buying 2021 Acura TLX Type S Remembers What's Important
2017 Acura MDX Hybrid: What You Need to Know
There’s a lot to like about the 2017 Acura MDX Hybrid, including its lithe handling and swift acceleration. However, its poor predicted reliability rating and frustrating infotainment controls pull it down near the bottom of our hybrid and electric SUV rankings. The 2017 Acura MDX Hybrid is ranked: #10 in 2017 Hybrid SUVs #52 in Used Hybrid SUVs under $30K Is the 2017 Acura MDX Hybrid a Good Used SUV? Despite its ranking, the 2017 Acura MDX Sport Hybrid is a decent vehicle. With good acceleration and sporty handling, this Acura proves that a hybrid SUV can be fun to drive. It comes with plenty of standard features too.
keeps sending forget-me-nots. First came the second-generation , a 573-hp mid-engine sign that the brand had been working on itself, made some big changes, and wanted to have a heart-to-heart talk about performance. Now, the sports sedan has arrived at our doorstep, and its and torque-vectoring all-wheel-drive system are the kind of wooing that totally works on us.
Not to be confused with the relatively mild-manneredintroduced last year, the Type S brings back Acura's . Set up for use on the street and not necessarily with track driving in mind—that's where the brand's Type R moniker comes in—the TLX Type S is intended to compete with the s, BMW s, and s of the world, not more extreme RS models, M cars, or Blackwings.
MotoGP eyes test on new Indonesia street track in 2021
MotoGP could stage a test at the Mandalika Street Circuit in Indonesia this year ahead of the return of the Indonesian Grand Prix in 2022. © Richard Dole / Motorsport Images #6 Acura Team Penske Acura DPi, P: Dane Cameron, Juan Pablo Montoya, #7 Acura Team Penske Acura DPi, P: Helio Castroneves, Ricky Taylor, #32 United Autosports Ligier LMP2, P: Phil Hanson, Bruno Senna, Paul Di Resta, #85 JDC/Miller Motorsports ORECA 07, P: Simon Trummer, Robert Alon, Nelson Panciatici- Start of Race MotoGP signed a three-year deal to host a race in Indonesia back in 2019, with the inaugural event at the purpose-built st
Strong acceleration and only a hint of low-rpm turbo lag is our first impression of the TLX's V-6. Engineers assure us that this DOHC V-6 is a new design, sharing only its bore spacing with older Honda/Acura engines. A singlefeeds the cylinders with 15.1 psi of boost. To reduce the height of the engine, the cam cover now incorporates the upper camshaft bearing. It saves space, reduces the number of parts, and makes us wonder why this hasn't been done in the nearly 120 years of overhead-cam engines.
Acura's all-wheel-drive system puts the power down with zero fuss, and the conventional 10-speed automatic transmission flutters through its gears imperceptibly. A rush of turbocharged torque at low engine speeds helps keep the gearbox from having to hunt for lower gears on hilly freeways. Power builds aggressively, and the surge is eye-opening, but the V-6 is working against a claimed 4200-pound curb weight. We'll fit our test equipment to a Type S soon, but our calibrated Levi's say 60 mph should fall somewhere in the mid-4-second range.
2021 Porsche Taycan 4 Cross Turismo Charges Ahead
The Taycan Cross Turismo EV proves the wagon is alive, well, and kicking its way into the future. Unlike the Taycan sedan, all Cross Turismo models come standard with the larger of the two available battery packs, an 83.7-kWh unit. In the 4, that pack powers the two motors to an available 469 horsepower when using launch control. During normal use, you get 375 horsepower and 368 pound-feet of torque. As in all Taycans, a two-speed automatic transmission on the rear axle enables brisk off-the-line acceleration and more efficient high-speed cruising. Porsche says the 4 should hit 60 mph in 4.
A few turns of the TLX's thick-rimmed steering wheel, and it's obvious that the Type S is more about going straight, thanks in part to Acura's return to a control-arm front suspension in place of the previous struts. There's a sweetness and liveliness to this car's steering and turn-in that makes it seem lighter than its curb weight. Grip levels from the optional 255/35R-20 Pirelli P Zeros are high. Opting for those $800 summer tires also scores you NSX-inspired 20-inch wheels that save a little more than five pounds per corner compared to the standard alloys.
Slightly wider and longer than the German competition that it's priced against, the TLX is about the length and width of anor . While the added width means that the TLX doesn't seem as nimble as its smaller rivals, the body control is excellent. Compared to the regular TLX, Acura fits 40-percent-stiffer front springs and larger anti-roll bars front and rear. Acura's all-wheel-drive system overdrives the rear end to give the Type S a rear-drive attitude when you're hard on the throttle. Punch the gas out of corners and the system resists power understeer by shifting torque rearward, which then is split side to side by its to create a rear-steer effect. Basically, just stomp the accelerator and the TLX does all the hard math to turn your foot's request into speed.
84-year-old wants the le-mans victory - with Porsche
the team Penske becomes a partner of Porsche. The 84-year-old Roger Penske has made a lot - and at the legendary 24-hour race. © Provided by sport1.de 84-year-old wants the Le-Mans victory - with Porsche also with 84 years Roger Penske still dreamed. ( News: Everything about WEC ) As a racer, he brought it to two Formula 1 races. In 1966 he founded his own Penske Rennstall. The team won a Grand Prix, 18 times the Indy 500 and many championships worldwide.
