The 2023 Dodge Hornet Compact SUV Buzzes With Performance

It appears Chrysler has a shiny new future. Analysts and car buyers, if they've been thinking of Chrysler at all, have been wondering what the future would hold for the brand in the post-merger universe (in which the PSA Group and Fiat Chrysler Automobiles formed Stellantis). Its reduced lineup, like that of sister brand Dodge, led some to imagine vultures circling overhead, despite some assurances from execs that the brand would "rebound" in the future. But the Chrysler Airflow concept shows there's some life in the heritage brand yet.Unveiled at the 2022 CES event, the Chrysler Airflow Concept appears near-production ready, with a feasible crossover SUV shape and fully electric powertrain. However, while Chrysler is using this opportunity to hawk connected features (like OTA updates) and high technology, and the underlying hardware appears likely to hit the road … it won't be for a little while. In the same announcement, Stellantis says its first Chrysler EV won't hit the road until 2025. That vehicle will almost certainly be a production version of this Chrysler Airflow, given its state of development, meaning anyone excited by its appearance will have to wait several years for the opportunity to buy one—while electric crossover rivals like the Nissan Ariya, Hyundai Ioniq 5, Ford Mustang Mach-E, and Toyota bZ4X will have a significant head start.A little late to the party, the Airflow should have the firepower to compete. The concept (and almost certainly the production version) features two 150-kW electric motors, one at each axle. With EVs, 1+1 does not always equal 2 when it comes to total system output, so don't expect a full 400 horsepower from the dual motor setup. But 375? Sure, that seems reasonable, and puts it right between a regular dual-motor Mach-E and its GT performance version.The battery size isn't detailed but Chrysler promises 350-400 miles on a single charge, which would put it on the highest echelon of contemporary EV range figures—although who knows where things will be in three years, when the Airflow is likely to arrive. Only the Lucid Air and Tesla's Model S currently meet or exceed those figures, the former pairing serious aerodynamic engineering with a massive 118-kWh battery. Given the name, Chrysler would be smart to lean heavily into the aerodynamic angle.Speaking of the name, it's an interesting one to revive. The original Chrysler Airflow was an ambitious, streamlined, futuristic … total market flop. Its curved, streamlined front end heralded the future, but the goofy waterfall grille and overall vibe just didn't gel with 1930s car buyers. It's doubtful anyone who isn't in automotive media or history will care, but it's an interesting naming choice.Inside the Airflow, Chrysler crows about the passenger experience, including the STLA SmartCockpit we told you about earlier. Stellantis isn't wrong about a change in emphasis from the raw hardware to the total ownership experience, especially as driver assistance systems become more capable and the relationship between vehicle and driver changes. Speaking of which, Chrysler will include its STLA AutoDrive Level 3 driver assistance system, which should gain capabilities in the future via OTA updates.Back to the future, let's talk about 2028: that's the date by which Chrysler promises a fully electric slate of vehicles. Remember, Chrysler sells just two vehicles to the general public today: the Pacifica and the 300—the Voyager variant of the Pacifica is now fleet-only, and, well, it's basically only a low-spec Pacifica anyway, not a standalone vehicle. The 300 is almost certainly a dead car walking, given that its Dodge platform-mates have been given termination notices; 2024 is the year that the Challenger and Charger will die in, with replacements confirmed … but as what, is unclear. And the impressive Pacifica Hybrid adequately future-proofs the minivan line, for a while.A new EV muscle car for the Dodge brand will be revealed in 2022, and it's not outside the realm of possibility that it'll be heavily related to the Chrysler Airflow. One EV that's comfortable and sleek, another one gruff and outrageous … seems like a healthy two birds, one platform strategy to us. It's been working for Chrysler and Dodge for decades, so it's sound.Whatever Airflow spawns or inspires, Chrysler says it will lead Stellantis itself into a new era that puts electrification at the fore. The Airflow is undoubtedly important for Stellantis in America, where it is now lagging on EVs, but the way it evolves what the Chrysler brand stands for—and the influence it has on the brand's future product—will be incredibly important. The entire industry is at a crossroads, and Airflow is Chrysler's way forward.

