Traditional Sedans Are Dead At Mercedes-Benz
The Mercedes-Benz Vision EQXX concept is design boss Gordon Wagner's way of showing us that he's dead serious about the death of the traditional three-box sedan.
He's said it before, and he's saying it again: EVs will sacrifice the classic three-box design of a sedan at the altar of aerodynamic efficiency. ("Three-box" refers to the basic shape of a vehicle when viewed from the side, with the engine compartment, cabin, and trunk forming three box-like shapes pushed together.) When it comes to drag, a traditional trunk just isn't as good as a fastback design for cutting through the air. So-called four-door coupes are no longer a design statement, they're a necessity.
Mercedes-Benz employees believe range is the EV customer's biggest concern today, so the company is doing everything it can to increase range without increasing prices. Optimizing a vehicle's aerodynamics are a big part of the puzzle. While it remains to be seen whether the company will push longtail designs like the EQXX with its tapering rear overhang, the long, sloping C-pillar is here to stay.
The Grille's Gotta Go, Too
Wagner also confirmed the EQXX previews the new front-end design for Mercedes EQ EVs. The nonfunctional, light-up grilles of the current EQS and upcoming EQE models are effectively placeholders meant to ease the transition away from the grille as a primary design element. Instead, Mercedes will shift focus to the headlights, which make a three-pointed star design when the daytime running lights are switched on. Complementing those stars are a pattern of three-pointed stars embossed in the front fascia where a grille might've been in the past.
Do You Really Need a Sunroof?
Mercedes has also confirmed the EQXX's rooftop solar panels are not a concept gimmick. The company is hoping to begin offering the panels on production EVs in 2024 as an alternative to sunroofs and solid metal roofs. The company claims that, when combined with other technical advancements in the EQXX, the solar panels can reduce the load of non-propulsion systems enough to give the car an extra 15 miles of range on a sunny day.
What About SUVs?
SUVs are far more popular than sedans of any kind these days, so how will this new design ethos apply to future EV SUVs? Mercedes-Benz isn't ready to go into detail yet, but the same physics apply. SUVs, being taller, naturally have more frontal area to push through the wind, so optimizing their aerodynamics is even more crucial. The trick will be in balancing that against practicality, as today's so-called SUV coupes tend to sacrifice some amount of cargo space, rear head room, and rear visibility in the name of style.
You may also like
WHAT IT IS: Honda plans to launch two electric sports cars in the medium term. The first is dubbed a "specialty model," and based on the teaser image Honda shared, it looks like it will have the proportions of a smaller, more affordable sports car. The return of the S2000 doesn't sound like a crazy idea, especially when everyone is resurrecting old model names. This will be the company's first electric sports car, but not its only one. The second model will serve as a halo, and based on its proportions, it looks like an Acura NSX with a wilder form. Honda hasn't said if both cars will carry the Honda brand name, but given the NSX falls under Acura for the North American market, it won't surprise us to see such a strategy continue.WHY IT MATTERS: As everyone goes electric, Honda has been one of the most conservative automakers to make the change. This move puts Honda on the radar, as the Japanese company aims to sell more than 500,000 electric vehicles in North America later this year. With the Acura NSX leaving production after the 2022 model year, this electric halo car could mark its return. And who won't be excited by an S2000-inspired electric car?PLATFORM AND POWERTRAIN: It's too early to know the details, but these two cars will be based on Honda's own electric vehicle platform, dubbed e:Architecture. Yes, Honda is working with General Motors to launch two SUVs—the Prologue and an unnamed Acura crossover—but the two sports models will be developed completely by Honda. We estimate each car will have at least 300 miles of range and a scintillating driving experience.ESTIMATED PRICE: The "specialty model" should start at less than $50,000, but the halo model will most likely cost more than $150,000.EXPECTED ON-SALE DATE: 2026 for the small model and 2027 for the halo car.
