CAR NEWS AND REVIEWS

Lexus RC F Track Edition Speaks in Smoke Signals 2020

Lexus

We have a total of nine minutes in the Lexus's new 2020 RC F Track Edition. Nine. It's not much, we'll admit. And it's certainly not enough to level a final verdict on this special model, only 50 of which will come to the United States. But it's enough to say with certainty that chief engineer Yuuichi Tsurumoto, a man with a plan, hit his target with the low-volume coupe. He wanted a car that could be controlled with the throttle. Specifically, the goal was to build a car that can be steered with the throttle. And Tsurumoto, well, he has succeeded. The 2020 RC F Track Edition speaks the language of chunked rubber and gray smoke. It paints its character in broad, black swaths at corner exit and speaks its mind through titanium mufflers. It is a driver's car in the way that only a Japanese luxury coupe can be—sharp and loud when that's what you want, yet still mighty opulent.

So, no, getting behind the wheel of this becarboned lightweight version of the RC F coupe isn't going to squeeze every last drop of adrenaline from your system. There's still a lot of Lexus here. It's not, despite what its name implies, a no-compromise track car like a 911 GT3 RS or the late, great Camaro Z28. But it will tingle your frontal lobe in many of the same ways.

More Power, Barely

The base RC F is revised for 2020, becoming slightly lighter and more powerful. The 5.0-liter V-8 under every 2020 RC F's hood gains five horsepower, for a total of 472, over that of the previous model. The same Aisin eight-speed automatic directs torque to the rear axle, where, in the Track Edition, it's shuttled to the tarmac via an aggressively tuned Torsen limited-slip differential. Standard RC F models are available with an optional torque-vectoring differential, but Tsurumoto-san preferred the directness of the gear-type differential in the Track Edition. And he's right. We drove the standard RC F equipped with the torque-vectoring differential, and its corner-exit personality was far more benign. Dancing on the edge of grip and exiting tail out onto every straight, the Track Edition is a slice of throttle-steering heaven.

Strangely, Michelin Pilot Sport 4S tires—255/35R-19s at the front and 275/35R-19s at the rear—are fitted to both versions of the RC F. It is an odd track car indeed that uses the same tires as its less exclusive brethren, a choice Tsurumoto defends by pointing out that the Track Edition must remain a fully streetable Lexus at heart. Perhaps Street Edition would be a more fitting name.

Lexus

Final-drive gearing is changed in both versions—from 2.97:1 to 3.13:1—an adjustment that permits a more linear throttle calibration without sacrificing response. Lexus says its new launch-control system, which we didn't get to try, will help reduce the RC F's zero-to-60 time to 4.2 seconds while the Track Edition will drop to 4.0 seconds. The last RC F we tested required 4.3 seconds to hit that milestone.

Weight Shaver

Standard carbon-ceramic brakes on the Track Edition contribute to its being a claimed 121 pounds lighter than the 2020 RC F, which itself loses—so says Lexus—55 pounds over the 2019 model thanks to a variety of weight-saving measures, including tweaked suspension components, hollow half-shafts, a lightened intake manifold, and other bits. Forged 19-inch BBS wheels are standard and further contribute to the reduction in unsprung weight. The modest weight loss still leaves the Track Edition, at a claimed 3781 pounds, about 165 pounds heavier than a BMW M4, though still more than 300 pounds lighter than the last Mercedes-AMG C63 S coupe we tested.

Track Edition models get a carbon-fiber hood, roof, and rear wing that Lexus claims will yield 58 pounds of downforce at 168 mph. And the front splitter, a precisely shaped thing sprouting canards off either side, uses a rubber spoiler attached to its underside to further smooth airflow beneath the car. Both models use the same springs, but the Track Edition offers more aggressively tuned adaptive dampers, which help shape its more dramatic personality on the track.

Lexus will ask $65,775 for the standard 2020 RC F and $97,675 for the Track Edition, both of which will be at dealers before summer. That means the cost of the Track Edition's lightweighting amounts to a not insubstantial $261 per pound, which will seem mighty expensive until you carry that first fully committed slide right to the track's edge.

By JOSH JACQUOT APR 8, 2019

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Kia Soul EV Is More Powerful, Has More Range, and Looks Even Cooler 2020

Kia

Automotive progress from one model generation to next comes in small increments. When was the last time a mainstream car's replacement brought almost 40 percent more torque, almost 85 percent more power, and a whole new level of range? It doesn't happen. Unless you are talking about the adorable Kia Soul EV, one of the most popular electric cars on the market.

