Hyper Efficiency and High Performance
This week’s New York International Auto Show may not have had the joys of a 1,500 mph (or is it horsepower?) Bugatti Chiron to brag about, there were still gobs of high-tech automotive hardware announced.
We saw hyper-efficient sedans---some apparently designed on drugs---high-performance machines tuned to within inches of their lives, silky-smooth drop-tops, and smart safety and powertrain technologies that continue to trickle up, down, and sideways within manufacturers’ lineups. These are our favorites from the Big Apple---ten cars that caught our attention in big ways and small.
We saw hyper-efficient sedans---some apparently designed on drugs---high-performance machines tuned to within inches of their lives, silky-smooth drop-tops, and smart safety and powertrain technologies that continue to trickle up, down, and sideways within manufacturers’ lineups. These are our favorites from the Big Apple---ten cars that caught our attention in big ways and small.
Credit: Newspress USA
This week’s New York International Auto Show may not have had the joys of a 1,500 mph (or is it horsepower?) Bugatti Chiron to brag about, there were still gobs of high-tech automotive hardware announced.
We saw hyper-efficient sedans---some apparently designed on drugs---high-performance machines tuned to within inches of their lives, silky-smooth drop-tops, and smart safety and powertrain technologies that continue to trickle up, down, and sideways within manufacturers’ lineups. These are our favorites from the Big Apple---ten cars that caught our attention in big ways and small.
We saw hyper-efficient sedans---some apparently designed on drugs---high-performance machines tuned to within inches of their lives, silky-smooth drop-tops, and smart safety and powertrain technologies that continue to trickle up, down, and sideways within manufacturers’ lineups. These are our favorites from the Big Apple---ten cars that caught our attention in big ways and small.
2017 Mazda MX-5 RF
Mazda generated perhaps the most buzz at the show when it unveiled its Miata hardtop convertible Tuesday night. The beautiful little machine---dubbed the MX-5 RF for “retractable fastback”---has a compact lid that retracts in just 12 seconds and doesn’t hog any more trunk space than the soft-top version of the Miata.
The design offers a roadster configuration rather than a completely flat rear deck, which generates a bit more privacy and wind protection, and is overall a much more stylish look.
The design offers a roadster configuration rather than a completely flat rear deck, which generates a bit more privacy and wind protection, and is overall a much more stylish look.
Credit: Eric Adams
Mazda generated perhaps the most buzz at the show when it unveiled its Miata hardtop convertible Tuesday night. The beautiful little machine---dubbed the MX-5 RF for “retractable fastback”---has a compact lid that retracts in just 12 seconds and doesn’t hog any more trunk space than the soft-top version of the Miata.
The design offers a roadster configuration rather than a completely flat rear deck, which generates a bit more privacy and wind protection, and is overall a much more stylish look.
The design offers a roadster configuration rather than a completely flat rear deck, which generates a bit more privacy and wind protection, and is overall a much more stylish look.
2017 Nissan GT-R
It seems a bit bass-ackward to suggest that the GT-R—Nissan's ultra-hardcore street-racing machine—would be a contributor to the company’s “intelligent mobility” ethos, but that’s company’s story and it’s sticking to it. The refreshed GT-R now has a more comfortable interior, with improved Nappa leather seats and a larger, more civilized, and less techy infotainment system. In short, it’s a bit more of a grand-tourer than a pavement-shredder, though that skillset is far from absent.
The new car has 20 more horsepower (565) and a four lb-ft torque boost to 467. Design tweaks include a new hood and nose treatment and a higher waistline. Fortunately, the tweaks are all modest: The original GT-R is essentially design perfection, and monkeying with it takes a deft hand, which Nissan exercises here with admirable restraint.
The new car has 20 more horsepower (565) and a four lb-ft torque boost to 467. Design tweaks include a new hood and nose treatment and a higher waistline. Fortunately, the tweaks are all modest: The original GT-R is essentially design perfection, and monkeying with it takes a deft hand, which Nissan exercises here with admirable restraint.
Credit: Eric Adams
It seems a bit bass-ackward to suggest that the GT-R—Nissan's ultra-hardcore street-racing machine—would be a contributor to the company’s “intelligent mobility” ethos, but that’s company’s story and it’s sticking to it. The refreshed GT-R now has a more comfortable interior, with improved Nappa leather seats and a larger, more civilized, and less techy infotainment system. In short, it’s a bit more of a grand-tourer than a pavement-shredder, though that skillset is far from absent.