acura mdx Full OverviewWe weren't necessarily thrilled with the 2022 Acura MDX when it launched in January 2021. Acura promised the fourth gen of its hot-selling three-row SUV would offer a "premium performance SUV" experience. Instead, what we got was whatever the opposite of Goldilocks is: The MDX was neither sporty nor luxurious enough to hit its target in the segment. Now, though, the new 2022 Acura MDX Type S manages to fix many of the original 2022 MDX's flaws.What Is the 2022 Acura MDX Type S?With the ouster of the RLX sedan and the sunsetting of the Acura NSX supercar, the new 2022 MDX Type S is the latest flagship SUV for Honda's luxury arm. Part of Acura's reborn sporty Type S sub brand (think BMW MSport instead of BMW M), the MDX Type S aims to turn up the wick on the MDX formula by offering more power, a more advanced suspension, and a more engaging experience than other pedestrian MDXs.Whereas the standard MDX is powered by a carryover 290-hp 3.5-liter V-6 (shared with platform mates like the Honda Passport, Pilot, Odyssey, and Ridgeline), the MDX Type S borrows its engine from the 2022 TLX Type S. Designed exclusively for Acura's Type S offerings, the MDX's 3.0-liter turbocharged V-6 produces 355 hp and 354 lb-ft of torque. As is the case in the TLX Type S, the MDX Type S pairs its engine with a 10-speed automatic and Acura's torque-vectoring "Super Handling" all-wheel-drive system. The new engine necessitated minor changes to the MDX Type S' front end, with new sub-radiators located below the headlights, and a larger, more powerful radiator behind the blacked-out grille.Although not directly targeting Audi's RS or BMW's M brands (let alone S and MSport sub brands), Acura went further than just adding engine upgrades in an effort to make the 2022 MDX Type S a more compelling performance SUV. The most notable change is the MDX Type S' new air suspension (an Acura first), backed up by stiffer struts and adaptive dampers. The air suspension stiffens and lowers the MDX's ride height by 0.6 inch in its Sport and new Sport + drive modes, is capable of rising 2.0 inches in the MDX Type S' new Lift mode and offers improved ride quality versus the standard MDX in Normal and Comfort drive modes. Other performance upgrades include a retuned brake-by-wire system featuring four-piston front Brembo brakes, a revised steering rack to increase driving feel, and 21-inch wheels with self-sealing high-performance all-season tires.MDX Type S changes are rounded out by quad exhaust tips, black exterior trim, a new optional 25-speaker ELS Studio 3D audio system, and some new exterior and interior colors.How Does the MDX Type S Drive?Acura's most recent efforts in the space haven't been the most convincing. We panned the standard MDX for its unrefined ride quality, poor braking manners, and lack of steering feel. The TLX Type S didn't fare much better—we called it sloppy and underwhelming.While the MDX Type S won't make Audi SQ7 or even Dodge Durango SRT 392 buyers think twice about their high-performance three-row SUVs, we discovered that Acura has mostly gotten this one right.Unlike the somewhat gutless standard MDX, the new Type S feels quick if not outright fast. The single twin-scroll turbocharger spools up quickly, and peak torque hits at just 1,400 rpm, giving the SUV strong off-the-line shove. The 10-speed automatic does a great job keeping the engine in its powerband in most driving conditions as it shifts smoothly and without hesitation.The MDX Type S' ride and handling balance is superior to the standard MDX, too. When cruising around town, the air suspension dispatches impacts well and without any of the annoying secondary motions we noticed in the standard MDX. Similarly, on-center steering feel and effort was much more confidence-inspiring than in more workaday versions of Acura's three-row crossover.You'll never mistake the MDX Type S for a super SUV on a good back road, but it still held its own better than we expected it to based on previous recent models. Its combination of air springs, adaptive dampers, and torque-vectoring all-wheel drive combined to make the MDX Type S surprisingly competent on the tight, twisting hilly back roads of California's Napa Valley during our first drive. With Sport + mode engaged, the dampers and air springs firm up, and the torque-vectoring system more aggressively routes power rearward and left and right, making the vehicle feel surprisingly well balanced and quick. Body roll is lessened noticeably, and the MDX Type S' ride expertly walks the fine line between firm and flinty. The more aggressive SH-AWD logic really