The Kia Soul has always been a quirky, wagonish crossover with a lot of character; it's impossible to mistake it for any other vehicle. And that is still very much the case with the third-generation Soul, which provides the basis for this new EV variant. Every Soul has become slightly bigger, and the moderately revised appearance is thoroughly uncluttered, carrying the emblematic Soul design into the next decade. The modernized appearance is underscored by the EV's thin, futuristic headlights and a C-pillar featuring a shark-fin motif.

The EV version, which we took for an extended drive on its Korean home turf, is more differentiated from the gasoline-powered version than before, set apart visually from the regular Soul by a painted plastic insert instead of a front grille, its own lower set of LED lighting units, and restyled fascias at both ends. As before, the EV sports distinct aero-style wheels, now 17 inches in diameter, up one inch from 2019.

Compared to the ultraclean exterior, the interior falls somewhat flat. We would like to see some of the funkiness of the exterior, or at least of the first-gen Soul, which had a quirky yet ergonomic dashboard that set it apart from most other cars. We find this interior to be a bit too conventional, but there are interesting color and lighting effects and an EV-specific, futuristic shift-by-wire knob to select Drive, Reverse, or Neutral positions.

The EV gets its own version of Kia's Uvo infotainment system and a 10.3-inch touchscreen. It combines a plethora of important functions and information pertaining to the charging and battery status, charging station updates, scheduled charging functions, and the ability to plan a trip outside the car and send the information, including waypoints, to the car's navigation system.

Tire-Squealing Performance

When it's time to get behind the wheel and go, this second-gen Soul EV really shines. It is powered by a front-mounted permanent-magnet synchronous AC electric motor that sends a whopping 201 horsepower and 291 lb-ft of torque to the front wheels. It does so with such urgency that it takes real practice not to squeal the tires every time you accelerate out of a corner or drive away from a stop sign. The remarkable torque is available from a standstill, and it doesn't let off up to 3600 rpm; maximum power is delivered between 3800 and 8000 rpm. This is the same drivetrain that propels both Kia's own, more conventionally styled Niro EV and the Hyundai Kona EV.

The instant torque and the single-speed direct-drive transmission turn the Soul EV into an absolute stormer on twisty two-lane roads, where passing maneuvers need zero preparation. When a gap opens, you simply go. The sensation is strong enough to convert many a skeptic to the virtues of electric mobility. Even with the interior feeling eerily quiet and well isolated, we expect the sprint to 60 mph to happen in 7.0 seconds. That's a big improvement over the 9.7 seconds the previous model recorded in our tests. The Soul EV hits the speed governor quite noticeably. It feels as if it wants to keep going, but in the interest of range, it makes sense to stop the rush right there.

What might keep you from pushing too hard is the suspension, which emphasizes comfort over agility while expanding the car's overall abilities with its newly independent multilink rear suspension replacing the former beam axle. At an estimated 3750 pounds, the Soul EV is a heavy little car, and it's taller than, say, a Volkswagen e-Golf EV. When pushed really hard, the Kia tends to roll noticeably. There is some understeer at the limit, and you learn not to take things too far. The steering doesn't provide a ton of feedback. But you also learn to play with the regenerative brake system, which ranges from virtually endless coasting when turned off entirely to sharp deceleration in the most aggressive mode, which allows for the one-pedal driving ability desired by many EV enthusiasts.

More Than Double the Range

This new Soul EV goes a long way to please EV enthusiasts—quite literally. It is rated at 243 miles of range in the official EPA cycle, but we found it was not difficult to better that estimate. That's a huge improvement over the 2019 Soul EV, with its mere 109 horsepower and 111 miles of EPA-estimated range. The new model's 64.0-kWh battery pack with DC fast-charge capability has enough reserve for any around- and near-town tasks, and we can imagine doing some long-distance travel along routes where the charging infrastructure allows.

Practicality is another strong suit of the new Soul EV. Its spacious interior has comfortable room for four adults, and the variable trunk is big enough to hold luggage and groceries for most trips. And those bulky charging cables, of course.

Pricing is still undisclosed, but we expect it to be priced slightly higher than the previous model, which started at $33,145, with the EV+ model at $36,800. There will be two trim levels, as before, but the upscale one drops the previous EV+ badge for a new Designer Collection designation. We expect to see the Soul EV on the market before the end of the year.

