Latest news with #Acura
Yahoo
a day ago
- Automotive
- Yahoo
What is VTEC and Why Are Honda Fans Obsessed With It?
What is VTEC and Why Are Honda Fans Obsessed With It? originally appeared on Autoblog. If you have driven or been around Honda-branded cars since the mid-1990s, you might be familiar with a four-letter word that has defined the brand's performance identity for decades: VTEC. Since its first automotive application in 1989, Honda's VTEC engine technology has given its four and six-cylinder engines a lot of lore and internet fame because of what it could do for spirited drivers and enthusiasts alike. But while there are many memes and misconceptions of what exactly happens under the hood, the tech behind VTEC has stood the test of time and is still used in Honda's new cars today. View the 2 images of this gallery on the original article VTEC has been around longer than you think; it predates the Sega Game Gear, the Super Nintendo, and Dunkaroos. Initially introduced in 1989 in the Japanese-market version of the Honda Integra XSi, VTEC didn't make its way into the United States until the introduction of the Acura NSX supercar in 1991. The legendary mid-engined car's 3-liter C30A V6 engine produced just 270 horsepower. Still, the groundbreaking VTEC technology that gave the engine its unique performance characteristics would later be found in dozens of different Honda models, from humble commuters like the Civic and Accord to their high-performance Type-R versions. In the early 1980s, Honda wanted to develop a new generation of engines for regular cars with a special touch that would further enhance performance. Variable valve timing, or VVT, had existed for some time before VTEC was developed, and automakers like Fiat and Alfa Romeo had used the technology in their own cars before Honda developed VTEC. But the Japanese automaker's lofty goals dictated its destiny. Honda management tasked its engineers with developing a naturally aspirated engine that would deliver 100 horsepower per liter of displacement—an impossible feat at the time. This meant developing an engine that could handle the load of higher speeds without sacrificing quality or reliability. At the time, Honda's engines were powerful at high speeds but did not produce much power at the lower end of the rev range. Its engineers tried everything, but one solution that did work was a system that could switch cam profiles on command: VTEC. VTEC stands for Variable Valve Timing & Lift Electronic Control System. While it may be an unusual name, it is derived from an engine technology that combines excellent fuel efficiency at low RPMs with a burst of power at high RPMs. This can be achieved by switching between two camshaft lobe profiles at different speeds within the rev range. View the 2 images of this gallery on the original article All engines require air and fuel to turn over, and valves open up to allow air into a cylinder; a process controlled by cams on a camshaft and rocker arms. Each cylinder has cam followers with different cam profiles and rocker arms that can lock together. The taller cam lobes deliver VTEC power and connect to an inactive rocker arm. When activated, these lobes increase lift and extend lift duration, allowing more air to enter the engine at high RPM. When drivers mash the accelerator down, the engine speed rises, and so does the oil pressure. Once the engine reaches a certain RPM in Honda VTEC engines, the oil pressure pushes pins inside the rocker arms, locking them together. Since the rocker arms are locked together, all the intake valves (and exhaust valves, depending on the engine type) open wider, allowing more air in and creating more power. When the RPM drops, the oil pressure also drops, the locking pins go back to their original positions, and the lower-profile cams operate the valves back to the 'fuel economy' mode. The phrase 'VTEC just kicked in, yo!' is a term so ingrained in internet car enthusiast culture that it has its own page on Know Your Meme, but it is based on a real phenomenon that Honda drivers have experienced. In most other four-cylinder engines, the zone around the 5000-6000 RPM range is where most other cars would have their redline, as it would start losing power around this point. However, this traditional 'no-go zone' is where Honda's VTEC engines truly shine. Reaching the 'VTEC cutoff' can be characterized by a unique, brawny, high-revving sound and a sudden pull of instant power; a feeling that many late-model Civic and Accord drivers can attest to as addictive. View the 3 images of this gallery on the original article As a whole, the VTEC system does what it was designed to do by Honda engineers and the managers who oversaw them; it delivers a lot of power in 1.6 to 2.4-liter inline four-cylinder or 3 to 3.5-liter V6 engines, solid fuel economy at the lower rev range, and virtually bulletproof reliability. In 2023, one 2003 Accord owner, Justin Kilmer, racked up one million miles on his V6 coupe through his work as a medical courier. But with its benefits, VTEC engines can suffer from feeling lethargic at lower speeds, as peak power and torque could be located ridiculously high on the rev counter. For instance, the 2.4-liter K24 DOHC VTEC engine in the 2006 Honda Civic Si produces 197 horsepower at 7,800 RPM, which is very close to its 8,000 RPMredline. Although VTEC has evolved over the years to include versions like i-VTEC, VTEC-E, and VTEC Turbo, 'copycats' of VTEC technology have been developed by other automakers, such as Toyota and Mitsubishi, while other automakers used other methods to achieve the same end goal. For example, the 996 Porsche 911 featured VarioCam, which used an adjustable chain tensioner to control the amount of slack in the timing chain that connects the intake and exhaust cams. BMW's VANOS on the M50 straight-six engine, used in cars like the E46 M3, employed a helical gear on the camshaft to adjust the timing. Today, many manufacturers, including American and European companies as well as several of Honda's competitors in Japan, employ some form of variable valve timing in their engines. However, VTEC remains a Honda hallmark as one of the first commercially successful variable valve timing technologies to be used in mass-produced cars, and a source of pride among Honda fans and owners. What is VTEC and Why Are Honda Fans Obsessed With It? first appeared on Autoblog on May 31, 2025 This story was originally reported by Autoblog on May 31, 2025, where it first appeared.
