Honda to Make Parts for Discontinued Cars, Starting With the NSX
Honda Motor Co. just made car enthusiasts giddy by revealing plans to supply genuine parts and restoration work for models no longer in production. And it's starting with a true icon: the first-generation NSX.
Initially produced in the early 1990s, the NSX was considered Japan's first supercar. It was famously driven as a personal automobile by the late Formla One racing legend Ayrton Senna, whose McLaren racecar was also powered by a Honda engine, giving the Japanese automaker undisputed street cred in the world of motorsports.
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Motor 1
2 hours ago
- Motor 1
The Brilliance of Electric Turbochargers
What is a turbocharger's job? In essence, it's to increase thermal efficiency. An electric turbocharger does this and more, which is why I'm a big fan. Thermal efficiency is a measure of how much of the potential energy of a fuel is consumed to create power, versus how much of it is simply generating waste heat. In pure terms, an automotive internal-combustion engine is not very efficient. For example, Toyota made a big deal in the late 2010s when it achieved 40 percent thermal efficiency in its Dynamic Force four-cylinder engine. Meaning it was only wasting 60 percent of its potential energy. Welcome to The Rabbit Hole , a bi-weekly column where Senior Editor Chris Perkins explores his latest obsession with automotive technology. He speaks to the best in the business to understand how cars work and what the future of the automobile looks like. Incidentally, this is why EVs have an appeal beyond zero local emissions. Thermal efficiency doesn't apply to electric motors because they're not directly powered by a heat source. But in terms of electrical efficiency—the ratio of electrical energy a motor consumes to its useful output—an EV's motor is about 75 to 90 percent efficient, according to Renault , at least. So, in short, internal-combustion engines, especially on their own, aren't especially energy efficient. Electric motors are very energy efficient. Turbocharging can help narrow that gap. Mind you, it's still a big gap, but any little bit helps, right? This story was available to our newsletter subscribers before it hit the site. Want early access? Sign up below. back Sign up For more information, read our Privacy Policy and Terms of Use . Turbocharging 101: A turbocharger consists of a turbine in the exhaust system, a compressor in the intake, and a shaft connecting the two. The exhaust turbine spins up with the flow of exhaust gases, which in turn spins up the compressor, increasing the density of the air headed into the engine, boosting power. In terms of thermal efficiency, it takes energy that would otherwise be lost as heat and turns it into something useful. Photo by: Mercedes-Benz Turbocharging 201: An electric turbocharger adds a motor attached to the shaft between the turbine and compressor. This means you can spin up the turbocharger independent of exhaust-gas flow, which has all sorts of benefits. Most notable is the all-but-elimination of turbo lag, but also the lowering of boost threshold, and allowing for higher boost pressure. And simply knowing the shaft speed of a turbocharger—which admittedly can also be achieved with a simple speed sensor—allows the automaker to run the turbo more safely closer to its maximum speed. But an electric motor works backward too, generating electrical energy if you use it to brake the turbine. An engineer from Mercedes-AMG once told me that in some cases, an electric turbocharger can be energy neutral ; The energy the turbocharger's motor regenerates is enough to power the turbocharger itself. There are big thermal efficiency gains to be had using electric turbochargers. Mercedes-AMG said in 2017 its electric-turbocharged Formula 1 V-6 exceeded 50 percent thermal efficiency , which was one of the first times ever an automotive engine converted more of its fuel source into useful power than waste heat. Like all F1 engines, the AMG V-6 uses a Motor-Generator-Unit-Heat (MGU-H), which is simply another term for an electric turbocharger. AMG later became the first to offer electric turbochargers in a road car with the four-cylinder in the C43 and C63. Photo by: Mercedes-Benz Porsche then took things a step further with its hybrid system for the new 911 Carrera GTS . Its single BorgWarner turbocharger has a 14.7-horsepower electric motor on its shaft, and uniquely, no wastegate. Typically, a turbocharger uses a wastegate—a valve that opens to expel excess exhaust gas—to limit boost pressure. Porsche instead brakes the turbocharger's motor to control boost pressure, so it's not wasting any exhaust gas and generating additional electrical energy. That additional electrical energy can power either the turbocharger itself, or the 53.6-horsepower traction motor sandwiched between the engine and transmission. Photo by: Chris Perkins / Motor1 A Porsche engineer also tells Motor1 that using a large turbocharger and limiting its turbine speed with the motor reduces exhaust-gas temperature, and therefore, the temperature of the charge air going into the engine. That