Porsche and Pixar Bringing Sally Carrera From "Cars" To Life

acura integra Full OverviewProsVersatile hatchback form factorZippy and fuel-efficient engineUniquely positioned and priced within the segment ConsNot necessarily better with the manualUnimpressive at the test trackCan't escape comparison to the Honda CivicHaving now lived with and tested the new 2023 Acura Integra, we know it isn't a revival of the driver-focused, straightforward hatchback the internet commentariat yearns for. This may dismay Acura acolytes, and indeed we'd celebrate the arrival of such a car in our crossover-saturated market.But don't forsake the 2023 Acura Integra because it doesn't meet your preconceived expectations. Even though it feels similar—perhaps too similar—to the Honda Civic Si, Acura sufficiently elevated the Integra to the luxury realm. It's a genuine rival to its European competitors, with some uniquely distinctive attributes. If you read on and discover it's not the Integra you wish it would be, well, maybe you need to grow up—the Integra certainly has.How Quick? Not ParticularlyOne of those attributes—the one most crucial in this test—is its transmission. Automatics are prevalent among luxury subcompact cars, but choosing the Integra in A-Spec trim and adding the Technology package unlocks a no-cost option to swap the standard CVT for a six-speed manual gearbox. As in every Integra, it's joined to a 1.5-liter turbocharged I-4 that sends 200 hp and 192 lb-ft to the front wheels. In manual Integras, the power is regulated by a limited-slip differential.Pauses introduced by clutch and shifter actuation are factors in the Integra's 7.7-second 0-60-mph time. All of its two-pedal rivals do the sprint in less than 7.0 seconds. Likewise, the Integra crosses the quarter mile in 15.7 seconds at 91.0 mph, trailing many of its adversaries in both metrics. Even so, the engine feels strong for its size, delivering a torquey surge on-boost that's accentuated by little wastegate whistles. What's more, its fuel economy rating of 26/36 mpg city/highway tops many of the 2.0-liter mills common in the set.Manuals typically enhance involvement at the expense of outright acceleration, and the Integra's shifter justifies the trade-off. It moves between gates precisely and is weighted so it requires deliberation but not undue effort. Automatic downshift rev-matching is activated by default—don't worry, you can deactivate it, but don't knock it till you try it. The clutch is less tactile than the shifter; it's light and engages vaguely at the upper end of its stroke. In fact, it caught out a few of our drivers with unexpected wheelspin.Fun-ishThe turbocharged, lightweight, manual 2023 Acura Integra embodies buzzwords that set enthusiast hearts aflutter. In most situations it's entertaining, moving with poise and pep that evinces the great engineering in its architecture. But the Integra is not a particularly sporty car, as proven by its test results and how it feels when driven hard.A 60-0-mph braking distance of 123 feet is on the longer end in this category. Fade was generally a nonissue even under repeated heavy braking, but the pedal, soft at the top and requiring significant depression, doesn't seem tuned for dynamic driving. This setup disposes it to around-town use, as does the brake auto-hold function, which works flawlessly—not always the case in manual cars.The Integra's 0.87-g skidpad average is about what's expected for the class, but the Acura's figure-eight time of 27.2 seconds at 0.63 g average doesn't impress, considering its rivals run the lap in the 26-second range. Our test team was frustrated by meddling traction control, which never seems to truly turn off and prevents full power unless the steering wheel is straight. Such interference negates the differential's benefit in on-limit driving.Out on the road, the Integra is willing to play up to a point. Its tidy size and weight let it flow between corners, but the verve it initially presents evaporates if you ask too much of it. Instead, the Integra becomes overwhelmed by understeer and imprecision. Truly sporty cars come across as a vivid conduit between driver and road—the new Integra doesn't.Our Civic DutyAt this point we'd be remiss to not mention how the 2023 Acura Integra compares to the Honda Civic Si. The chassis, powertrain, and amenities in these vehicles are largely identical, and perhaps unsurprisingly they drive very much alike. The shared shifter and clutch play a part in that. But our tests verify Honda's interpretation is the higher performer: It's quicker, stops better, and is grippier all around. Crucial to that are the optional summer tires equipped on every modern Si we've tested; all-seasons are standard on the Si and the only choice on the Integra.Much more important than the Si's fractional test-figure advantages, though, is the fact the Honda is sharper, louder, and more direct—simply put, more fun to drive. At the point where the Integra falters, the Si stays hungry for the road ahead. It's remarkable how two vehicles so similar in hardware, performance, and general feel end up with such different personalities.All Hail the HatchbackThis is not to suggest the Civic Si is necessarily better than the Integra. Aspects of the Acura make it more appealing than its platform counterpart, and—critically—cars in the luxury subcompact category.Its hatchback format is high on the list. With a conventional small sedan, there will come