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Motor Trend
an hour ago
- Automotive
- Motor Trend
Wait, Automakers Can Shut Off Connected Car Features At Any Time? Yes—and They Are
Whether its an app on your phone digitally linking you to your vehicle at all times or a button on the overhead console capable of reaching first responders or concierges, connected services are ubiquitous in new cars. Every major automaker offers roadside assistance, emergency response, an app, and more, much of it standard equipment that includes a free trial to get you hooked. What happens, though, when you car is a few years old? How long will those often subscription-based connected services continue to work or be supported by automakers? It may not be as long as you think. 0:00 / 0:00 What's A Connected Service? Connected services is a catch-all term for everything your car can send and receive over the internet. It includes features such as automatic 911 call-outs after an accident, roadside assistance after a breakdown, over-the-air (OTA) software updates, vehicle health reports which can be sent to your dealer, wi-fi hot spots in the vehicle, and phone apps that allow you to connect to and even control some of your car's functions. They're also big business. Most connected services require a paid subscription once the free trail (usually three months to a year) runs out. As more and more of them are added to your dashboard, automakers hope to make billions of dollars annually just on subscriptions. That doesn't mean older vehicles will be supported forever, though. The 3G Sunset This has already begun to affect older cars with 3G modems handling their data connections. Back in 2022, the last 3G networks in the U.S. were shut down as telecoms moved to 4G, LTE, and 5G. This was, of course, out of the automakers' control, but it meant older vehicles were cut off from connected services as their cars could no longer connect to the cellular data network. Newer vehicles with 4G, LTE, and 5G modems weren't affected, though it's only a matter of time before the 4G network is similarly retired. Some automakers offered to replace 3G modems with 4G modems, but were not required to do so. Acura Cuts Off Access Technological obsolescence isn't the only thing owners of older models have to worry about, either. Automakers can decide at any time not to support older hardware and software, as Acura has just announced. In a notice posted to its MyGarage portal on May 29, Acura informed owners of multiple models built in the last 12 years their access to AcuraLink connected services will be cut off on July 21, 2025. The notice covers vehicles going back to the 2014 model year which were built with 3G modems and already cut off, but also vehicles as new as the 2022 model year which feature 4G and newer modems and can still connect to the cellular data network. The notice covers: 2014–2020 Acura RLX 2014–2020 Acura MDX 2015–2020 Acura TLX 2016–2018 Acura RDX 2016–2022 Acura ILX 2017–2022 Acura NSX This means customers who bought a brand-new 2022 Acura NSX Type S for $171,495 are now being cut off from connected services right alongside someone who owns a 2014 MDX SUV. A customer who buys a certified pre-owned 2019 TLX listed on Acura's CPO website today will see their services cut off in less than two months' time. This means everything from roadside assistance to recall notices (these would, of course, still be physically mailed to customers) to scheduling a dealer appointment, automatically calling 911 after a crash, help locating a stolen car, sending a destination to the navigation system, and even just locking and unlocking the doors from the app will stop working. Acura says in the notice prorated refunds will be issued to affected subscribers. There is no mention of upgrading older modems to modern hardware. There is also no reason given for the decision to cut off owners of relatively new cars. We reached out to Acura asking for an explanation and received this response: "As of July 21, 2025, AcuraLink services for certain Acura models will become inactive. This includes the ability of these vehicles to connect to the AcuraLink mobile app. While only a limited number of customers currently in a paid subscription are affected by this change, we apologize for the inconvenience and will provide them a pro-rated refund for any unused portion of their subscription." How Can They Do That? While it's arguably bad customer service, there's no law or contractual obligation requiring automakers like Acura to continue supporting older models with outdated hardware and software. In fact, it's quite the opposite. Scroll far enough down the AcuraLink terms and conditions and you'll find this entry: 'We reserve the right to terminate these Terms or to cease to offer AcuraLink or any of the Connected Vehicle Services at any time on written notice to you, including by email or posting on the MyGarage website, for any reason or no