NBC Sports
a day ago
- Sport
- NBC Sports
Van Der Zande puts Acura on top in the Motor City
It was "game on" for Renger Van Der Zande in the closing stages of the Chevrolet Detroit Sports Car Classic, making a bold pass on Ricky Taylor for the win, and putting Acura back on top in GTP.
Yahoo
2 days ago
- Automotive
- Yahoo
3 New Luxury SUVs That Are a Good Investment for Retirees
When you retire, you want to make sure everything is set for your life after closing out your career: how you are going to live, where you are going to travel and how you plan to get around town. If you are a retiree or soon to be retired and enjoy upscale sports utility vehicles, there are some new ones that might be a good investment once you clock out of work for good. Below are three new 2025 luxury SUVs that are a good investment for retirees. For You: Read Next: Also here are these luxury SUVs will be dropping in price this summer. Starting price: $54,900 If you are conscious about your carbon footprint, the 2025 Kia EV9 is the electric SUV for you. The EV9's three rows can accommodate up to seven passengers, according to John Ellmore, EV fleet editor for Know Your Business, which means there is plenty of space for kids and grandkids alike. 'The EV9 offers a decent range of up to 304 miles, so retirees do not need to worry about finding charging stops during long trips,' Ellmore went on to say. 'For retirees, the Kia EV9 is very comfortable, has plenty of advanced technology and it's extremely practical, a great investment in a vehicle that supports an active lifestyle.' Trending Now: Starting price: $51,000 In the professional opinion of Alex Black, chief marketing officer at EpicVIN, the 2025 Acura MDX provides plenty of room without 'being too cumbersome,' making it the perfect blend of value and luxury that retirees can buy in for their golden years. '[It] features a powerful V6, it handles well and all the technology retirees tend to like — navigation, parking assist, the whole shebang,' Black said. Additionally, Black noted that when it comes to a luxury SUV like the MDX, the investment retirees are making is in stress-free, high performance driving, rather than growing wealth. 'You're not investing, you're buying peace of mind, comfort and the pleasure of simply being behind the wheel,' Black explained. Starting price: $68,900 '[It's] a luxury electric SUV that comes with a minimalist design and advanced technology,' Ellmore said about the 2025 Polestar 3 and pointed out that it has one of the longest ranges in its class due in part to the 111 kWh battery pack that can last for about 350 miles. 'The Polestar 3 features a dual-motor setup delivering a punchy 517 horsepower,' Ellmore explained. 'Most importantly for retirees, the Polestar 3 doesn't compromise on safety.' That's because the Polestar 3 is a member of the Volvo family, a brand of vehicle known for its safety and reliability on the road. 'So Polestar 3 has a full suite of advanced driver assistance systems, including eye-tracking cameras to ensure driver alertness. This is a great feature for older drivers, it gives extra peace of mind for longer journeys,' Ellmore added. Editor's note: Each vehicle's pricing was sourced from its respective maker's website. More From GOBankingRates The New Retirement Problem Boomers Are Facing How Much Money Is Needed To Be Considered Middle Class in Every State? This article originally appeared on 3 New Luxury SUVs That Are a Good Investment for Retirees
Motor Trend
2 days ago
- Automotive
- Motor Trend
2025 Acura ADX A-Spec Advance AWD First Test Review: There's More to Life Than Numbers, Hopefully
Pros Upscale, high-quality interior Good real-world power A pleasant package overall Cons Not as fun to drive as we expect an Acura to be Overly cautious adaptive cruise control Uncomfortable back seat MotorTrend's performance testing is objective and cruel, and that's why we do it: It cuts through the marketing hype and gives us hard numbers that indicate what a car will do when you need to shoot the gap on a busy freeway or swerve to avoid a collision. But the bright light it shines is not always flattering, and it can also make some good cars look, well, if not exactly lousy, certainly less impressive than they are if you just look at pure specifications. Such is the case with the 2025 Acura ADX A-Spec Advance AWD, a very likable SUV that puts down some decidedly blah numbers. To the point: Yes, instrumented testing is important, but the Acura ADX reminds us some cars should not be judged on performance alone. 