2017 Acura NSX
The original Acura NSX made quite an impression on many people when it brought a uniquely Japanese perspective to the supercar wars. Well after many years of hoping and much delay from Honda, there is finally a new one to drive. Does it carry on that same perspective, or is it a whole different animal?
In order to properly introduce this 2017 Acura NSX, a bit of a history lesson is prudent. When this New Sportscar eXspiramental arrived 25-years ago, it was more than just a Japanese Ferrari knockoff. It was a high-tech, modern take on the European supercar theme. Featuring a transverse mid-mounted VTEC V6 in an aluminum-bodied chassis, with Honda-level refinement and daily driver comfort, at pricing that no exotic could touch.
Fast forward to 2016, and after much delay, caused by calling an audible halfway through development to change the still mid-mounted engine from transverse to longitudinal placement; it has finally hit the streets.
And it sure looks awesome on them, not in any extreme or flamboyant way. But with a highly functional design that manages airflow for cooling electric and internal combustion parts, with vents and scoops strategically placed all around.
It surely has some big expectations to live up to. But going in, Acura engineers knew it would be a tall task to properly represent the NSX’s history while pushing it into the future. One thing they held onto was a cozy and low riding cockpit, with great seats, and all-around outward visibility that puts most cars of all stripes to shame.
As for the go-fast hardware, Acura took a currently popular supercar route; a hybrid all-wheel-drive system that uses the now twin-turbocharged V6 to power the rear wheels and 2-electric motors forward for powering the fronts. Plus, an additional e-motor mated to the engine. It’s similar to the RLX Sport Hybrid, but in reverse.
The V6 now displaces 3.5-liters, and uses that electric assistance mostly at launch to bridge the gap of turbo-lag until its twin boosters spin up to full force. The results? A total of 573-horsepower and 476 lb-ft. of torque.
Its 9-speed DCT transmission is Honda’s own design. We found it, along with its paddle shifters, to work well in all situations. Smoother than a Honda Pilot on the street, only occasionally hanging on to a gear longer than you’d like; swift and precise on the track, very much like an Italian exotic.
Suspension is supercar-spec aluminum double wishbone in front, with a multilink in the rear; magnetic coilovers all around. Drive modes do much to adapt both the driving experience and powertrain performance to suit your style; with ride quality that instantly swings from Accord compliant to track car stiff.
Getting to that on-track performance; there were plenty of early negative reviews of the NSX, and compounding the issue are the 3-different sets of tires available. Standard Continentals for the street, Pirellis and Michelins optional for track work. We drove with the Pirellis on the track and Contis on street.
For us, this NSX went about track work with the quiet proficiency you expect in a Honda product, there is absolutely nothing offensive or vicious about it. Power is coming from 3-different angles and being applied in various amounts simultaneously, yet it all works with mostly seamless precision. It doesn’t so much hammer around corners as think its way through them.
Even in straight line acceleration, it takes off directly and with a smoothness that seems to mask the magic that’s happening, as it propels you to 60 in under 3.0–seconds. Again, up there with supercars with much higher price tags.
Launch control engages easily and perfectly every time, consistently delivering simply incredible, rocket-like power. And, optional carbon-ceramic brake rotors will bring you back down to earth safer than any drogue chute.
So it almost goes without saying; but as before, the now U.S. built NSX delivers supercar style performance for a fraction of the cost of its closest competition. Though it may not be quite as attainable as before, with base pricing of $157,800 only about 800 will be available here this year. Upgrading it to track spec. will push it closer to $200,000, where a lot of high performance cars reside.
But on the global roadmap of supercars, the 2017 Acura NSX surely lies at the intersection of performance and technology. So we’ll go against those early reviews and say that it stays 100% true to its heritage, and easily worth the wait. An incredibly refined, highly capable, tech-heavy, reliable daily driver that will appeal to equally sophisticated, performance minded drivers looking for a rarified showcase. If you liked the NSX before, you’ll love it now!
- Engine: 3.5 liters
- Horsepower: 573
- Torque: 476 lb-ft.
- 0-60 mph: 2.9 seconds
2023 Genesis Electrified GV70
Genesis Waves Their Magic EV Wand Yet Again
The Genesis Electrified GV70 is not only the 3rd all-electric vehicle offering from Hyundai’s luxury division, but it’s also the first Genesis model to be built here in the US. You know, the GV70 was already a big hit with both critics and buyers, so let’s find out if a big pack of batteries and American workers can take it to the next level.
For the 2023 model year, the Genesis GV70 utility has gone electric. And like the Electrified G80 sedan before it, Genesis has integrated an all-electric drivetrain into its existing platform seamlessly and effectively.