a time when you'll size up its trunk opening, contemplating how you'll get some rather large thing inside. There's little such issue with the Integra: Lift the rear enclosure and revel in the big cargo area, made bigger by folding the second row. This setup makes Integra living realistic for anyone who carries bulky items or lifestyle gear. Its tall lift-over height is only a slight hindrance.The luxury quotient is there, too. Adaptive dampers fitted on the Integra A-Spec bring a suitably smooth ride in Normal and Comfort modes and stiffen just so in Sport. Plush centers and firm, supportive bolsters make the front seats quite comfortable. Beyond a standard 10.3-inch digital gauge display, the 16-speaker audio system, wireless charger, and head-up display added by the Technology package qualify the Integra to run in today's luxury league.Likewise, the cabin's layout and quality of materials are suitable for an entry-level luxury car. Yet the interior's similarities to the Civic are obvious. Acura could have done more to avoid such comparisons, particularly by distinguishing touchpoints like the steering wheel, shift knob, or infotainment system layout. But given how nice the Civic's interior is to begin with, how the Integra builds on it is no bad thing.The same notion extends throughout the experience: that the Civic is its starting point bodes well for the Integra. If you recall, the Civic was a finalist in our 2022 MotorTrend Car of the Year contest, and we deemed it "one of the best vehicles on sale" in a comparison-test win. Most of the Civic's great things are present, if not enhanced, in its Integra transformation.The Nicer Version of a Nice CarAcura succeeded in creating a rival to starter cars from other luxury brands and offering a unique, practical vehicle to drivers who want something more upscale than a Honda. The Integra's pricing—slightly more than $30,000 to start and less than $40,000 in our fully loaded test car—undercuts the field by potentially many thousands of dollars to make it an undeniable value. It's luxury on the cheap that feels nowhere near cheap.Yet even with its vaunted manual transmission, the Integra isn't the hot hatchback seemingly everyone across the internet insists it must be. That might be you. If so, accept the fact the Integra of 2023 isn't exactly like the Integras of yore. Time and progress ran their course, and Acura built a car that represents what it is now. If that's not enough, don't despair: This entry in the Integra tale is only at its beginning, paralleled promisingly by the reemergence of the Type S performance badge.Looks good! More details?2023 Acura Integra A-Spec Specifications BASE PRICE $33,895 PRICE AS TESTED $37,395 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.5L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 200 hp @ 6,000 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 3,040 lb (60/40%) WHEELBASE 107.7 in LENGTH x WIDTH x HEIGHT 185.8 x 72.0 x 55.5 in 0-60 MPH 7.7 sec QUARTER MILE 15.7 sec @ 91.0 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.87 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 26/36/30 mpg EPA RANGE, COMB 372 miles ON SALE Now Show All

In what may come as a shock to many of us, Subaru has announced that the new WRX it just launched will not be getting a higher-performance WRX STI model, at least not one based on the 2022 Subaru WRX. Instead, Subaru is looking into electrification for its future performance applications, and we may not see another STI until the next generation of the WRX, which might be awhile.In its announcement, Subaru cited "the regulations and requirements for greenhouse gasses (GHG), zero emissions vehicles (ZEV), and Corporate Average Fuel Economy (CAFÉ)" as the impotence for holding off on a developing a new STI right away. It appears an internal-combustion-powered STI would struggle to pass increasingly stringent regulations for sale, without first going hybrid or fully-electric. "A next generation internal combustion engine WRX STI will not be produced based upon the new WRX platform," the statement declares.The move is surprising, considering the company gave no hint that it was potentially facing delays with a next-gen STI at the reveal of the new WRX sedan last year. The STI is a popular model among enthusiasts, and sales for the outgoing WRX and STI models remained consistent for almost the last decade. It's possible this announcement is intentionally vague, and Subaru may intend to co-develop separate WRX and STI models on separate platforms to still get a new model out within a few years—technically releasing a WRX STI in the same life cycle as today's WRX, albeit with a different underlying platform and powertrain altogether.It's not clear how far along, if at all, Subaru's team has been looking into "opportunities for the next generation Subaru WRX STI, including electrification," as the announcement says. Subaru also promised to incorporate "the essence of STI" into the next-gen vehicles it actually is going to produce.If we're not getting a new STI soon, if at all, then what can we expect? The automaker just announced its new E-RA, a carbon-neutral, all-electric, all-wheel drive race car intended for production and customer racing in the upcoming FIA E-GT racing league. The company could potentially use this as a starting point for its next-gen STI, if Subaru really is starting from scratch and is free to use other platforms than the WRX's.