reason.' Yep, the mile-long terms and conditions you clicked 'agree' on (maybe without reading) when you signed up for AcuraLink allows the company to turn off the service at any time for any reason. Acura isn't alone in this kind of legalese. We checked the terms and conditions for connected services offered by other major brands like GM OnStar, Hyundai Blue Link, NissanConnect, and Toyota Connect and all of them have similar provisions allowing the automakers to cut you off at any time, for any reason including none at all. We've reached out to all them as well as Acura to ask how long they'll support connected services on older vehicles. We'll update this story if we get any responses. It Doesn't Have to Be This Way While they can't control what telecoms do, there's little stopping automakers from supporting older models with software and hardware updates. Tesla, a pioneer in the vehicle app space, still supports the original 2012 Model S with software updates and certain hardware updates 13 years later. How long the company will continue to do so is anyone's guess, but it demonstrates automakers can design their vehicles to accept updated modems, onboard computers, and software if they want to. It's not just the disruptors, either. Audi, back in 2020, promised its infotainment computers would be designed to be replaced with newer units to extend the usable life of its cars, though it doesn't talk about that anymore. Will Cars Ever Be Backwards Compatible? Anyone who's ever touched a device with a computer chip in it knows that device will eventually be obsolete. Cellphones, even if they still work fine, will eventually stop receiving software updates. Right or wrong, this is the way of the world. The average American, though, keeps their car for much longer than they keep their phone, and the average age of a vehicle in America is nearly 13 years old. Meaning, a lot of people could potentially be affected if other automakers follow Acura's lead in cutting off cars newer than the average. And that's not to mention those who own used examples of older models. Whether automakers continue to support their old models and whether they choose to design new models with backwards compatibility in mind is an open question. This is, after all, the industry that came up with the idea of 'planned obsolescence' to sell more cars. Concerted pushback from angry customers is likely the only thing that'll stop an automaker from cutting off connected services, at least until the cell network moves on again.
Motor Trend
an hour ago
- Automotive
- Motor Trend
2026 Dodge Durango First Look Review: It's Survived Four CEOs
The remarkable thing about the Dodge Durango isn't only solely how long it's been on sale, it's also that it's remained fun to drive and somewhat competitive in terms of family hauling. Still, it needs an update, as the available safety and convenience technologies lag the segment's best. Sure, the engine lineup has been tweaked and the interior and exterior slightly updated here and there, but this three-row family SUV has survived for much longer than Stellantis has existed and existed under four CEOs including Fiat Chrysler leadership. It makes you wonder just how much longer the Durango will soldier on. 0:00 / 0:00 We know it will exist at least in its current form for the 2026 model year, when it will once again be the last Dodge product available with a V-8. The base level GT will continue using the 3.6-liter V-6 Pentastar engine, the Durango R/T will stick with the 360-hp, 390-lb-ft 5.7-liter Hemi V-8, and the SRT Hellcat once again rocks a 710-hp, 645-lb-ft supercharged 6.2-liter Hemi V-8. In familiar Dodge fashion, freshness is injected via packages and aesthetic add-ons. The Blacktop Redline is new on the Durango R/T's option list and adds blacked-out 20-inch wheels, black badging, and black SRT exhaust tips, as well as SRT front and rear spoilers. If you also order the $5,990 Tow N Go package, wider 20-inch wheels (including a forged option) and a set of black Brembo calipers are included. Inside, the Blacktop Redline R/T gets SRT front seats and standard second-row captain's chairs wrapped in leather and microsuede with red accent stitching. Leather is also applied to the door trim and center console, and interior trim pieces are laser-etched with a geometric 'crypto sweep' graphic. The Blacktop Redline package adds $3,495 to the R/T Plus and R/T Premium trims. The standard R/T can be ordered with a less comprehensive Blacktop package that adds black wheels, black badging, and black roof rails in a seven-seat configuration for $1,695. If you're more into show than go, the 295-hp V-6 Durango GT's Blacktop Redline package features red stripes on the front fender and liftgate, a performance hood, SRT spoilers, and leather and suede SRT performance front seats. Order books open next month, while pricing and further details on the 2026 Dodge Durango SRT Hellcat will be announced later this year.
