Latest news with #drivingenthusiasts
Digital Trends
a day ago
- Automotive
- Digital Trends
This week in EV tech: Hyundai's 641-hp pebble
The 2025 Hyundai Ioniq 5 N tried to win over driving enthusiasts with simulated gear shifts, a combustion-car soundtrack, and of course lots of power — and it succeeded. So it was only a matter of time before Hyundai applied the same tricks to the Ioniq 6 sedan with which the Ioniq 5 shares a platform. Few cars look as futuristic as the pebble-shaped Hyundai Ioniq 6, and it wears its N garb well. A larger rear spoiler and a front splitter help generate downforce to stick the car to the pavement without interfering with Ioniq 6's low-drag shape, Hyundai claims. Subtly widened fenders make room for wider performance tires. Recommended Videos The Ioniq 6 N's dual-motor all-wheel drive powertrain generates 600 horsepower in its default mode, or 641 hp in 10-second intervals with the N Grin Boost feature. With launch control engaged, the N will reach 62 mph from a standstill in 3.2 seconds, according to Hyundai, and reach a top speed of 159 mph. To ensure that performance is available consistently, the 84-kilowatt-hour battery pack has a more robust cooling system and N-specific thermal management logic. There are plenty of fast EVs, but what sets Hyundai's N models apart is their theatrics. A common criticism of EVs is that their lack of engine sounds and the need to shift gears makes them less fun, so Hyundai simply threw them in with N Active Sound+ and N e-Shift, respectively. There's also an N Drift Optimizer that lets the Ioniq 6 N slide around like a rear-wheel drive car. Performance records fall again The Ioniq 6 N aims to be both fun and fast, but the bar for absolute EV performance is much higher. The Rimac Nevera R just broke 24 world speed records, including 23 set by the standard Nevera in 2023. But Rimac is most proud of its new 0-249-0 mph record, which it reclaimed from the Koenigsegg Regera plug-in hybrid with a 25.7-second time that's 2.0 seconds quicker than the Swedish supercar's and 4.1 seconds quicker than the original Nevera. With 2,107 hp generated by four electric motors, the Nevera R also recorded a zero to 60 mph time of just 1.6 seconds and ran the quarter mile in 7.9 seconds — both slight improvements over the already-unfathomable performance of the Nevera. The R also reached a top speed of 268.2 mph, besting the standard Nevera's 256 mph top speed and setting a new record for production EVs. The Nevera R gets a relatively small 193-hp boost over the standard car, along with what Rimac calls 'a comprehensive re-engineering of all major components.' That resulted in 15% more downforce from the fixed rear spoiler and enlarged diffuser, plus a 10% improvement in overall aerodynamic efficiency. New Michelin Cup 2 tires, and a revised torque-vectoring system designed to work with them, increase lateral grip by 5% and reduce understeer — the sensation of the car ploughing on rather than turning due to lack of front-end grip — by 10%, the company claims. BMW uses AI to look for battery defects An EV can't go anywhere without a functioning battery pack, though, so as it gears up for mass production of its next-generation Neue Klasse EVs, BMW is giving its battery-manufacturing process an overhaul. 'For production of our high-voltage batteries, we are pursuing a consistent zero-defect approach,' Markus Fallböhmer, BMW's head of battery production, said in a statement. 'Highly intelligent, AI-supported quality checks are integrated into the production process to help us achieve this.' BMW assembles its battery packs from cells sourced from third-party suppliers. It starts by 'clustering' those cells with insulation and coolant. The clusters of cells are then welded together, along with electrical contacts, encased in foam, and placed in a housing that's sealed and riveted. A control unit BMW calls the 'Energy Master' is then attached, final sealing adhesive applied, and the entire pack tested. This process was developed at three German pilot plants, but BMW plans for series production at five sites globally, including one in Woodruff, South Carolina, near its vehicle assembly plant in Spartanburg. They'll supply batteries for the Neue Klasse family of EVs, starting with the BMW iX3 SUV, volume production of which is scheduled to start in Hungary later this year.