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

With the way that Hyundai has been going here lately, we can't help but think the future is bright thanks to its Ioniq EV brand. Its original Ioniq gave us mixed feelings but then came the Ioniq 5 and we were rather impressed with its futuristic design, multiple battery and motor configurations, and fast charging. The Ioniq 6 will have a lot to live up to and, at least on paper, looks to achieve that. Off paper, Hyundai has also elaborated on some notorious details about the Metaverse and NFTs, too.Different In AmericaThe 2024 Ioniq 6 will have a 12 inch touchscreen infotainment system and a 12 inch digital cluster. Out on the far edges of the dashboard are two screens, one for each side and these will be used for the side views using digital outside rearview cameras. At least, if you're outside the U.S. Due to Federal Motor Vehicle Safety Standards (FMVSS), the U.S.-sold Ioniq 6s will not receive the digital mirrors and will only get a pair of boring, conventional exterior mirrors. They also come with a drag penalty that we mentioned earlier in this story, with the 0.21 Cd increasing to 0.25 Cd. We also will not get those monitors at the edges of the dashboard and the "wingtips" they are set into are shorter on the U.S. version of the Ioniq 6.What will remain are those four LEDs on the airbag of the steering wheel that serve as status indicators on the Ioniq 6, in which the four "dots" are also the same Morse code signal for the letter "H." Remember, pixels are a theme with Ioniq and the four dots on the airbag are much better looking than a large chrome "H," in our opinion.The battery sizes, by the way, are identical to those offered by the Ioniq 5, which delivers 220 miles of EPA-estimated range with its smallest 53-kWh battery; 274 miles with the 77-kWh battery and dual-motor all-wheel drive; or 303 miles with the larger battery and rear-drive. Given the 6's air-cheating shape, it likely will improve on those figures here.Same Battery, More RangeThe 77.4-kWh battery is estimated to deliver around 379 miles on a single, full charge under the Worldwide Harmonized Light Vehicle Test Procedure (WLTP) estimate. Compared to the Ioniq 5's 315 mile WLTP range, that's an impressive improvement. Most of its range is due to its swoopy aerodynamic design and more efficient motor and controller technology. The Ioniq 6 also features flaps in its bumper that open only when cooling is needed for the battery and motor system.At the rear comes in its dual spoilers, which aren't quite used for downforce but instead help with the separation of the wind as it flows down the rear window. That separation can cause drag and the upper rear spoiler is designed to break up a vortex that's created as air separates away from the roof. The lower rear spoiler catches any leftover air and straightens it out as it leaves the vehicle. The upper spoiler also lights up with "pixels," which is a huge theme of the Ioniq brand. The good news is that, despite its dramatic departure from the roof, the view out of the rear windshield isn't too bad.While the electronics use next generation semiconductors with a more efficient design, the motor uses hairpin windings, which use a solid core wiring over the stranded wire used in typical motor windings. This solid wire allows for a high fill factor and better thermal performance, and those help lead to a more efficient use of power. Hyundai claims the Ioniq 6 with its standard range 53 kWh battery and standard 18 inch wheels (20 inch wheels are optional) with a single motor will get roughly 22.5 kWh/100 miles for the RWD model.For comparison, the Mustang Mach E RWD gets 33 kWh/100 miles and the Ioniq 5 RWD gets 31 kWh/100 miles. Unfortunately, Hyundai didn't say what the range was using the AWD version. However, the AWD dual motor version is capable of 320 hp and 446 lb-ft of torque when both motors are combined. The Ioniq 6 hits 60 mph in 5 seconds in its highest-performance configuration, a conservative figure given how an identically powered and blockier Ioniq 5 did the deed in 4.4 in our testing.Even more impressive is the time it takes to get to 80 percent charge. From 10 percent it only takes 18 minutes to get to 80 percent because the Ioniq 6 uses an 800 volt ultra-fast 350 kW charge rate. Suddenly, range and time to charge aren't the issues they were just a few years ago. While that might worry you if you only have a 400 volt infrastructure, you won't have an issue as the car works with that system, as well.Tuning Without The Need For A Handheld TunerJust because the Ioniq 6 is being sold to us as an extremely efficient EV, it's not lacking performance. Even better, that performance can be adjusted to suit your needs using