Motor Trend
an hour ago
- Automotive
- Motor Trend
2026 Ram 1500 TRX Review: Expert Insights, Pricing, and Trims
Reviewed by Bob Hernandez The outrageous Ram 1500 TRX owes its existence in part to competitive gamesmanship. Without the challenge posed by the Ford F-150 Raptor, Ram might never have conceived such a bold off-roader—or made such a dramatic impact with it. The flagship model has helped the current 1500 earn MotorTrend's Truck of the Year title an impressive three times and now we hear a 2026 Ram 1500 TRX may be on the way. Off-road full-size truck competitors include the F-150 Raptor, Chevrolet Colorado ZR2, and Toyota Tundra TRD Pro. With the kind of power the 2026 TRX will be packing, however, it's really just the F-150 Raptor and Ram's own 1500 RHO. The photo above is a concept. What's New We expect the Ram 1500 TRX will come out of retirement for 2026 or 2027, this time making more power than the 702 hp it made before. The TRX debuted for 2021 and was discontinued after the 2024 model year. This page will be updated with more insights and photos as information becomes available. What We Think It's back—the Ram 1500 TRX returns as a high-powered, off-road monster packed with a supercharged V-8 engine, advanced suspension, and exceptional all-terrain capability. Despite its rugged nature, the TRX is expected to deliver a smooth, composed ride on pavement as well. Aside from its poor fuel economy and steep price, the new 2026 Ram 1500 TRX has few drawbacks. We easily overlooked these in the previous model, naming it the 2021 Truck of the Year—a strong vote of confidence for Ram's revived powerhouse. Perhaps the only obstacles in the 2026 TRX's way are the solid F-150 Raptor and the Ram 1500 RHO. Less expensive than the TRX, the RHO delivers 540 hp, off-road capability, and a MotorTrend-tested 4.6-second 0-60 mph time. Impressive, but the RHO lacks one thing the TRX has: A bellowing V-8. Top-Ranked Competitors: Ram 1500 RHO MotorTrend Tested Enthusiasts will rejoice that the Hemi V-8 is not dead after all, and a 5.7-liter version of the engine is returning to the Ram 1500 lineup. It's not yet known if the last TRX's supercharged 6.2-liter Hemi is coming back, but it does look like engineers are targeting output more than the old TRX's 702 hp. It's not a stretch to think more displacement and a supercharger are the only ways to reach that goal. The TRX's new heart will also make a lot more than the Hurricane High Output inline-6, last year's top engine, which produces only 540 hp. Sprints to 60 mph in the new TRX should take less than the last model's 4.1 seconds. MPGs and Range V-8s have to drink, and the TRX's last one was especially thirsty. Fuel economy ratings for the 2024 came in at 10/14 mpg city/highway. With that truck's massive 33-gallon fuel tank, it is capable of 396 miles of total range. The Ford Raptor R features a smaller 5.2-liter blown V-8 but still returns roughly the same fuel economy. The only difference is the Ford gets 1 mpg more on the highway. Safety Features All 1500 models include a basic set of driver-assist features. Automatic emergency braking Lane keeping Adaptive cruise control Front and rear parking sensors Trailer sway control The TRX will also receive standard: Blind-spot monitoring Rear cross-traffic alert How Much Space? Every TRX is equipped with a crew cab, short bed, and 4WD. Forward legroom in the 1500 crew cab comes in at 40.9 inches, while in back there's 45.2 inches. The rear measurement is 1.6 inches greater than what comes in a similarly configured F-150. Both trucks come with a 67-inch bed. Technology Infotainment TRXs should feature a 12.3-inch driver display and 12.0-inch infotainment touchscreen, though we have our fingers crossed the 14.5-inch upgrade becomes standard this year. Apple CarPlay and Android Auto are included, as is a color head-up display. Sound System A 10-speaker sound system may be standard, and Ram offers a 19-speaker Harman Kardon upgrade. Available Upgrades The burliest of 1500s can level up further with manufacturer upgrades like a light bar, bed-mounted tire carrier, tie downs, and bed lighting. Cabin options include a phone charging pad and ventilated front seats. Value Standard Features The 1500 TRX's primary appeal lies in its immense capability thanks to a stout powertrain