The new car has 20 more horsepower (565) and a four lb-ft torque boost to 467. Design tweaks include a new hood and nose treatment and a higher waistline. Fortunately, the tweaks are all modest: The original GT-R is essentially design perfection, and monkeying with it takes a deft hand, which Nissan exercises here with admirable restraint.
The new car has 20 more horsepower (565) and a four lb-ft torque boost to 467. Design tweaks include a new hood and nose treatment and a higher waistline. Fortunately, the tweaks are all modest: The original GT-R is essentially design perfection, and monkeying with it takes a deft hand, which Nissan exercises here with admirable restraint.
2017 Toyota Prius Prime
Competition is intense in the hybrid sphere, so Toyota is backing up its once-groundbreaking stalwart, the Prius, with an improved plug-in variant, the Prius Prime. The original plug-in Prius had an 11-mile all-electric range, which didn’t do much for consumers, so Toyota doubled that with this model, via a larger 8.2-kWh battery and a more finely tuned hybrid system. While 22 miles still isn’t particularly stellar (Chevy's Volt does 53), it’s enough to get many people to work and back on a daily basis.
Design tweaks include a more dramatic taillight scheme and the questionable “aquatic” body sculpting introduced in the Mirai hydrogen car last year. The Prime is meant to appeal to a younger crowd, though what will likely appeal to them even more is the optional 11.6-inch touchscreen and the industry-best 120 MPGe rating the whole system generates.
Design tweaks include a more dramatic taillight scheme and the questionable “aquatic” body sculpting introduced in the Mirai hydrogen car last year. The Prime is meant to appeal to a younger crowd, though what will likely appeal to them even more is the optional 11.6-inch touchscreen and the industry-best 120 MPGe rating the whole system generates.
Credit: Eric Adams
Competition is intense in the hybrid sphere, so Toyota is backing up its once-groundbreaking stalwart, the Prius, with an improved plug-in variant, the Prius Prime. The original plug-in Prius had an 11-mile all-electric range, which didn’t do much for consumers, so Toyota doubled that with this model, via a larger 8.2-kWh battery and a more finely tuned hybrid system. While 22 miles still isn’t particularly stellar (Chevy's Volt does 53), it’s enough to get many people to work and back on a daily basis.
Design tweaks include a more dramatic taillight scheme and the questionable “aquatic” body sculpting introduced in the Mirai hydrogen car last year. The Prime is meant to appeal to a younger crowd, though what will likely appeal to them even more is the optional 11.6-inch touchscreen and the industry-best 120 MPGe rating the whole system generates.
Design tweaks include a more dramatic taillight scheme and the questionable “aquatic” body sculpting introduced in the Mirai hydrogen car last year. The Prime is meant to appeal to a younger crowd, though what will likely appeal to them even more is the optional 11.6-inch touchscreen and the industry-best 120 MPGe rating the whole system generates.
2017 Hyundai Ioniq
The Prius Prime styling may be somewhat loopy, but Hyundai overcorrects to buttoned-down boringness with the Ioniq. Beneath the staid exteriors, however, cooks legit tech. The company has three versions of the same car---a full electric with a fairly standard 110 mile range, a plug-in hybrid that can go 25 miles on electricity, and a conventional hybrid that will deliver 58 miles per gallon, which beats the standard Prius.
The three cars will share a very low drag coefficient of 0.24, which helps achieve those MPGs. Perhaps the biggest surprise, though, is the six-speed dual-clutch transmission in the hybrid and hybrid plug-in models, which could make them refreshingly sporty compared to the continuously variable transmissions typically found in eco-machines like this.
The three cars will share a very low drag coefficient of 0.24, which helps achieve those MPGs. Perhaps the biggest surprise, though, is the six-speed dual-clutch transmission in the hybrid and hybrid plug-in models, which could make them refreshingly sporty compared to the continuously variable transmissions typically found in eco-machines like this.