Hitting the brake pedal erases speed quickly and confidently. An electrically assisted brake booster is tuned to provide a very firm pedal with good bite. While the minimal brake-pedal travel takes some getting used to, after a few miles we're adjusted and appreciative. The front rotors measure 14.3 inches (1.3 inches larger than the regular TLX) and are grabbed by four-piston calipers. Acura had us play at WeatherTech Raceway Laguna Seca for a few laps to fully experience the all-wheel-drive system in a safe environment, but in the interest of surviving journalistic abuse on a road course, those on-track TLXs were fitted with track-oriented pads that Acura promises to recommend to interested customers. Back on the street and fitted with the stock pads, the brakes didn't show any signs of fade on brief canyon-road blasts.
Set the Type S's Dynamic Control knob to Sport+ mode and itstighten up and react more quickly to inputs from accelerometers at each corner. Sport+ also makes the car more apt to rotate around corners by upping the rear-steer effect of the torque-vectoring rear end. The 10-speed also responds better in Sport+, but you'll also want to separately select the transmission's Sport mode, which seemingly channels racer Alexander Rossi's brain as it calls up the right gears under braking and fires off quick upshifts at the engine's redline. Paddle shifters on the back of the steering wheel are included, but the gearbox does such a fine job of picking through its 10 ratios that we didn't see a pressing need to override it.
2021 Honda CR-V Touring First Test: Still the Best
They—whoever they are—say it is difficult to be humble when you’re the best at what you do, but apparently they forgot to tell that to the 2021 Honda CR-V, the family hauler that we rate number one among compact SUVs. It’s not hard to believe that Honda would make the best compact SUV in the segment—but what exactly makes it so good? We took a refresher drive in a top-of-the-line 2021 Honda CR-V Touring with all-wheel drive and were reminded of everything we love about the CR-V. Let's take a tour, front to back. © William Walker 2021 Honda CR V Touring We'll start with the engine, a 1.
Dial back to Normal mode, and a mellower Type S emerges. The active exhaust remains less prone to shouting, and the steering effort decreases while maintaining its tactility. But even in its softest setting, the ride remains on the firm side and the occasional bump will ripple through the suspension and structure. Acura stiffened the Type S's body over the standard car with gussets, cross bars to tie the front shock towers together, floor stiffeners, and an A-brace behind the rear seatback. The structure is certainly stiff. But when driven back to back with a showroom-fresh Audi S4 that Acura brought out for a Pepsi challenge, the Audi's suspension isolation and structure felt just a little more buttoned up. Although we did find the TLX had livelier and more talkative steering, stronger and more satisfying brakes, and similar acceleration.
The TLX's size is obvious inside, where a wide center console houses Acura's difficult-to-use touchpad infotainment controller. That interface is not getting easier to operate with practice, and it never seems to respond to your finger the same way twice. A spacious and comfortable front seat with an easily tailored seating position is the perfect place to appreciate high Gs, whether it's g-forces or music. Start turning the volume knob, conveniently positioned next to the touchpad, to hear the fabulous Panasonic ELS audio system. It has the punch and clarity to turn you into a stereo snob, and it probably won't take long before you find yourself searching for Free Lossless Audio Codecs (FLAC) files to play through the system's 14 speakers.
2021 Rimac Nevera May Upend the Hypercar Paradigm
Unhinged acceleration with Croatia's $2.4 million, 1877-hp electric hypercar. You do need bravery. Scary is often synonymous with fast, but the Nevera, the Croatian carmaker's latest creation, is unnerving. Find a long straight and bring the car to a stop. Select Track mode from the closer of the two big in-house CNC-milled rotary switches that control the major driving functions, and maximum torque will flow through the four electric motors. Hold the brake, push the right pedal all the way in, and the back of the car squats as the rear motors flex on the suspension. Take a breath and then let go.
Simple and elegant analog gauges might buck the glass-cockpit sports-sedan norm, but leather and Ultrasuede seats, metal pedals and trim, and a stitched instrument panel are right in line with competitors. Rear-seat riders get a supportive bench, but the legroom and space in back isn't what we'd call generous, despite the car's 113.0-inch wheelbase. At highway speeds, the Type S's cabin remains hushed, although working the engine or switching to Sport or Sport+ will increase the amount of V-6 sound pumped into the cabin.
Acura's desire to be considered and remembered by sports-sedan buyers is obvious in the Type S's price. The entry point is $53,325, and the only extra-cost bits are $800 wheels and tires. Comparably equipped, the German competition is more expensive, although a bare-bones S4 can be had for less than the TLX Type S. A Cadillac CT5-V can undercut the TLX's price, but again, with all-wheel drive and similar trimmings, the Cadillac rises beyond the Acura and into the mid-$50Ks. A fully loadedcosts less than the TLX, but it's closer in size to a smaller BMW 3-series.
After a brief exposure to the TLX Type S, we're eager to spend more time with it and to subject it to our battery of instrumented tests and a comparison test. Fun to drive, quick, and athletic, Acura's new sports sedan is another sign that the brand is getting serious about going after performance-car buyers.
"pretty impressive": Aston Martin enthuses from Vettel's detail depth .
© Motorsport Images Otmar Szafnauer is enthusiastic about the depth of detail, the Sebastian Vettel introduces the technical debriefings after workouts, qualifying and race with Aston Martin (formerly Racing Point) thanks Sebastian Vettel get a new quality. This has revealed team boss Otmar Szafnauer and the four-time world champion an extraordinary attention to detail attested, which he has not experienced with any other Formula 1 driver.