and plenty of off-road hardware. It also features a lot of the latest tech, like huge cabin screens. The pickup comes with an equally huge price tag, though, a sting exacerbated by some admittedly terrible fuel economy. What's Happening With the 1500 RHO? For 2025, the Ram 1500 TRX was effectively succeeded by the Ram 1500 RHO, which swaps the supercharged V-8 for a 540-hp twin-turbo inline-six. Although not as fast as the TRX, the RHO remains impressively quick, and its lighter engine significantly enhances handling and overall driving dynamics. Look for Ram to either elevate TRX performance way above the RHO, as it doesn't make sense for the company to sell two capable off-roaders with about the same power. Either way, the lineup retains more accessible rugged trims like the mid-grade 1500 Warlock and Rebel models.
Motor Trend
9 hours ago
- Automotive
- Motor Trend
2025 Chevrolet Corvette ZR1 First Drive Review: Absurdity and Then Some
The decreasing-radius S curves. The blind-entry, Turn 10 kink. The fast triple-apex corner complex comprised of Turns 16, 17, and 18. The deceptively fast Turn 19. These are the big challenges Circuit of the Americas (COTA) throws at a driver. Make no mistake, COTA is a satisfyingly special place to drive any quick and capable car, but when Chevrolet told us it was holding the official first drive event for the 2025 Corvette ZR1 at the flowing 3.41-mile, 20-turn Texas home of the Formula 1 United States Grand Prix? There was a moment of pause and outright uncertainty. But Those Numbers! It's not that Corvettes in general haven't become incredibly capable road-course cars, especially over the span of the previous 20 years. But ZR1s have always felt more like poster children for big American horsepower bragging rights with each successive and even bigger-horsepower generation. To boot: The previous C7 ZR1 and its 755 hp at times scared the bejeezus out of our judges during MotorTrend's 2018 Best Driver's Car competition, inspiring comments like: 'Nerve wracking.' 'E veryone complained about overpowering the rear tires.' 'Even the ultra-savvy traction-control system was utterly overwhelmed.' 'The front obeys, but I never, ever trust the rear.' And finally, 'It's the equivalent of driving an Igloo cooler with 755 horsepower.' Not exactly a confidence-inspiring track record, no pun intended. No wonder we could feel the sweats coming on at the prospect of tackling a fast F1 track in the 2025 Chevrolet Corvette ZR1. Its much-touted engine output: 1,064 hp and 828 lb-ft of torque, a seismic leap of 309 hp with additional-113-lb-ft icing on the rear-drive cake for good measure. What an Engine The ZR1 model was planned from the beginning of the mid-engine C8 Corvette's development, a decade ago, and its LT7 twin-turbo V-8 was likewise designed alongside the Z06's naturally aspirated 670-hp LT6 to create a pairing known as the Gemini twins. But use 'twins' lightly. Corvette engineers, likely annoyed by sweeping generalizations common in this era of fire-and-forget social media commentary, go to great lengths to remind us the LT7 is a far cry from being merely a boosted version of the non-turbo engine. Yes, the two eight-cylinders share the same block casting, 104.25-millimeter bore and 80-millimeter stroke, same-size valves, dual-overhead-camshaft architecture, and direct-injection. The dry-sump oiling system is mostly the same, save for the ZR1's turbo-lubricating and extra seventh oil-scavenging stage. But the LT7 ups the game with dished rather than domed pistons and shorter, redesigned titanium connecting rods, giving it a turbo-friendly lower compression ratio of 9.8:1 versus 12.5:1. Its flat-plane crank features more machining work on its counterweights, and the engine employs different camshafts and cylinder head castings with bigger combustion chambers. The intake and exhaust tracts are shorter to deliver quick turbocharger effect, and the LT7 adds a secondary port fuel-injection system to help deliver the massive amount of gasoline needed to create so much horsepower. With a total of 16 fuel injectors, all of which activate at full throttle (the car idles on port-injection only before incorporating both systems to varying degrees depending on what the driver calls for), the ZR1 will suck down 2 gallons every minute its gas