Credit: Eric Adams
The Prius Prime styling may be somewhat loopy, but Hyundai overcorrects to buttoned-down boringness with the Ioniq. Beneath the staid exteriors, however, cooks legit tech. The company has three versions of the same car---a full electric with a fairly standard 110 mile range, a plug-in hybrid that can go 25 miles on electricity, and a conventional hybrid that will deliver 58 miles per gallon, which beats the standard Prius.
The three cars will share a very low drag coefficient of 0.24, which helps achieve those MPGs. Perhaps the biggest surprise, though, is the six-speed dual-clutch transmission in the hybrid and hybrid plug-in models, which could make them refreshingly sporty compared to the continuously variable transmissions typically found in eco-machines like this.
The three cars will share a very low drag coefficient of 0.24, which helps achieve those MPGs. Perhaps the biggest surprise, though, is the six-speed dual-clutch transmission in the hybrid and hybrid plug-in models, which could make them refreshingly sporty compared to the continuously variable transmissions typically found in eco-machines like this.
2017 Mercedes-AMG E43
When the freshly redesigned E-Class Mercedes debuted a few months ago, it brought with it a stealthily advanced set of semi-autonomous capabilities, including the ability to handle itself on freeways at up to 130 mph. (Though humans will be requires to keep their hands on the wheel.) Now that car has gotten a performance bump, with a twin-turbo 3-liter V6 that produces 396 horsepower, a driver-tunable air suspension and steering feedback, and a rear-drive bias in its all-wheel-drive system.
It won’t be as outrageous as the upcoming E63, but the E43 has serious punch, at a more reasonable (still undisclosed) price than the step-up model. Its edgier design and bigger wheels make it all the more appealing for sports sedan aficionados. Indeed, it’ll likely make most of us want to kick that semi-autonomous driving straight to the curb.
It won’t be as outrageous as the upcoming E63, but the E43 has serious punch, at a more reasonable (still undisclosed) price than the step-up model. Its edgier design and bigger wheels make it all the more appealing for sports sedan aficionados. Indeed, it’ll likely make most of us want to kick that semi-autonomous driving straight to the curb.
Credit: Eric Adams
When the freshly redesigned E-Class Mercedes debuted a few months ago, it brought with it a stealthily advanced set of semi-autonomous capabilities, including the ability to handle itself on freeways at up to 130 mph. (Though humans will be requires to keep their hands on the wheel.) Now that car has gotten a performance bump, with a twin-turbo 3-liter V6 that produces 396 horsepower, a driver-tunable air suspension and steering feedback, and a rear-drive bias in its all-wheel-drive system.
It won’t be as outrageous as the upcoming E63, but the E43 has serious punch, at a more reasonable (still undisclosed) price than the step-up model. Its edgier design and bigger wheels make it all the more appealing for sports sedan aficionados. Indeed, it’ll likely make most of us want to kick that semi-autonomous driving straight to the curb.
It won’t be as outrageous as the upcoming E63, but the E43 has serious punch, at a more reasonable (still undisclosed) price than the step-up model. Its edgier design and bigger wheels make it all the more appealing for sports sedan aficionados. Indeed, it’ll likely make most of us want to kick that semi-autonomous driving straight to the curb.
2017 Acura MDX
Acura’s most popular and crucial vehicle remains the MDX, its mid-sized SUV. So no surprise it's next to get the company’s three-motor hybrid powertrain. The technological centerpiece of the new NSX supercar, it uses one motor in typical hybrid fashion, and two to power either the front or rear wheels.
This refresh of the MDX puts the motors in back and a 3-liter V6 up front. Though the engine is smaller than the non-hybrid’s 3.5-liter, the net horsepower is up from 300 to 325. The result here should be as effective and fun as in its other applications, with super-precise, torque vectoring, all-wheel-drive for supremely stable cornering and traction. Throw in some semi-autonomous capability, sheet metal fine-tuning, and larger 20-inch wheels, and you’ve got a powerful roster of upgrades.
This refresh of the MDX puts the motors in back and a 3-liter V6 up front. Though the engine is smaller than the non-hybrid’s 3.5-liter, the net horsepower is up from 300 to 325. The result here should be as effective and fun as in its other applications, with super-precise, torque vectoring, all-wheel-drive for supremely stable cornering and traction. Throw in some semi-autonomous capability, sheet metal fine-tuning, and larger 20-inch wheels, and you’ve got a powerful roster of upgrades.