eliminates the need for fuel enrichment, which is often used to reduce combustion temperatures, but this practice now being banned with Euro 7 emissions regulations. Porsche's use of an e-turbo boosts the engine's thermal and fuel efficiency, and overall vehicle efficiency. Broadly speaking, going electric feels like a natural extension for turbocharging. If the point of turbocharging is to boost efficiency, why not go for a solution that furthers that aim? Well, electric turbochargers are expensive, complicated, and heavy. Ferrari is using electric turbochargers for its F80 hypercar, but its closest rival, McLaren, uses conventional turbos in the coming W1. McLaren engineers told Motor1 that they didn't want the extra weight electric turbos would bring, and that they'd rather use the car's electrical energy to power the traction motor. Adding weight and complexity is always a difficult decision for an automaker, one of the many compromises it must consider in the course of engineering a car. The complexity has to justify itself. McLaren might also have a point on the electrical energy side of things. In the past, I've written about interesting internal-combustion engine technologies, like Mazda's spark-controlled compression ignition and Nissan's variable compression . Both improve efficiency and performance, but not so much as augmenting internal combustion with a conventional hybrid system. Does electric turbocharging fall into the same category? Someone from one automaker might say yes, but then why would engineering powerhouses like Mercedes, Porsche, and Ferrari all embrace it? Photo by: Porsche Ironically, for a technology that was developed in Formula 1, the sport will soon abandon electric turbocharging. To attract more engine suppliers, F1 is changing its engine formula for next year to abandon the MGU-H, deeming it too expensive and not relevant to road cars… just as more road cars are embracing this technology. F1 is also upping the electric portion of its hybrid powertrain to achieve about a 50/50 split between engine and motor power. And hey, F1 is expanding its engine supplier base with Audi, Ford, and GM all joining the fray. F1 is a sport and a business, not simply a technological proving ground. In any case, turbocharging is, in spirit, about not leaving energy on the table. An internal-combustion engine is going to produce a ton of exhaust gas that is pure waste. Why not make something useful out of that? And why not generate additional electrical energy from it while you're at it? Engineering at its best maximizes the potential of what you have in front of you. This isn't to say that cars that don't use electric turbochargers are bad, or that there aren't legitimate reasons to skip out on this piece of tech. It's possibly something that only justifies itself in higher-end performance-car applications. There's an admirable engineering ideal with electric turbochargers that satisfies the nerd in me. Isn't maximizing potential something we should all strive for? Further Down the Rabbit Hole Why Carbon-Ceramic Brakes Are Expensive. And Why They Might Be Worth It Why BMW's B58 Is a True Successor to the Toyota 2JZ Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
2 hours ago
- Motor 1
The 20 Most American-Made Cars of 2025
With tariffs still a hot talking point and prices expected to increase over the next few months, it could make a big difference where your next car is built. That's why the annual American-Made Index is an important tool to use when shopping for your next ride. The American-Made Index uses five different factors to determine just how "American" each car sold in the US is: Location of final assembly, percentage of US and Canadian parts, countries of origin for all engines, countries of origin for all transmissions, and US manufacturing workforce. This year, the study analyzed more than 400 vehicles and narrowed the final list down to 100 models. At the top of the list are the usual suspects: Tesla, Jeep, and even Honda. American brands like Chevrolet and Ford don't crack the top 10, and only one Chevy makes it in the top 20. You can read the full list at —but here's what the top 20 looks like: 20. Nissan Pathfinder 19. Chevrolet Colorado 18. Toyota Corolla Cross Hybrid 17. Kia Sportage 16. Acura Integra 15. Honda Accord 14. Acura RDX 13. Jeep Wrangler 12. Honda Pilot 11. Acura MDX 10. Volkswagen ID.4 9. Honda Passport 8. Honda Odyssey 7. Honda Ridgeline 6. Kia EV6 5. Jeep Gladiator 4. Tesla Model X 3. Tesla Model S 2. Tesla Model Y 1. Tesla Model 3 Tesla Tops the Charts Tesla Model 3 Performance As expected, Tesla tops the list with four of its models taking the top four. The Model 3 earns the crown as the most American-made vehicle of 2025 (so far). All of Tesla's vehicles are produced at its Fremont Factory in Fremont, California, with the Gigafactory in Texas also producing Model Ys and Cybertrucks. The Gladiator takes fifth place and is the only Jeep in the top 20, while Kia takes sixth place with the electric EV6. The Kia Sportage also cracks the top 20 in 17th place; both Kia models are produced at the brand's West Point, Georgia, manufacturing facility. Honda has five vehicles