0:00 / 0:00 What the HR-V Dreams It Wants to Be The ADX is Acura's new-for-2025 entry-level SUV, and as the long-nose sneaker shape makes clear, it's a close relative of the Honda HR-V. (Acura, for those few who have not paid attention since 1985, is Honda's luxury division.) New sheetmetal, an upgraded interior, unique chassis tuning, and a more powerful engine differentiate the Acura ADX from the Honda, and the transformation is quite convincing. Aside from the rock-solid build quality that's inherent in the HR-V, the ADX feels (even if it doesn't quite look) like a much different car. We were most excited about this luxe SUV's engine. The ADX trades the HR-V's pokey 158-hp, naturally aspirated 2.0-liter four for the 190-hp turbocharged 1.5 we've come to know and love in the Honda Civic. Like the HR-V, the ADX uses a continuously variable automatic transmission (CVT), a smart choice for wringing maximum power out of a small engine. In real-world driving, the combo does its job; the ADX delivers right-now power that gives it a nice point-and-squirt feel. But when you demand max power, the CVT vacillates between letting the engine rev freely and trying to imitate a geared transmission. This problem arises when you put the accelerator pedal to the floor for more than a couple of seconds. A Leisurely Trip to 60 and Beyond Unfortunately for the Acura, our testing involves putting the accelerator to the floor for a lot of seconds—8.2 of them to get to 60 mph. That makes the ADX a full 1.4 seconds quicker than the notoriously sluggish HR-V, but it's still an unflattering number for a luxury SUV, even one aimed at the lower end of this segment. Of course, we don't release the accelerator at 60 mph; we keep it there at least through the quarter-mile mark, which the ADX crossed in 16.4 seconds at 87.4 mph. Again, not a result to make folks write home about. When we test, we try a variety of launch methods, but no matter what we did with the ADX—letting the engine build torque against the brakes, trying different launch rpms, or simply stomping the accelerator—the ADX A-Spec hesitated before taking off, and hard acceleration didn't show the powertrain in its most flattering light. Out in the real world, the ADX responds to on-the-move power requests sharply, although if you go foot-to-the-floor from a dead stop or drive it aggressively through sharp low-speed curves, you'll experience the same thing we did. Braking was similarly just OK: 124 feet from 60 mph, a foot longer than the HR-V. It's a perfectly respectable stopping distance, not bad but not great. We did note lots of nose dive on hard braking and quite a bit of noise and drama from the antilock system, but the ADX kept itself pointed straight ahead all through the panic stop, and that's what matters most in this context. Where's The RDX/MDX Magic? The 2025 Acura ADX A-Spec registered 0.82 g (average) on the skidpad and circled our figure-eight course in 27.3 seconds at an average of 0.63 g, similar figures to those generated by dozens of SUVs but well short of high-performance territory. Tires were the limiting factor and could never be accused of having an excess of grip, followed by acceleration (or lack thereof) and, to a much lesser extent, a suspension tuned primarily for nice ride quality. The shame of it—and it's only a shame for gearheads and performance nuts like us—is that there are signs of much more vitality in the chassis. The ADX defaults to understeer (overriding the front tires and plowing straight ahead), which is the safe setup, but a little fancy footwork on the accelerator brings out the ADX's inherent chassis balance and a willingness to transition to oversteer. There's good fun lurking in the wings, but it's suppressed by the front-line hardware. While the SUV's steering felt reasonably responsive on our test track, we found it slower and less reactive than we expected on our favorite curvy roads. That 'than we expected' part is an important caveat: Our expectations are drawn from Acura's bigger SUVs, the RDX and MDX. They've not always fared well in comparison tests, but we've always admired their handling, which is light, sporty, and nimble. The ADX somehow missed out on that last gene. Tires are again the primary culprit; we think a set of stiffer, more aggressive rubber would do wonders for the ADX's reflexes. But a little steering retune wouldn't hurt, either. Multiple MT staffers mulled over the idea of how nice a Type S version of the ADX could be. Acura has no such plans, but we'll keep our fingers crossed. Better on Road Than Track Test results aside, when you're not banging your head against the ADX's limitations by demanding maximum output from the powertrain or careening recklessly into a set of appetizing twisties, it's an almost unfailingly pleasant car. We say 'almost' because of the excessive road noise, a decades-long problem in Acura vehicles that we've given up on ever seeing resolved. (If you want a quiet Acura, try the ZDX, the one engineered by General Motors.) The Integra-inspired interior is a lovely place to spend time; the stereo is great, and the lane centering system, if not the most advanced we've ever used, works pretty well. Other than the noise, our biggest driving-related complaint is the adaptive cruise control's timidity. It brakes in response to slower cars in the next lane over, is slow