ford f-150-lightning Full OverviewThere's a learning curve that comes with driving and owning your first electric vehicle, and the slope gets particularly steep when you push an EV's battery to its limits. The first time a new EV owner drives far enough that they need to charge in the middle of a trip, they face two hard truths: EVs almost never achieve their advertised ranges when it really matters, and even the fastest charging stations are slow compared to a gas pump.Based on the more than 200,000 reservations for the Ford F-150 Lightning, a lot of Americans are going to learn those lessons behind the wheel of the blockbuster electric pickup truck. Either that, or they'll read this story and take our findings to heart. MotorTrend's real-world driving range and charging times for the F-150 Lightning are a cheat sheet for planning a long-distance drive with few surprises and headaches.What's the Range of the Ford F-150 Lightning?According to Ford, the Lightning can cover 230 miles with the standard battery and up to 320 miles in XLT or Lariat trim with the optional extended-range battery. The top-trim $92,669 Lightning Platinum, which is only offered with the larger battery pack, is rated for 300 miles of range due to its heavy standard 22-inch wheels and the additional weight of the extra equipment it carries.However, if you plan to use a Lightning for long-distance highway trips, those figures paint an unrealistically optimistic picture. Electric cars and trucks are more efficient in low-speed stop-and-go traffic than at highway speeds, and the official EPA range figure is based on a combination of city and highway driving. If you drive extended distances at more than 55 mph in any EV, you're all but guaranteed to come up short of the range number listed on the window sticker.How short? We developed the MotorTrend Road-Trip Range test to answer that question. This real-world test is run at an average speed of 70 mph to more accurately reflect what kind of range you can expect to cover on your longest drives, such as family road trips, weekend runs to the cabin, or sales calls to the farthest corners of your territory. The 2022 Ford F-150 Lightning Platinum achieves a MotorTrend Road-Trip Range of 255 miles, or 15 percent less than its EPA-rated 300 miles. Of course, as with gas cars, your mileage may vary. Expect driving range to fall with extreme temperatures, higher speeds, or significant elevation changes. Alternatively, you can extend that range by driving slower, limiting air-conditioning and other accessory usage, and minimizing hard braking.How Fast Does the F-150 Lightning Charge?Ideally, every Lightning owner will have access to 240-volt charging at home or their workplace where they plug in to take care of most of their charging while asleep or at work. But if you don't have easy access to one of these Level 2 charging stations, or if you find yourself needing to recharge on a long road trip, you may find yourself relying on DC fast-charging stations, also called Level 3 stations. It's in these instances when charging time really matters.To measure how long you'll be waiting, we charged a 2022 Ford F-150 Lightning Platinum from 5 percent to 90 percent using an Electrify America fast-charging station and translated the energy delivered into miles of driving range at highway speeds.The Lightning added 74 miles after 15 minutes of charging and extended that to 133 cumulative miles after 30 minutes. With 45 minutes on the clock, the Lightning had gained 189 miles of range, and after an hour of charging, the electric truck had put on 214 miles of range.That's good but not great. With a maximum rated charging power of 150 kW, the Ford can't suck down electrons as quickly as its main rivals, the Rivian R1T and GMC Hummer EV electric trucks. EV nerds should note, though, that the Lightning momentarily exceeded its stated 150-kW max charging power when it peaked at 160 kW for a couple minutes near the beginning of the test.In all EVs, charging becomes slower as the battery fills up to protect the pack's longevity. The Lightning begins its first step down seven minutes into charging, leveling off around 115 kW for a sustained spell. The power delivery then takes a big step down as the charge nears 80 percent. For many drivers, this would be the point to unplug and carry on. If you're in a region with decent charging options, it's typically quicker to hop from fast-charging station to fast-charging station without ever exceeding an 80 percent charge on the road. That's one more thing you figure out very quickly if you do probe the limits of an F-150 Lightning or another EV.Looks good! More details?