Hyundai's EV Performance Tune-up system in the Ioniq 6. With just a few button clicks (and without the need for some sort of tuner like you would on your ICE vehicle), the steering effort, motor power, accelerator sensitivity, and driveline mode can be adjusted to the liking of the driver.No, this doesn't require a special N-version of the Ioniq 6, but that's not out of the realm of possibility, according to Hyundai. You can even change how your Ioniq 6 sounds on the inside with its e-ASD. While an EV will be silent, the Electric Vehicle-Active Sound Design (e-ASD) will allow owners to tailor when its "spaceship-like" sound is piped into the cabin, and it's capable of changing based on the Ioniq 6's driving status.Of course, Over The Air (OTA) updates are common on many vehicles today and the Ioniq 6 will be no exception save for one thing. Rather than just updating firmware and navigational maps, Ioniq 6 owners will be able to add and improve functions via OTA. Hyundai says this will "provide a safer and more convenient driving experience." When you think about it, your Ioniq 6 will be as customizable and unique as the smartphone in your hands. Sure, someone else will have the same model but not everyone will have the same apps and features.Trashion DesignerTo demonstrate the capabilities of the interior, Hyundai used people connected to the Metaverse. Yeah, kind of cringy, but hear us out. While a spacious interior should be a given on a dedicated EV platform, the Ioniq 6 will look to expand interior room for all passengers in its roughly 9.68 feet long wheelbase by using innovative seating materials. A woman that was a "trashion designer," who uses recycled materials like old fishing nets and plastics to make materials for fashion design, was shown laying back using the Relaxation Comfort Seats in the first row.The use of high-density foam and high-strength steel frames means these optional Ioniq 6 front seats can be thin. According to Hyundai, these seats are 30 percent thinner than conventional passenger seats while still being comfortable to sit in and we can attest to that. The seats are very "Volvo-like," as one of our editors pointed out when they sat in the car. They also noted how the texture on the center arm rest and console are both visually interesting and soft to the touch. "It's almost as if it's fabric, but it's not, it's soft touch plastic," they noted.Another scene showed off a guy who worked as a show designer that worked in the Metaverse. He was also the type of person who uses driving to get his mind clear and come up with unique ideas. What was interesting about his drive was the Hyundai's use of dual color ambient lighting. Not only are these lights capable of further interior customization with its 64 color spectrum, but it was also capable of "Speed Sync Lighting," which would change the brightness of the first row ambient lights depending on the speed of the Ioniq 6. The faster he drove, the brighter the lights became and the slower, the dimmer. Hyundai claims that this adds some emotion to the driving experience.Power EverywhereThe final example was a woman who ran a livestream on the topic of shows and events in the Metaverse. Just a warning, that's not the last time you're going to hear about the Metaverse in this article. Anyhow, the features she used were related to the center console and the multiple power outlets within the Ioniq 6's cabin. For power, you'll get no less than four USB Type-C ports (two up front and two for the rear passengers) and a single USB Type-A port.The front passengers also get wireless charging in the front center console area. You'll also get power outlets under the back row seat for laptop, phone, and other device charging with a 12 volt port down in the bin under the center console and a 120 volt outlet below the rear seat in the center. If you want to use your laptop inside, as our livestreamer did, the Ioniq 6's center console is also helping to redefine the work space. It's able to fit a standard laptop on the front center console without any need for special trays or transformations. The only issue is that is also where the window controls are for the front passengers, but it does at least have a huge space under it for storage thanks to its very flat floor.Unfortunately, the rear passengers are going to need to be a little bit on the short side. While they get "tons" of rear leg and shoulder room, the headroom is just enough. "Long torsos beware," said one editor, "my hair was touching the ceiling." This is inherent to the body design for its aerodynamic shape. It also cuts into the cargo room, of which the trunk is very deep back to front and lift over height is pretty low, but it's not very tall, you'd have to lay down large suitcases