pedal is stapled to the floor. As for the two ball-bearing turbochargers, they provide an equally gobsmacking bit of anecdotal trivia: Chevy says they can move so much air volume, they could aspirate an entire Olympic-size swimming pool in four minutes. The twin-turbo setup and its compressor wheels normally provide up to 20 psi of boost but can extend it to 24 psi to ensure consistent power output in hot conditions to minimize power loss. And don't worry about turbo laziness: The electrically controlled wastegates are tied to an anti-lag system that maintain some turbo-boost pressure even when you hit the brakes for a corner, meaning the blowers are preloaded so the LT7 is already set to provide the juice again immediately when you go back to the throttle. Of course, a motorsports-derived cooling system that employs a large front center-mounted radiator helps keep it all humming, and speaking of motorsports, think of the LT7's totality like this: Buy a ZR1, and you'll own a wildly uncorked, unrestricted version of the engine that serves as the basis for the V-8 used in the Z06 GT3.R campaigned in pro-level international racing competition, including the 24 Hours of Le Mans and the Rolex 24 at Daytona. All the above is simply the nutshell version of what's going on inside the engine; click here for an even deeper dive into the LT7's technology. Imminent Destruction? Er, we don't mean the engine's durability but rather the bag of flesh and bones and brains behind the wheel. The thing about engine output like this, doubly so when your past ZR1 experience lingers in your head, is that it initially monopolizes your attention to the detriment of other good things at play. Still, Chevy—no doubt acutely aware of the multiple potential intimidation factors, from the ZR1 to the circuit—had the good sense to first put journalists on the racetrack in regular C8s as a combo driver warm-up/COTA orientation exercise. No problems there after a chunk of lead-follow laps behind one of the Corvette team's hot-shoe engineers, but at least a little trepidation remained. Almost shockingly, it vanished as soon as we completed a few more laps of lead-follow while driving the 2025 Corvette ZR1 for the first time, before being let off the leash to lap alone at whatever pace we wanted to/were capable of. The lead car's speed was reasonable while clearly leaving plenty on the table, but as we probed deeper into the friendly throttle travel, it was apparent this ZR1 resembles its forebears in name only. Open the Floodgates Our first solo laps happened in a standard ZR1 equipped with the optional $8,495 Carbon Aero package and rolling on Michelin PS4 tires measuring 275/30R20 in front, 345/25R21 in back. Armed with some confidence about the car's baseline behavior from the lead-follow sessions, we focused first on rolling into the power off corners and onto COTA's front and back straights as quickly as seemed prudent, and an unexpected thing occurred: zero notable drama, save for big speed. Hit the hammer too abruptly, and the ZR1's tail dances and slides a bit, but it's easily catchable. Granted, Chevy insisted we not fully deactivate the car's Performance Traction Management system, and we weren't particularly inclined to argue with the requirement for obvious reasons. But this controllability was revelatory, considering how the previous ZR1 tended to pay the driving aids little mind. Suddenly the engine's output wasn't incomprehensibly untamable. Perhaps the latter should have been expected. Powertrain management systems and the Corvette have come a long way in recent years. It's also entirely conceivable our extensive experience with the latest asphalt-cracking electric cars and some of the world's recent hypercars has tainted our perception of what 1,000-plus horsepower and instantaneous torque should or does feel like—hell, we recently ran a Porsche Taycan Turbo GT Weissach to 60 mph in a comically perception-altering 1.89 seconds and through the quarter mile in 9.2 seconds at 150.1 mph. But that car carries an all-wheel-drive traction advantage compared to this Corvette's rear-drive configuration, with Chevy claiming the standard ZR1 on the PS4s and without the extra aero devices reaches 60 in 2.5 seconds and covers the quarter mile in 9.7 at 152 mph. Within a lap and a half—and