247 miles on a full charge, 12 miles less than the Bolt EV. Chevy claims the Bolt EUV can regain 95 miles of range in 30 minutes depending on how much charge is already in its 65-kWh battery, which seemed to be a realistic assertion based on our lunchtime top-off after three laps of our Car of the Year test loop.Although the Bolt EUV's throttle mapping is good, it's easy to roast the tires at a whim, as its economy-minded rubber provides little grip off the line or even at moderate speeds if the driver dabs the accelerator too hard. We managed a 0-60-mph sprint of 6.7 seconds, which is quick but not as quick as the car feels from the driver's seat. Brake pedal tuning is excellent for an electric vehicle, as it feels completely natural and predictable. However, despite having a lot of the ingredients that make a car fun to drive, they don't come together in a cohesive way.On our test route, we found the Bolt EUV to have substandard body control and rough suspension tuning. In fact, the rear torsion bar banged so hard over train tracks that it sounded like something broke (it didn't). "This was one of the most poorly behaved vehicles driven over these surfaces," MotorTrend technical director Frank Markus said. "Lots of harshness, lots of bottoming and topping of the suspension." It's not all bad news, however, as the Chevy's steering stood out as one of the car's best aspects; it offered good engagement and ample feedback.On open stretches of highway and around town, the 2022 Chevrolet Bolt EUV was a bit more pleasant due to its low-end torque and excellent battery-regeneration features. The EV offers one-pedal driving with the push of a button, allowing it to use regenerative braking. It's a remarkably intuitive system and brings the Bolt EUV down from speed with firm stopping power without jarring the vehicle's occupants. The neat regeneration paddle on the steering wheel is still present, allowing for firm but controlled deceleration that feeds electricity back into the battery. Although it's not the most entertaining car to drive on back roads, these features are as amusing as they are useful.Creature ComfortsThe interior, though an improvement over the original Bolt EV's cockpit in terms of materials and layout, still feels at least half a decade old. It also looks like it's at least half a generation older than the other electric crossovers it competes with. That's because of Chevy's pervasive use of hard plastics throughout the cabin, though our test car featured sweet-looking blue seats and door pocket inserts that made it appear a bit more premium. Ventilated seats were also a huge win, seeing as we conducted our testing under the hot desert sun.There's plenty of space up front with 44.3 inches of legroom, and most rear passengers will have room to stretch out a bit with 39.2 inches. Although the Bolt EUV is a wagonoid crossover, its trunk space is limited with just 16.3 cubic feet of capacity behind the rear seats. That's pitiful compared to the Ford Mustang Mach-E's 29.7 cubes. Chevy makes the storage area a bit more flexible with a removable floorboard, but it helps demonstrate this vehicle is more of a spruced-up hatchback than a full-on crossover.Is the Bolt EUV Safe?Although the 2022 Chevrolet Bolt EUV isn't the sleekest package, it comes equipped with an impressive suite of driver assistance features, including automatic emergency braking, forward collision alert, lane keeping assist with lane departure warning, following distance indicator, automatic high-beams, and front pedestrian braking.GM's Super Cruise semi-autonomous system, an available feature on the Bolt EUV, came equipped on our test car. It's the first Chevy to offer this system; the package costs $2,200 and adds hands-free driving on roads included within GM's software. We've been impressed with Super Cruise before, and it continues to work exceptionally well on the Bolt EUV. The car kept its place in the lane without error so long as there were lines on either side of the vehicle, and it controlled its speed well and hustled up the hills on our test route without slowing down. Buyers shopping for a mainstream EV with a system that bests Tesla's Autopilot may want to consider purchasing the Bolt EUV with Super Cruise.Tech TalkChevrolet did a great job integrating the 10.2-inch infotainment display into the center stack. The Infotainment 3 Plus with Navigation is easy to operate and quick to respond to inputs. It isn't standard; however, it comes as part of the $2,495 Sun and Sound package, which also adds a Bose seven-speaker audio system and a sunroof.The front USB ports are difficult to access; they're wedged deep in the cellphone cubby. It's tough to dig a mobile device out of the compartment, too, leading to some awkward maneuvering in the cabin when it's time to hop out of the car. There isn't much going on in terms of tech in the back seat; passengers have access to just one USB-A and one USB-C port.Pricing and ValueAt an as-tested price of $43,685, this 2022 Chevrolet Bolt EUV Premier jolted us with sticker shock. That's $5,190 more than the Premier trim package and $9,690 above the EUV's $33,995 base price. Chevy is asking a lot of money for a new model that feels a lot more like a refreshed 5-year-old car, but we concede the entry-level model represents a much better deal than the example we evaluated here.Simply put, where the Chevy Bolt once stood out as an isolated example of a well-executed and affordable EV, the EUV model lacks the polish we now expect from an electric car. During our SUV of the Year testing, the Bolt EUV had below-average range compared to the other EVs we tested, and our judges were unimpressed by its handling and ride composition. Prospective buyers might want to opt for a lesser trim level to improve the bang-for-buck ratio.The VerdictChevrolet should have taken extra measures to button up this new model, a vehicle that represents the company's next step toward total electrification. The 2022 Chevrolet Bolt EUV would have been a spectacular car five years ago, but EVs have progressed so much that this represents a mid-segment offering at best. For many, it will deliver ample capability for daily driving, but shoppers should consider other "every-person" electric crossovers such as the Ford Mustang Mach-E and Volkswagen ID4, as well, for more modern approaches to mainstream EVs.Looks good! More details?

After confirming the return of the legendary Integra nameplate to the buzz of many car enthusiasts, Acura unveiled the Integra prototype last November in near-production form. The next-generation Integra model is more mature-looking and appropriately bigger than the ho-hum ILX compact sedan it effectively replaces, though like the ILX and Integras of yore, it shares its underpinnings with a Honda, in this case the Civic hatchback.Now a five-door liftback sedan, the 2023 Acura Integra arrives this spring and should have a starting price of $30,000 more or less. Acura has finally announced an online sign-up form for customers who want to be among the first notified when reservations open on March 10. According to Acura's announcement, the new Integra will initially launch in limited production, with reservations handled at participating dealerships.While specifications of the sporty compact are not yet released, it will come powered by a turbocharged 1.5-liter I-4 engine coupled with a six-speed manual transmission. The engine should develop just over 200 hp (and is thought to be essentially the Civic Si's powertrain), though the recently trademarked Type S model might raise the performance bar much higher. And if you missed it, we finally got a look inside the highly anticipated car at Daytona International Speedway, revealing other Civic similarities.More concrete details should be available closer to the on-sale date. We will keep you updated as soon as that information comes our way.