Now, it may look almost exactly like the sleek and sophisticated internal combustion powered GV70 SUV that arrived just last year. But packed underneath it all, is the GV60’s next-gen propulsion system that uses a pair of electric motors delivering standard all-wheel drive and 429-horsepower. Both the front and rear-mounted electric motors are 160-kW and produce a combined 516 lb-ft. of torque, relying on energy from a 77.4-kWh battery. Full 350-kW charging capability will get the battery to 80% in just 18-minutes. The Electrified GV70 is rated to travel 236-miles between those charging sessions.
But based on our driving loop, we’d say more is easily possible as we were on pace for over 250-miles; making it an overachiever, much like the G80.
The approach to the interior is not so much a heavy-handed blast of over-the-top luxury, rather just a soothing blend of high-quality metal and leather materials with soft tones, subtle ambient light, and an airy feel that ultimately delivers a very comforting experience.
There’s an available 12.3-inch digital instrument cluster, along with a 14.5-inch touchscreen that houses standard navigation, and it also has a rotary style control on the console if you prefer that, just don’t confuse it with the rotary gear selector like we did. Lexicon audio, quilted leather, and a suede headliner come with the Prestige package that also includes active noise control and white brake calipers.
Regen braking paddles mounted on the back of the steering wheel allow for adjusting amounts of regen up to full 1-pedal driving; or you can let Smart Regen take control, gathering data from past driving history, navigation, and road conditions to determine the appropriate amount of braking. Drive modes include Comfort, Eco, Sport, Sport +, and Custom, and Genesis has added some additional sound deadening for this EV.
Based on the incredibly quiet, smooth, and steady highway ride we experienced, we weren’t sure what to expect when we pulled this GV70 up to the line at our Mason Dixon Dragway test track.
Well, not much calmness or serenity here, as this thing absolutely blasted off the line like a rocket, hitting 60 in just 3.9-seconds. That’s almost a full 2-seconds quicker than last year’s 2.5-liter turbo-equipped GV70. It’s hard to beat performance-tuned EVs when it comes to torque delivery, and like the GV60, there’s a boost button on the steering wheel that delivers an additional 54-horsepower for a thrilling 10-seconds, helping us clear the ¼ in 12.4-seconds at 112 miles-per-hour.
The low center of gravity, an electronically controlled suspension, and a Disconnector Actuator System that allows for 2-wheel or 4-wheel-drive operation depending on circumstances, helped keep the Electrified GV70 well-planted through our handling course, and provided a livelier feel than the ICE version.
Substantial side bolstering of the front seats kept us settled in place very nicely. Great steering feel, very little body roll, and only minor amounts of understeer at its limits. Brakes were equally as sporting, with good feedback and stability, despite the noticeable nosedive that typically accompanies stopping 5,000-lbs. of utility vehicle in just 111-feet, 6-feet shorter than the standard GV70.
There are some subtle changes outside for this Electrified version of the GV70; it gets unique 20-inch wheels, and as in the G80, the signature crest grille gets an aerodynamic makeover, nicely integrating the charging port. Same 2-line lighting theme up front, and in back, where the rear bumper is reshaped now that there are no tailpipes. Cargo area is well finished with thoughtful use of space; at 28.7 cubic-ft. with a max of 56.5, capacity is down a tiny bit, but a small storage bin up front under the hood more than makes up for it.
At 37-kWh/100 miles, the Electrified GV70 rates a good efficiency score. Pricing starts at $66,975, about 20-grand over a base ICE GV70, and 3-years of free charging at Electrify America charging stations is included.
Genesis is slowly but surely electrifying their lineup, and the 2023 Electrified GV70 is not just another step in the process, but further proof that carmakers can progress to EVs without upsetting the entire apple cart of their brand. Forward thinking but staying classy, just what we’ve come to expect from Genesis.
- Motor Setup: Dual 160-kW Motors
- Horsepower: 429
- 0-60 mph: 3.9 seconds
- 60-0 Braking: 111 feet (avg)
- MW Range: ~254 miles
- Battery Size: 77.4-kWh
- Torque: 516 lb-ft.
- 1/4 Mile: 12.4-seconds at 112 mph
- EPA Range: 234 miles
- Efficiency: 37 kWh/ 100 miles
2023 GMC Canyon
Canyon Goes Bigger
Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!
Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.
Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.
The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.
At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.
And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.
But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.
Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.
The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.
Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.
Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.
So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!
- Engine: 2.7L Turbo-4
- Horsepower: 310
- 0-60 mph: 7.5 seconds
- 60-0 Braking: 121 feet (avg)
- MW Fuel Economy: 18.2 mpg (Regular)
- Transmission: 8-speed auto
- Torque: 430 lb-ft.
- 1/4 Mile: 15.6-seconds at 91 mph
- EPA: 17 City / 21 Highway / 19 Combined