this still sounds a bit ridiculous to say—we mostly forgot about the LT7's on-paper numbers and moved on to reveling in them. With the torque peaking at 6,000 rpm (and nearly there by 3,000 rpm), the horsepower doing the same at 7,000 (redline is 8,000), and those two output numbers intersecting at about 5,250, you have nothing but incentive to rev the piss out of the engine. And you'll giggle like a jackass as the V-8's part buzzing shriek, part bellowing howl delivers an emotional experience and connection the likes of which no acceleration-matching EV remotely approximates. Thanks to the double-take-inducing (for a combustion engine) linear torque curve, top-end power (not that we ever hit the ultimate top end in terms of road speed, though we did see a not-slow 176 mph on the back straight), and quick shifts from the reinforced Tremec M1K dual-clutch eight-speed gearbox, you'll neither notice nor care that more boring yet quicker-accelerating vehicles exist. The ZR1 pulls and pulls and pulls without turbo lag, reduction, or remorse. And hey, if an EV owner insists on yapping proudly in your ZR1-owning ear about the fact their car is tenths of a second quicker on a dragstrip, just hop in your seat, stand on your gas pedal, and you literally won't have to hear another word of it. Call it the enthusiast's problem solver, and besides, you really never liked that neighbor, anyway. Just take care to warn them not to walk behind your car—the exhaust alone can belch up to 37 pounds of backward thrust at WOT, so watch your legs. It Gets Even Better Our driving time was limited to lapping COTA to the exclusion of any public-road experience, so these dynamic impressions are limited to that context until Chevrolet provides us with a ZR1 for further evaluation and testing back on our home turf. That said, we detected no traits to suggest it won't be comfortable to live with as a car to roam your local streets in, even at socially accepted speeds. As for the scenario at hand, once you begin to grasp the ZR1's breadth of abilities, you focus solely on extracting the best performance possible within your abilities. To that end, drivers who enjoy track days, especially experienced and talented ones who hunt lap times, absolutely want to ante up an extra $1,500 for the full ZTK performance package. You can't order the ZTK bits without also paying for the Carbon Aero pack, so the total price for all the go-even-faster bits is $9,995 on top of the ZR1 coupe's starting price of $174,995, for a still-smoking-bargain total of $184,990. Pricing for the hardtop convertible model we did not drive starts at $184,995. With the ZTK goods you also receive a more aggressive suspension tune with stiffer springs (all ZR1s also include a manually adjustable track alignment setup, as seen on other Corvettes) and track-oriented Michelin Cup 2 R tires. There's now even more grip at your disposal, as the suspension and Cup 2 R rubber team with the aero bits—including a towering carbon-fiber rear wing and a hood Gurney flap, plus front dive planes, undercar airflow-channeling strakes, and an underwing from the Z06—to make for a mightily good-handling car, even one we expect to tip the scales at an approximate and far from svelte 3,900 pounds. Huge 15.7-inch front and 15.4-inch rear carbon-ceramic Brembo brakes handle the business without fade when it's time to bleed off the huge momentum. As for the aerodynamics, Chevy says the ZR1 thus equipped is good for a total of about 1,200 pounds of downforce, or a 33 percent improvement compared to the Z06 with the Z07 package, without adding significant drag. That's partially also due to the way airflow is managed around, over, and through the car; say goodbye to the front trunk storage, for example, thanks to the mid-mounted cooler and aerodynamic desire to pass wind through the hood. Importantly, though, this impressive peak downforce comes at the ZR1's 233-mph top speed, so it isn't exactly relevant to your track-day outings. Also, that much-hyped top speed is for the standard base ZR1 without the drag-inducing aero bits; with those addendums installed, it drops to mere, ahem, 224 mph. For somewhat more practical application, the Corvette team says downforce measures 978 pounds at 186 mph and 180 pounds at 80 mph, the outcome being that drivers