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 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
2024 Jeep Wrangler
The New Wrangler Crawls Its Way Towards Modernization
The Jeep Wrangler has been an affordable rugged launching pad for backroad exploring for almost four decades. And while constant updates have made the current Wrangler more modern and capable than ever, a lot has changed since the JL model first arrived for 2018. So, Jeep engineers did their thing again, handing us yet another, better Wrangler for 2024.
To most people, the Jeep Wrangler is all about tradition, a craggy aging dinosaur among the smooth fleet-footed crossovers of the modern era. But the Wrangler has come a long way with modernization in recent years, and takes another big step for 2024.
Side curtain airbags for the first and second rows are now included in all but the base Wrangler Sport, and Uconnect 5 with 12.3-touchscreen is now standard across the board. And since the 4xe plug-in hybrid powertrain has proven so popular, Jeep has made it available in more trims, including all the way down to Sport S, which means an even lower entry price point for what has quickly become the best-selling PHEV in America.
So, the 4xe has truly brought the Wrangler into the modern era in more ways than one, and it was also what we chose to spend the bulk of our Southern Utah drive time in. It still delivers the same impressive, combined output of 375-horsepower and 470 lb-ft. of torque, with the added bonus of 21-miles of EV time.
The 4xe is just one of many engine options however, including a 270-horsepower 2.0-liter I4 turbo and the monster 470-horsepower 6.4-liter V8 exclusive to the Rubicon 392. Standard engine remains the 285-horsepower 3.6-liter V6, which is the only way to go if you want to shift your own gears, as the rest are all 8-speed automatics.
Speaking of the Rubicon, they’ve made it even more capable for ’24, with a new Dana 44 HD full-floating solid rear axle which should hold up better when you stuff bigger tires in there, plus boosts towing capacity from 3,500 to 5,000-lbs. And a factory-installed 8,000-lbs. Warn winch is now available as an option.
Off Road+ drive mode makes its way into 4xe models for ’24 too, optimizing throttle, traction control, and transmission parameters to maximize off-road performance whether rock crawling or doing high-speed desert runs. And since people really can’t get enough of Rubicon, Jeep has added a new Rubicon X model with 35-inch tires on beadlock-capable 17-inch wheels, integrated off-road camera, steel bumpers, and full-time Rock-Trac 4:1 transfer case.
Back on our home turf, it was a trip to Mason Dixon Dragway with this 4xe plug-in performer.
Provided you’ve still got some battery power for additional boost, the 4xe will jump off the line with surprising authority on its way to a 0-60 time of 6.7-seconds. Power deliver stays strong once you get rolling, with things really coming alive as the tach needle climbs. Automatic shifts were both quick and smooth, resulting in ¼-mile runs of 15.0-seconds flat at 97 miles-per-hour.
There’s nothing about the Wrangler that wants to be pushed hard through a cone course, but we did it so you won’t have to. And truth be told, it wasn’t that bad, but when you’re sitting this far off the ground, it’s a natural tendency to keep inputs smooth and steady and not tempt tipsy fate by being overly aggressive with steering inputs. But rest assured, even if you are heavy handed, there are plenty of safety systems in place to help keep bad things from happening. There was a lot of weight transfer on hard braking, which is to be expected, but 145 foot stops from 60 were still longer than we like.
The only real change to the new Wrangler look-wise is an updated 7-slot grille with shorter openings; though there are also the usual new color and wheel choices. Multiple soft and hardtop options remain available. And inside, the dash has been reshaped a bit to house that new touchscreen, 12-way adjustable power seats are now available, and additional sound deadening has been added to higher trim levels.
But, just about every trim level also comes with additional content for ’24, and thankfully they haven’t eliminated the 2-door yet, which starts things off with Sport trim at $33,690, 4-grand more for the 4-door. 4xe’s remain 4-door only, but now start at just over $50,000, with the exclusive High Altitude trim at $68,790.
Love ‘em or hate ‘em, Jeep sells an incredible number of Wranglers every year, and it was really what kept the former Chrysler Corporation afloat for many years. Stellantis has big plans for EVs going forward, but the 2024 Jeep Wrangler is not only more capable and modern than ever, it’s proof that electrification and old-school off roaders can coexist; and it’s a pretty good bet that the Jeep Wrangler will always remain a major part their portfolio.
- Engine: 2.0L Turbo-4
- Horsepower: 375
- 0-60 mph: 6.7 seconds
- 60-0 Braking: 145 feet (avg)
- EV Range: 21 miles
- Battery: 17.3-kWh
- Torque: 470 lb-ft.
- 1/4 Mile: 15.0-seconds flat at 97 mph
- EPA (Combined): 20 MPG | 49 MPGe