in the top 20, with the Odyssey, Pilot, Ridgeline, and Passport all produced at the same manufacturing plant in Lincoln, Alabama. The Honda Accord, meanwhile, is built in Marysville, Ohio. Honda's luxury brand, Acura, also has three vehicles in the top 20: The RDX, MDX, and Integra. The Integra is built alongside the Accord in Marysville, while the RDX and MDX are produced nearby in East Liberty, Ohio. Where Are Chevy & Ford? Chevrolet Colorado ZR2 Bison Photo by: Andrew Link | Motor1 While only one of Detroit's Big Three cracks the top 10 (Jeep), Chevy and Ford are nowhere to be found. Only one Chevy model—the Colorado pickup, at 19th—even cracks the top 20. It's produced at Chevy's Wentzville, Missouri, plant. The Ford F-150 Lightning comes in at 22nd, and the Explorer is 23rd. Meanwhile, the Bronco falls all the way to 47th, while the Mustang is even further still at 56th. Outside of the Colorado, the C8 Corvette is 29th, the Suburban is 38th, the Tahoe is 41st, and the Traverse SUV is 73rd. A few Cadillac and GMC models—like the Yukon at 39th and the CT5 at 44th—do at least crack the top 50. The Least-American Made Subaru Crosstrek Hybrid Photo by: Subaru On the opposite end of the spectrum, a handful of vehicles from American brands fall to the bottom of the list. The Jeep Wagoneer L is the 100th most American-made car of 2025. The Toyota RAV4 Hybrid is 99th, the Cadillac Lyriq is 98th, the Nissan Rogue is 97th, the Subaru Crosstrek is 96th, and the Genesis GV70 is 95th. Here's what the bottom 10 looks like: 100. Jeep Wagoneer L 99. Toyota RAV4 Hybrid 98. Cadillac Lyriq 97. Nissan Rogue 96. Subaru Crosstrek 95. Genesis GV70 94. Honda Civic Hybrid 93. Mercedes-Benz GLE350 92. Mercedes-Benz EQE 350+ 91. Mercedes-Benz GLS450 90. Mercedes-Benz GLE450e Some Cars Are More American Than You Think The Honda Ridgeline Is More American Than Your Ford or Chevy Truck Honda Ridgeline, Toyota Tundra More American-Made Than F-150, Silverado: Study Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Source: Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
The Drive
3 hours ago
- The Drive
A Dumb Problem Sidelined My IH Scout for 20 Months, My Father-in-Law Fixed It in 20 Minutes
The latest car news, reviews, and features. When I lived in Los Angeles, I kept my fleet of stupid old cars running out of necessity. Let something sit for more than a week, and the parking fines would rack up quickly. But when I moved cross-country to New York's boondocks a few years ago, I devolved into the worst kind of redneck collector. An 'I'll fix it up some day' guy. But no longer—my redemption arc starts this summer. Here's a quick sitrep on the vehicles in my care, from youngest to oldest: 2017 BMW 330 Wagon : Wife's get-around car. No mods beyond Pilot Sport tires, and it's gonna stay that way. Keeping indefinitely. : Wife's get-around car. No mods beyond Pilot Sport tires, and it's gonna stay that way. Keeping indefinitely. 2006 Honda Civic Si : My tuner project and racing car. Selling soon to focus on the rest of the fleet. : My tuner project and racing car. Selling soon to focus on the rest of the fleet. 2003 BMW 330ci : Weekend fun car. Could use some love, but daily drivable. Keeping indefinitely. : Weekend fun car. Could use some love, but daily drivable. Keeping indefinitely. 2002 Polaris Ranger : Ranch rig, needs minor maintenance. Might trade for a zero-turn mower if anybody's interested. : Ranch rig, needs minor maintenance. Might trade for a zero-turn mower if anybody's interested. 1998 Mitsubishi Montero : Adventure rig. Needs a starter I've been too lazy to replace. Long-term fate TBD. : Adventure rig. Needs a starter I've been too lazy to replace. Long-term fate TBD. 1996 BMW 328is : Aged but operational E36 coupe owned by my sister-in-law. Likely for sale soon. : Aged but operational E36 coupe owned by my sister-in-law. Likely for sale soon. 1991 Suzuki GSXR750 : Ran-when-parked, now permanently mothballed to be an indoor decoration. (Salvaged, not really worth putting back on the road.) : Ran-when-parked, now permanently mothballed to be an indoor decoration. (Salvaged, not really worth putting back on the road.) 1975 International Scout : Just spent over a year sleeping in my driveway, finally re-animated and ready for a new lease on life. : Just spent over a year sleeping in my driveway, finally re-animated and ready for a new lease on life. 1974 Irwin Sailboat: Co-owned with another sister-in-law … long story. If you saw that and thought, 'Man, you got too much going on,' I agree. Don't worry, they don't usually live on the grass. They just had to be moved so a construction vehicle could go through my driveway for a patio project. Andrew P. Collins You see, to ease the pain of being forced to leave sunny Southern California for the soggy Hudson Valley, my wife told me I could collect all the old junkers I wanted to on our handful of acres. So I did, and now I'm ready to admit that was a mistake. If you, too, dream of hoarding cheap cars, let me explain where I went wrong. I have an unfortunate combination of project ADD, hyperfixation, just-OK mechanical skills, and the good ol' fashioned excuse of way too many plates