to resume speed, and leaves a huge gap between itself and the car ahead, even in its closest-follow setting. Acura's U.S. headquarters, like MT's, is in Los Angeles, but left to its own devices the ADX drives like an Iowan that's experiencing Tinseltown's fast-moving 12-lane freeways for the first time. Our biggest non-driving-related complaint is the back seat, which, like the HR-V's, is pretty terrible. It's not so much the lack of room as the high floor. Even short adults must sit with their knees up, resting leg weight on their feet rather than their thighs, and eliminating one of the primary pleasures of sitting down. Impressive Despite the Numbers We've not painted the most flattering picture in these last few paragraphs, but for one or two people cavorting around the great metropolis, the new ADX really is a nice choice. It rides comfortably, surrounds you with attractive environs (especially if you opt for the sharp red and black interior), gives you adequate power to dart through traffic, has plenty of cargo space, and is easy to park—in fact, it's so compact that door dings seem a near impossibility. Pricing isn't overly crazy; it starts at $36,350, and the all-wheel-drive A-Spec Advance we drove lists for $46,915. OK, maybe that's a little crazy considering you get the same basic functionality (but way, way less acceleration) from a top-of-the-line Honda HR-V for a little more than $32,000, and a lovely little front-drive Buick Envista for around $26,000. But you were going to lease, anyway, right? Acuras hold their value well, which helps with lease rates, and past performance indicates most Acura models are great long-term investments. No, the ADX didn't test particularly well, but that didn't stop us from (once again) coming away suitably impressed by this new Acura SUV.
The Drive
3 days ago
- Automotive
- The Drive
Carmakers Can Just Disconnect Your 'Connected' Car Whenever They Feel Like It
The latest car news, reviews, and features. A few years ago, all major U.S. cell carriers began shutting down their 3G wireless networks, which subsequently took vehicles that relied upon it offline. This effectively ended remote start, location, and locking services for some of the earliest connected cars to hit the market. This week, an Acura owner shared a letter they'd received on Reddit, announcing that a range of 2014-2022 model year vehicles would also be dropping support for AcuraLink, the automaker's connected car platform. It's a disappointing reminder that no matter how long a car remains on the road, the tech inside it often carries a much shorter shelf life. The letter identifies the following vehicles as ending AcuraLink support on July 21: 2014-2020 Acura RLX 2014-2020 Acura MDX 2015-2020 Acura TLX 2016-2018 Acura RDX 2016-2022 Acura ILX 2017-2022 Acura NSX Yes, every Acura NSX ever built, including the one-last-bang Type S model from 2022, will lose its AcuraLink features, from roadside assistance to stolen vehicle tracking, remote locking, and concierge. Those who are currently subscribed to an AcuraLink term that runs beyond July 21 will receive a prorated refund. AcuraLink being discontinued on older cars byu/orange9035 inAcura It's unclear if this decision was prompted by a technical limitation, like the 3G shutdown, or some other reason. Nevertheless, the fact that vehicles up until 2022 are affected is a pretty tough pill to swallow for owners of new-ish Acuras. The Drive has reached out to the company for more insight, and to find out if any associated HondaLink vehicles are affected. We will update this story with whatever we learn. This is, unfortunately, the modern reality of car ownership. The capabilities that rely on systems automakers have no control over, like data networks, are never guaranteed to be up and running forever, and there's no replacement for them once they go dark. Yes, you could argue that these owners got the service they paid for, for an established length of time they agreed to. But many people base their vehicle purchasing decisions on technologies like these (because carmakers advertise them), completely unaware that they won't last forever. Or even just three years! The interior of a 2019 Acura NSX. Acura It's simply not a good situation for consumer confidence, and it's bound to frustrate people who purchased their vehicles intending to keep them for a good number of years. I mean, I probably have canned food products in my pantry that I bought in 2022 that still haven't expired yet. There had to be a better way Acura could've handled this situation, especially for the most recent models affected. It's frankly a surprising move from the same company that offered to retrofit late-model Accords with Wireless CarPlay for a very reasonable price. If you happen to own one of the impacted vehicles and use AcuraLink, let us know in the comments if you've received a similar notice, and how you're feeling about all this. Got tips? Send 'em to tips@