helps get the MDX Type S' nose pointed toward the next corner, too—simply add power mid-corner and hang on as the car claws its way out and down the next straight.Still, the 2022 Acura MDX Type S is not without its faults. Despite supposedly being NSX-inspired, the brake-by-wire logic is nowhere near as good as it is in the mid-engine supercar. While rarely an issue at lower speeds, brake feel is inconsistent whenever you ask for anything more than moderate stopping power. The steering feel still isn't great, either. It's quick yet somehow vague; we suspect a proper set of performance tires would do much to liven up the MDX's nose.Does the MDX Type S Have a Nice Interior?If you've spent any time in lesser versions of the MDX, the MDX Type S' stylish cabin will look quite familiar. Up front, Acura's touchpad infotainment system isn't loved universally, but we appreciate the fact it encourages the driver to keep their eyes up and on the road. The ELS Studio 3D Signature sound system (available only on the MDX Type S Advance) is among the best in the automotive space, rivaling high-dollar systems like the Bentley Bentayga's 22-speaker Naim system. We also really liked the splash of color offered by Acura's Azurite Blue leather upholstery, another feature only available with the Advance Package.As for creature comforts, the front seats are spacious and comfy, especially with the massaging seats engaged. The second row is roomy but rather hard and flat, while the third row is both hard, flat, and best left for children. Despite featuring a second-row bench, third-row access couldn't be easier as the seats flip forward with the press of a button, and the return procedure is light and can be done with one hand.How Much Is the Acura MDX Type S? Is It Worth It?Prices for the 2022 Acura MDX Type S start at $67,745, about $5,000 more than the MDX Advance, the previous range topper. The MDX Type S Advance adds a slew of luxury features, including full leather massaging seats, open-pore wood or metallic trim, unique upholstery options, and the 25-speaker ELS system instead of the standard 16-speaker version. The Advance stickers for $73,095.Acura would like buyers to think of the MDX Type S as a sporty, wallet-friendly alternative to mid-grade luxury models like the Audi Q7 Premium Plus, BMW X5 xDrive40i, Mercedes-Benz GLE450, and Genesis GV80, but a back-to-back comparison test will likely reveal those rear-drive models to be dynamically superior to the MDX Type S. That's also ignoring the fact the even sportier Audi SQ7, BMW X5 M50i, and Mercedes-AMG GLE53 exist and are likely within financial reach of those shopping for a $70,000 performance vehicle.Regardless of how many buyers ultimately plunk down their hard-earned cash on the 2022 Acura MDX Type S, Acura has made it better for all thanks to its commitment to making it sportier than before. The MDX Type S succeeds in becoming the Goldilocks of an otherwise average MDX lineup.Looks good! More details?2022 Acura MDX Type S Specifications BASE PRICE $67,745-$73,095 LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE 3.0L/355-hp/354-lb-ft turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 4,800 lb (mfr) WHEELBASE 113.8 in L x W x H 198.4 x 78.7 x 67.1 in 0-60 MPH 5.5 sec (MT est) EPA FUEL ECON CITY/HWY/COMB 17/21/19 mpg EPA RANGE (COMB) 352 miles ON SALE Now Show All
If you were to find yourself beneath a new 2023 Acura Integra—or the mechanically related Honda Civic Si—we sure hope it's not because you were just run over. In that case, you might have more pressing things to worry about than the odd routing of the dual exhausts under the back bumper. But, hey, pretend you're on the ground, under an Acura or a Honda, wondering why there are pipes aft of the exhaust outlets shapes like curly fries. We were similarly curious (having put ourselves on the ground, under an Acura Integra, on purpose) and did some digging with Acura for answers.What Does a Normal Exhaust Look Like?Normally, exhaust piping follows relatively straightforward routes from the engine to wherever the gases are intended to exit—usually the car's rear end. This typically manifests as straight-as-possible piping leading from the headers, which collect gases from each of the engine's cylinders in individual pipes and merge them into one or two outlets that flow into a catalytic converter, to a series of resonators (for shaping or quieting the noise) and mufflers and, finally, the tailpipes.There are a few bends here and there, mostly so the piping can clear things like the rear suspension, the fuel tank, or other obstacles, but conventional