spinning in life and not enough hours in the day. When I get a new vehicle project, I can't just tinker, I need to collect memorabilia, period-correct ads, apparel, mods, etc. Then, when it comes time to do something trivial, like replace an air filter, well, shoot, I've got to pull the whole airbox, clean it up … hang on, now that the airbox is out, I might as well clean that part of the engine bay nobody sees. While cleaning, it occurs to me that some random bracket would really look nicer if I pulled it and repainted it. Heck, now that bracket needs fresh hardware… multiply by eight vehicles. Also, I have a full-time job, a million house-repair projects, and a dog I'd rather play with than do any of the above. Soon, my garage is a mess, my car's inoperable, and yeah. I'm in a hell of my own making. I can't keep living like this. I won't! Andrew P. Collins This is the year I get my projects back under control, and while that sounds like an empty New Year's Resolution platitude, I've actually made decent progress so far. The deck my wife and I have been building for a year is near completion. The pantry remodel we've been talking about will be done this weekend. And I've sold three sets of wheels from my enormous collection of unused autoparts. And, most excitingly, my old Scout is back online. Explaining why that went off the road requires even more context; bear with me a little longer. The previous owner installed the most bizarre aftermarket start-switch setup I've ever seen—to start the truck, you need to flip a three-position toggle from the middle to the bottom, then you can crank it over… with a mailbox key that you insert in the middle of the dashboard. It's connected to a nest of wires that change color over the course of their length. I know it's insane, but it's always worked, and frankly, I'm too scared to mess with it because I'm too lazy to rewire the whole truck (which, realistically, is probably the real solution needed). It looks especially sad right now because, again, my driveway is currently filled with rocks and construction machines for a patio that's going in. Andrew P. Collins Last summer, when I went to start the thing with a charged battery, I got nothing. No crank, no click. I peered under the dash, and my worst fears were confirmed—some of the scary wires were now frayed, surely the work of mice. And I had no clue where to even start putting them back together. 'Er, I'll come back to that later,' and you see where this is going. Whenever is never, and the stupid thing sat and sat. Finally, as winter 2025 thawed, I came to my senses and decided that if I really couldn't work up the courage to fix this truck, I had to send it to a shop and then either sell it or start taking it more seriously. I found a creative mechanic with all kinds of weird crap in the parking lot—everything from old Bimmers to Citroens to JDM vans to a miltary Hummer—and talked to him about my problem. He was confident he could sort me out, but couldn't start until mid-July. Yikes. Andrew P. Collins This is where my father-in-law comes in. My wife's stepdad is a lifelong car guy, boat guy, tractor guy, motorcycle guy. He loves vehicles and currently runs the service department of a BMW store (part of why Bavaria is so well represented in my collection). He chided me for outsourcing the repair. He's far too sweet to taunt, but he (rightfully) pretty much said, 'That ignition's gotta be simple as heck, why pay somebody to fix that?' Why? Because I'm lazy, distracted, and overwhelmed, dangit! Finally, he'd had enough of my foolishness and showed up with a charged battery. It was getting dark, it was starting to rain, and once again, I was not in the mood to mess with the machine. But I had just enough wherewithal to realize—this was my chance. With another dude egging me on and offering earnest expertise, the spark of motivation was lit inside me. So I showed him the wiring. We poked around a little—sure enough, the damaged wires were a lot more obvious and less intimidating once we'd simply pulled the switch from the dash to get a better look. He twisted the right ones together, I dropped his battery in, and sure enough, the thing started cranking as I turned the key. And with a little drop of gasoline from the lawnmower can into the carb, it fired immediately and idled beautifully. We are so back. It's ripe for revitalization, that's for sure. And it's finally time to shed the spray-paint-camo look. Andrew P. Collins There are a few important morals of this story: 'Whenever' means never—don't let your plans be nebulous, or they're never gonna happen. A little help goes a long way—a friend looking over your shoulder can be a spark of motivation. Quality over quantity—don't let your fleet get out of control like I did. And if you do, pare down until the mix is something you can handle. From here, my plan for the Scout is to replace the fluids, replace the tires, make sure the brake lines aren't bleeding, and then it's decision time. Do I keep it and change its look to celebrate its new lease on life, or sell it to focus on the rest of the fleet? Got some project car advice? The author could clearly use it, hit him up at