flat and not on their taller edges.The good news but bad news is that there is no spare tire, but that allows for a little bit of hidden storage under the trunk floor. The trunk lid is also powered on the upscaled trims. Another issue is the way the 60/40 split rear seats fold down. Rather than have releases on the seats so they can be reached from the cabin, the only releases are located in the trunk. You also get a two-tier storage in the "frunk," but due to its design for aerodynamics, the frunk space is smaller than the Ioniq 5. Fortunately, you do get extra pockets in the rear doors just in front of the speakers and the glovebox opens like a drawer, which should allow for a much deeper storage area there.The Ioniq 6 is also the latest Hyundai EV to allow its owner to use the vehicle as a large, mobile generator. Just like the Ioniq 5, the 6 has vehicle-to-load (V2L) functionality and allows its owners to charge devices using an adaptor from Hyundai that plugs into the vehicle charging port. This allows Ioniq 6 users to charge devices when the power's out (hello, Texas), camping, or when just when you're doing outdoor stuff like tailgating at a sporting event.The infotainment system will be able to work with Apple CarPlay and Android Auto and a multiple Bluetooth connection can allow two devices to connect to the Ioniq 6 at the same time. This allows you to have one phone used for calls and the other used for music streaming, for example. That music will come out of a Bose sound system with eight speakers that includes a subwoofer. Navigation is enhanced by the Ioniq 6's connected car services that helps you find chargers and plans your best route depending on its charge state. Finally, if you need to remind yourself of an idea or note, the Ioniq 6 has a voice memo feature so you can recall that in your own voice.Color It ImpressedFor the 2024 Hyundai Ioniq 6, there will be 12 colors available at launch that include Gravity Gold Matte, Abyss Black Pearl, Serenity White Pearl, Curated Silver Metallic, Noctume Gray Metallic, Noctume Gray Matte, Transmission Blue Pearl, Biophilic Blue Pearl, Ultimate Red Metallic, Digital Green Pearl, Digital Green Matte, and Byte Blue. Inside there will only be four color options: Dark Gray with light gray, dark olive green with light gray, black with pale brown, and black.There is another reason as to why they choose to go with this "Efficient Streamliner" design on the Ioniq 6. Hyundai's design language today is like a chess set rather than Russian nesting dolls. Each model is clearly related, but not same design on a differently sized vehicle. The idea is to design each vehicle to the target customer and their lifestyle and rather than body designs, details like the pixels carryover to each Ioniq to give some brand continuity.That pixel motif is also carried out where ever Hyundai could get away with it. It's in the lights, the fabric, and anywhere else it would work visually, even if it was just subtle. The other reason for the Ioniq 6 shape is that they already have an EV SUV in the works with the Ioniq 7, which we got a computer generated tease of during the press event. They really just didn't need another boxy, SUV-like vehicle.Remember That Metaverse Warning…2024 Hyundai Ioniq 6 Electric Car 11What's become common recently, despite the crashing state of cryptocurrency at the time of writing, is new cars getting NFTs. The Ioniq 6 is no different and there will be a tie-in NFT when it launches in 2023. You'd think that after the failure of the Corvette NFT manufacturers would stop this, but it appears they won't. Despite that, there are slightly more fun and interesting ideas within the whole metaverse systems out there that Hyundai participates in.There is the extended reality (XR) content called the Ioniq 6 Digital Studio. This allows users to experience a variety of interactive content related to the Ioniq 6 through their laptops, mobile devices, virtual reality (VR), and augmented reality (AR) including the ability to use head mounted displays for both AR and VR. Quite possibly the oddest is the Roblox Hyundai Mobility Adventure tie in that exists in the Roblox metaverse. Yeah, we don't quite get that either, but there is Planet Hyundai on ZEPETO. Both experiences allow users to do virtual test drives and even experience the core features of the Ioniq 6.Hyundai closed by saying that the Ioniq 6 will begin production in the third quarter of 2022 for the world but U.S. production starts in January of 2023. Sales will then start in Q1 2023 for the North American market. Of course, that does all depend on how the supply chain is able to serve Hyundai by that point. As the saying goes, your mileage may vary, and your order might be built at a much later date.