wisdom holds that they don't double back on themselves or otherwise make any unnecessary trips side-to-side.How the Acura Integra's Exhaust LooksThe Integra's post-cat piping (aft of the catalytic converters) is a bit different. As we mentioned previously, this setup is nearly identical on the Honda Civic Si, which shares a platform, engine, transmission, and general layout with the new Integra. While the piping follows a relatively traditional central pathway rearward, toward the back of the Integra, via a small tunnel, upon reaching the rear axle area, it splits into a T-shape, with one pipe turning to the right and another to the left.These two pipes bend slightly rearward and lead to small resonators, one per side, before taking a 120-ish-degree bend toward the vehicle centerline, followed by another (by which point the pipes are now flowing toward the front of the car), followed by another bend that points the piping back to the side of the car, and finally a gentler 60-ish-degree bend that spits the exhaust straight back, out from beneath the Integra's rear bumper. Why?According to Honda, those squiggles in each exhaust outlet are, in fact, silencers. They serve essentially the same function as a muffler—Honda calls them "coiled-type silencers"—and their curious shape is highly intentional. While, like everything on a modern vehicle, their shape is somewhat influenced by the allowable space within the bumper and underbody area behind the rear axle, the specific pathway that piping takes plays a crucial role in the surprisingly guttural low-rpm sound the Integra and Civic Si make.By snaking the exhaust piping into that circular route, Honda is lengthening the exhaust pathway, lowering the resonance frequency without using a traditional muffler . Honda engineers tell us that the design as first installed in the Si also emphasizes the 300Hz to 600Hz frequencies "to deliver a more aggressive sound." Skipping the muffler, Honda also was able to achieve that sound with a 27-percent increase in exhaust flow.Good Vibes, Different VolumesThe old Honda Civic Si, you'll recall, featured a central-exit exhaust that spit gases from two tailpipes clustered at the center of the bumper. Compared to the new Si and its Integra sibling, it used two large mufflers in a somewhat unusual configuration: The same central post-cat piping flowed into a T-split, with each pipe flowing into the end of a transversely arranged muffler, one on each side of the car. Gases exited those mufflers about an inch from the inlets, reforming into a T before the piping exited the back of the car.Doing some visual measurements—okay, by the seat of our pants here—the new, muffler-less exhaust setup has more piping. I.e., it's longer, mostly by replacing the old car's length of muffler with pipe, and then spinning that around into loops at each rear corner of the car. It's cool to see the progression of this concept by the engineers, as the new and old setups are clearly somewhat related, only the new version sounds much better, particularly at idle and lower engine speeds. And that's all things being equal, literally. The new and old Si, and by extension, the Integra, utilize the same turbocharged 1.5-liter I-4 engine, and the 11th-generation Civic's platform—again, shared with the Integra—is a modified version of the 10th-gen setup. We didn't note any untoward booming, either, despite the exhaust note being audible in both the Honda and Acura at highway speeds.For higher-rpm duty, Honda and Acura lean on Active Sound Control—in essence, augmented engine noises and, in the Acura, some active sound cancellation via the audio speakers—to amplify good noises and tamp down on less desirable ones. The tuning of these setups are different in each car; the Honda notably amplifies the engine note, more so in its Sport drive mode. In the Acura, we're told that augmentation was turned way down, with the focus pivoted from outright sporty volume to shaping the noises already in play for a more refined effect.Of course, the sounds made by the 2023 Integra or the Honda Civic Si are only small parts of both compact cars' appeal. The Si is clearly sportier than the Integra, with a firmer ride and louder augmented noises and no available automatic transmission (you'll get the best-shifting six-speed manual available this side of a Porsche and like it), while the Integra delivers most of the Si's athleticism with greater overall comfort, refinement, and richer features. Both are fun to drive, attractive small cars. And owners of either one can blow plenty of hot gas about how weird their exhausts are.
0 Comments