Credit: Eric Adams
Acura’s most popular and crucial vehicle remains the MDX, its mid-sized SUV. So no surprise it's next to get the company’s three-motor hybrid powertrain. The technological centerpiece of the new NSX supercar, it uses one motor in typical hybrid fashion, and two to power either the front or rear wheels.
This refresh of the MDX puts the motors in back and a 3-liter V6 up front. Though the engine is smaller than the non-hybrid’s 3.5-liter, the net horsepower is up from 300 to 325. The result here should be as effective and fun as in its other applications, with super-precise, torque vectoring, all-wheel-drive for supremely stable cornering and traction. Throw in some semi-autonomous capability, sheet metal fine-tuning, and larger 20-inch wheels, and you’ve got a powerful roster of upgrades.
This refresh of the MDX puts the motors in back and a 3-liter V6 up front. Though the engine is smaller than the non-hybrid’s 3.5-liter, the net horsepower is up from 300 to 325. The result here should be as effective and fun as in its other applications, with super-precise, torque vectoring, all-wheel-drive for supremely stable cornering and traction. Throw in some semi-autonomous capability, sheet metal fine-tuning, and larger 20-inch wheels, and you’ve got a powerful roster of upgrades.
Acura NSX GT3
One of the more surprising reveals in New York was the NSX GT3, the race car Acura intends to start competing with in 2017. In addition to tons of race-tuned bodywork for improved aerodynamics and engine/brake-cooling, there’s the usual gamut of weight-trimming measures, involving ditching every non-essential thing in the car.
The key news is that the race-spec version of the car will be a rear-drive, non-hybrid, since the company couldn’t get clearance from any race series to run its three-motor hybrid system. That’s bad news for folks excited to see how the full system can handle competition, but good for those keen on seeing how a less-complex, more raw NSX will fare. After all, there’s a chorus of enthusiasts hoping Acura will release a less-pricey street-version just like that one day.
The key news is that the race-spec version of the car will be a rear-drive, non-hybrid, since the company couldn’t get clearance from any race series to run its three-motor hybrid system. That’s bad news for folks excited to see how the full system can handle competition, but good for those keen on seeing how a less-complex, more raw NSX will fare. After all, there’s a chorus of enthusiasts hoping Acura will release a less-pricey street-version just like that one day.
Credit: Eric Adams
One of the more surprising reveals in New York was the NSX GT3, the race car Acura intends to start competing with in 2017. In addition to tons of race-tuned bodywork for improved aerodynamics and engine/brake-cooling, there’s the usual gamut of weight-trimming measures, involving ditching every non-essential thing in the car.
The key news is that the race-spec version of the car will be a rear-drive, non-hybrid, since the company couldn’t get clearance from any race series to run its three-motor hybrid system. That’s bad news for folks excited to see how the full system can handle competition, but good for those keen on seeing how a less-complex, more raw NSX will fare. After all, there’s a chorus of enthusiasts hoping Acura will release a less-pricey street-version just like that one day.
The key news is that the race-spec version of the car will be a rear-drive, non-hybrid, since the company couldn’t get clearance from any race series to run its three-motor hybrid system. That’s bad news for folks excited to see how the full system can handle competition, but good for those keen on seeing how a less-complex, more raw NSX will fare. After all, there’s a chorus of enthusiasts hoping Acura will release a less-pricey street-version just like that one day.
2017 Kia Cadenza
Kia’s second-generation Cadenza sedan---slotted between its mid-sized Optima and its luxury K900---gets a much-needed update this year. The new car has a modernized design and a host of suspension and engine improvements, as well as semi-autonomous capabilities.
By that we simply mean the typical features that work independently---lane-keeping assist, automatic radar-assisted cruise control even in stop-and-go traffic, and emergency braking---but now are routinely referred to by automakers as “semi-autonomous.” The original Cadenza was a good car, and this one will likely bump that rep up a few notches.
By that we simply mean the typical features that work independently---lane-keeping assist, automatic radar-assisted cruise control even in stop-and-go traffic, and emergency braking---but now are routinely referred to by automakers as “semi-autonomous.” The original Cadenza was a good car, and this one will likely bump that rep up a few notches.