still greatly benefit from the aero performance in a variety of corner types and at a wide speed range. And So? Back to where we began: Flying into COTA's esses, the Corvette turns into the initial fast bit with aplomb and easily sheds mph while remaining stable into the multiple, ever-tightening corner radii that follow. By now, we've stopped giving the power, torque, and their delivery a second thought and are hellbent on getting the chassis rotated into corners without asking too much of the tires. Where we heard plenty of rubber squeal in the non-ZTK car, there's barely any of it in the max-attack ZR1. The blind kink at Turn 10? We're almost certain it can be taken flat out, or maybe with a quick, slight throttle lift that's even less conservative than what we're doing. Yet with high risk and zero reward other than an ego stroke no one else will ever see or know about, we can't quite get there, leaving just a bit too much margin every time and leaving us searching within. It's exactly the kind of thing that makes serious drivers smile. The same feeling applies, though a bit less, through the fast section at Turns 16–18 where the car remains remarkably hooked up even as the exit seems to stretch for too long, and even more so for Turn 19. The latter is the track's penultimate corner, a mind-screw of a left-hander with loads of paved runoff on the outside of its exit curbing so you can throw away a bit of caution. Regardless, no matter how much we reduce our braking and increase our turn-in speed, the ZR1 effectively mocks us, the chassis' responses indicating that bigger cajones would pay big dividends if only we could muster more belief. It's at this point we realize the ZR1 has become, like many immensely capable modern super sports cars, especially ones with extra-grippy rubber and meaningful downforce, a mental battle. The incredible difference compared to previous generations is how you don't find yourself ever thinking the car is the problem, and instead of wanting to park it and get out as soon as possible, you crave more and more laps because you know there's more to extract from yourself let alone the machine you're piloting. That's another great sign of a rewarding driver's car. We also know, for our imaginary yet beyond reasonable money, the ZTK and Carbon Aero packs are the way to go. You'll need the stickier tires and the better traction if you want to replicate the ZR1's best official 0–60 and quarter-mile times of 2.3 seconds and 9.6 seconds at 150 mph, anyway. Its Own Kind of Thing For all the ZR1's capabilities, also know this: Although we climbed out of it with a fair amount of sweat on our face as the result of high ambient temperatures, a satisfyingly physical driving experience thanks to the big grip levels, a high level of required concentration, and not out of any fear or intimidation, Chevy intends the new ZR1 to be a gonzo-performance all-arounder. It's meant to be usable and livable in daily life, not a strictly track-use special. In that sense, the engine makes the car's portly weight compared to something like a Porsche GT3 RS, a McLaren 750 or 765 LT, or even the Z06, a nonfactor when it comes to feeling like you've been strapped to an RPG as you hurtle down straightaways and out of corners. On the other hand, if you're a driver who craves absolute razorblade handling responses more akin to an actual GT-style race car, this isn't the Corvette that's going to give you that sensation. Something like the GT3 RS almost certainly will pull more lateral g through fast transitions. The ZR1 is more deliberate in its responses and requires more patience, relatively speaking, when searching out its dynamic limits. It'll throw down quicker lap times than those types of cars on all but the tightest low-speed road courses, but it's going to get you that lap time in a different and raw-power-based way. It's simply another kind of animal and an utterly absurd one at that. If nothing else—and there is plenty else—the Corvette team has patently changed what 'ZR1' means in the Corvette and supercar pantheon, and that alone deserves commendation. More to the point: There are no Igloos here, but you're going to wish you had one loaded with cold drinks after driving it.
Motor Trend
9 hours 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.