Motor Trend
25-06-2025
- Automotive
- Motor Trend
2025 Acura Integra Type S Yearlong Arrival: A 'Better' Civic Type R? Does It Even Matter?
SUVs, Crossovers, trucks ... even EVs. Because our MotorTrend yearlong review test fleet mostly reflects market realities and consumer buying habits, it's been somewhat bereft lately of cars aimed more squarely at driving enthusiasts' souls. Happily, our long-term 2025 BMW M2 is no longer the single dedicated corner carver in MT 's Los Angeles garage, as it's joined by an Apex Blue Pearl 2025 Acura Integra Type S hatchback. MotorTrend is reviewing the 2025 Acura Integra Type S for a year. Praised for its performance, refinement, and styling, it offers more features and a quieter ride. Although pricier, it draws attention and promises a fun year-long test with its 320 hp engine and manual transmission. This summary was generated by AI using content from this MotorTrend article Read Next If somehow you haven't paid attention, the Integra returned to Acura's lineup for the 2023 model year with a 1.5-liter direct-injection turbo I-4 engine making 200 hp and 192 lb-ft of torque delivered to the front wheels by either a continuously variable transmission or a six-speed manual (in Civic Si–based A-Spec trim). The Honda brand offshoot followed up a year later with the real driver's model, the Civic Type R–derived Integra Type S featuring a 2.0-liter turbo I-4 cranking out a seriously brawny 320 hp and 310 lb-ft delivered to the road through its own-spec close-ratio six-speed manual transmission and a helical limited-slip differential. This gearbox with its precise, short throws is fairly described as one of the best and most enjoyable stick shifts on the market today, at any price point. Looking Forward to It The fact of the matter is, we've spent a good amount of time driving the Acura Integra Type S, beginning with our First Drive report and continuing to our First Test analysis to our Performance Vehicle of the Year shootout. We've walked away impressed every time. 'There's an instant competency to [this car], and it goads you into driving quickly,' we wrote in our First Drive. 'All the controls are perfectly placed and weighted. The steering wheel's diameter and contours are terrific.' When we subsequently attached our data-collecting equipment and officially tested an Integra Type S, we wrote: 'Yes, this Integra is largely based on the Honda Civic Type R , but what this car does that the 'CTR' does not is take a huge step in the direction of driving refinement without taking one bit away from driving enjoyment. It's also safe to say the 2024 Acura Integra Type S' styling is more aggressive and attractive without looking like a gimmick.' Finally, after driving another example of the hatchback during our 2024 Performance Vehicle of the Year program, we concluded: 'The Honda connection is undeniable, but the more you drive the Integra Type S, the more the tangible differences become clear. The Acura rides significantly better than the Honda and is appreciably quieter inside. It has more standard features (notably a bangin' stereo) and a wider spread between its softest and hardest settings. It also looks like a car an adult would drive, for those neither in their 20s nor pretending they are. Yet without a stopwatch, the difference in on-track performance is imperceptible, just as it is on a mountain road.' Senior features editor Kristen Lee noted, 'Cross-shopping between a Civic Type R and the Integra Type S is not a value problem. It's a matter of taste.' In other words, we anticipate plenty of dynamic and daily-driving fun over the next 12 months. Personally, and at the risk of being mildly contradictory: As the official MT chaperone overseeing this Integra Type S' stay with us, I'm intrigued by the proposition of spending serious time in the car for a couple of reasons. Yes, its outstanding and well-documented fun, and performance top the list, but I'm also fascinated to see in the long run if this Integra is genuinely worth the $8,200 starting-price premium over the Civic Type R. Despite the Acura's on-paper specs and our previous experiences telling us the suspension is slightly softer and the overall car is quieter inside, early returns after initial around-town driving and one road trip have already called the notion into question. Yes, indeed the Integra Type S may be both of those things, but during one of his first back-seat rides in the car—and fresh out of a go-kart race in a contraption with essentially zero suspension compliance, no less—my 10-year-old proclaimed, 'Boy, this car sure is bouncy!' This prompted me to switch back to Comfort mode from Sport. The kid quickly said it felt better, but only just so. (I can't imagine what he'd have thought about the stiffer Sport+ setting.) And it's not just the ride; multiple adult front passengers on more than one occasion have asked me to speak louder while engaging in chatter, causing me to question if I'm inadvertently mumbling again or if the car is really that much louder inside than your average hatch, sedan, or coupe. One thing is certain—and this might be amplified somewhat by Southern California's long history with and love for 'sport compact' cars—the Integra Type S draws more attention than we expected. Within only its first few hundred miles, it drew unsolicited inquiries and compliments from people we encountered in parking lots while executing errands. We'll leave it to your own proclivities to decide whether this is a satisfying or annoying ownership experience. What We Got Some of their attention was no doubt drawn by Acura's aforementioned Apex Blue Pearl paintjob, a classy hue the company specifies as a 'Premium' addition that appeals to us much more than the Civic Type R's available Boost Blue Pearl. In fact, because of how Acura equips and sells every Integra Type S as essentially fully loaded off the factory floor, the eye-catching color is the only option ($600; Lunar Silver Metallic is the lone standard color offered) added to our test car, giving it an out-the-door MSRP of $54,695. Paired with the interior's two-tone Ebony/Orchid coloring (essentially black and cream/off-white), the Integra's complete appearance is sharp and clean, though we do wish Acura gave the option of choosing interior colors independently from the body's paint color rather than tying the two together. If it did so, we would have elected to spice this one up a bit by choosing Ebony/Red or Ebony/Red/Orchid, which come on cars painted Majestic Black Pearl and Platinum White Pearl, respectively. Regardless, we expect this year with the 2025 Acura Integra Type S to be a spicy affair from start to finish. Speaking of starting, we've only just begun—despite Acura not specifying a required break-in period for the engine, our mechanical sympathy meant we took it easy on the car during its first 1,000 miles on the road. Now that it's covered that much ground, we're ready to rip to the 2.0-liter's 7,000-rpm redline every day as often as possible. We'll report back soon, with the expectation we'll do so with big smiles on our faces.