Credit: Eric Adams
Kia’s second-generation Cadenza sedan---slotted between its mid-sized Optima and its luxury K900---gets a much-needed update this year. The new car has a modernized design and a host of suspension and engine improvements, as well as semi-autonomous capabilities.
By that we simply mean the typical features that work independently---lane-keeping assist, automatic radar-assisted cruise control even in stop-and-go traffic, and emergency braking---but now are routinely referred to by automakers as “semi-autonomous.” The original Cadenza was a good car, and this one will likely bump that rep up a few notches.
By that we simply mean the typical features that work independently---lane-keeping assist, automatic radar-assisted cruise control even in stop-and-go traffic, and emergency braking---but now are routinely referred to by automakers as “semi-autonomous.” The original Cadenza was a good car, and this one will likely bump that rep up a few notches.
2017 Audi R8 Spyder V10
Audi’s recently redesigned R8 supercar now receives the Spyder treatment, with a fabric drop-top that can open in 20 seconds while cruising at up to 30 mph.
The 198-mph, 540-hp machine has been stiffened to accommodate the roofless design, and the systems aerodynamics have been tweaked to reduce noise and air turbulence inside the cockpit. Reverse airflow around the occupants’ heads has been cut by 90 percent, in fact, making it one of the most hair-friendly convertibles ever.
The 198-mph, 540-hp machine has been stiffened to accommodate the roofless design, and the systems aerodynamics have been tweaked to reduce noise and air turbulence inside the cockpit. Reverse airflow around the occupants’ heads has been cut by 90 percent, in fact, making it one of the most hair-friendly convertibles ever.
Credit: Eric Adams
Audi’s recently redesigned R8 supercar now receives the Spyder treatment, with a fabric drop-top that can open in 20 seconds while cruising at up to 30 mph.
The 198-mph, 540-hp machine has been stiffened to accommodate the roofless design, and the systems aerodynamics have been tweaked to reduce noise and air turbulence inside the cockpit. Reverse airflow around the occupants’ heads has been cut by 90 percent, in fact, making it one of the most hair-friendly convertibles ever.
The 198-mph, 540-hp machine has been stiffened to accommodate the roofless design, and the systems aerodynamics have been tweaked to reduce noise and air turbulence inside the cockpit. Reverse airflow around the occupants’ heads has been cut by 90 percent, in fact, making it one of the most hair-friendly convertibles ever.
Lincoln Navigator Concept
Lincoln’s pursuit of “quiet luxury”---per its current motto---apparently has some tolerance for outrageous showmanship, too. But take the bright coloration and the ain’t-gonna-happen falcon doors and extending staircase out, and you’ve got a pretty elegant design for a large SUV. It’s meant to be serene and sophisticated, with a sleek modern cut to it.
Tech goodies abound, including an intercom system to facilitate communication between third-row exiles and the more forward passengers, and a screen system to allow competitive gaming between passengers. Expect to see much of the design emerge when the new Navigator debuts officially sometime next year.
Tech goodies abound, including an intercom system to facilitate communication between third-row exiles and the more forward passengers, and a screen system to allow competitive gaming between passengers. Expect to see much of the design emerge when the new Navigator debuts officially sometime next year.
Credit: Eric Adams
Lincoln’s pursuit of “quiet luxury”---per its current motto---apparently has some tolerance for outrageous showmanship, too. But take the bright coloration and the ain’t-gonna-happen falcon doors and extending staircase out, and you’ve got a pretty elegant design for a large SUV. It’s meant to be serene and sophisticated, with a sleek modern cut to it.
Tech goodies abound, including an intercom system to facilitate communication between third-row exiles and the more forward passengers, and a screen system to allow competitive gaming between passengers. Expect to see much of the design emerge when the new Navigator debuts officially sometime next year.
Source : http://www.wired.com/2016/03/10-outstanding-cars-stole-new-york-auto-show/
Tech goodies abound, including an intercom system to facilitate communication between third-row exiles and the more forward passengers, and a screen system to allow competitive gaming between passengers. Expect to see much of the design emerge when the new Navigator debuts officially sometime next year.
Source : http://www.wired.com/2016/03/10-outstanding-cars-stole-new-york-auto-show/
No comments:
Post a Comment