By JENS MEINERS APR 3, 2019

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Acura ILX Finally Looks Like a Sports Sedan 2019

The Acura ILX seems to finally be coming into its own late in its life cycle—at least looks-wise. An update for 2019 brings fresh new styling that's attractive and sporty, although the car's mechanicals aren't changed at all to match the athletic design. Some new tech features join the menu as well, including Apple CarPlay and Android Auto.
Acura's diamond pentagon grille headlines the visual updates; the ILX is the last model in the lineup to adopt this design to replace the old shield grille. LED headlights are new, too, and the rear end gets a new trunklid, restyled taillights, and a new bumper that incorporates a faux diffuser and an exposed exhaust. The A-Spec package carries on and gets a new 18-inch wheel design, while there are more exterior and interior colors available across all trim levels.

Inside, there are new seats front and rear, with standard adjustable lumbar support for the driver and additional silver trim for the dashboard. While the infotainment system still uses the same clunky two-screen setup, it now includes Apple CarPlay and Android Auto and supposedly features quicker response times and better-organized menus. Several active-safety features, previously optional as part of the AcuraWatch Plus package, are now standard, including forward-collision warning, active cruise control, lane-departure warning, and a few other systems.

Acura isn't changing anything about the ILX's chassis or powertrain, however. The sole engine remains a 2.4-liter inline-four with 201 horsepower that mates with an eight-speed dual-clutch automatic transmission, while the only chassis upgrades available remain the A-Spec package's different wheels and tires.
So while Acura's smallest sedan may still pale in comparison to the Honda Civic with its wide range of high-performance variants, it at least now looks more upscale and jibes better with the rest of Acura's lineup. When it goes on sale in October, expect the 2019 ILX to start somewhere close to $30,000, a slight uptick from the current car's base price of $29,095.

SEPTEMBER 2018 BY JOSEPH CAPPARELLA

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Kia Sportage SX Turbo 2.0L FWD 2017

Instrumented Test

Every once in a while, a mainstream automaker turns out an unexpected sleeper, an under-the-radar vehicle with the power to dispatch flashier rides pulling away from a stoplight. Sleepers come in many forms, but few offer better cover than compact crossovers. The 2006–2012 Toyota RAV4 with the optional 268-hp V-6 engine was a good example, as were the stick-shift, turbocharged Subaru Forester XT and Kia’s previous-generation Sportage SX with its 260-hp turbo four-cylinder. Toyota’s fire-breathing RAV4 was extinguished in 2012 and the Forester is now stuck with a CVT, but Kia’s hot turbocharged SX trim level is back and in form following the Sportage’s redesign for 2017, and for the first time we’ve tested it without the optional all-wheel drive.

Quickie Kia

Secretly quick cars are fun, but the outgoing Sportage SX had its share of shortcomings outside of its rowdy engine. The suspension was downright harsh, the interior simply was there, and it returned middling fuel economy. For the latest SX, the sportiest Sportage in the lineup, Kia retained the hot-rod-in-disguise aspect while improving nearly everything else. The crossover’s turbocharged four-cylinder engine pushes 240 horsepower and 260 lb-ft (that’s a 59-hp and 85 lb-ft bump over the base model’s naturally aspirated 2.4-liter four) shot our front-drive SX to 60 mph in 6.7 seconds and on to an electronically governed 135 mph. Those numbers best everything in the compact-crossover melee excepting the Subaru Forester 2.0XT, which comes only in all-wheel-drive form.

In an effort to improve the carryover turbo engine’s fuel efficiency and smooth the lumpy power delivery, Kia stripped it of 20 horsepower and 9 lb-ft of torque, to mixed effect. The engine still issues its might with a strong surge at about 3000 rpm, but even indulging ourselves with the accelerator pedal we saw 21 mpg in mixed driving, which is also the EPA city mileage rating. Something near 30 mpg seems achievable on the highway. The true vice is one shared among all high-output, front-drive vehicles: torque steer and a penchant for spinning the front tires under hard acceleration. We’d splurge for the optional ($1500) all-wheel-drive system, even though it piles on an extra 119 pounds and adds 0.2 second to the zero-to-60-mph time. We like power—see our affection for the old SX, which we put through a 40,000-mile long-term test—but 240 ponies are a lot to shove through the same two wheels that also handle steering duties.
Drive the Kia like a workaday compact crossover, rather than a tiny Porsche Cayenne, and the turbo engine makes a better case for itself by yanking around the SX with relaxed aplomb. It never feels wanting for passing power, and the chassis is buttoned-down and stable. Critically, compared with the old SX, which came standard with a “sport suspension,” Kia tuned this new SX model’s chassis to be more compliant, like that of the regular Sportage, without sacrificing body control. The brakes are reassuring and returned stops from 70 mph in 173 feet, good for this class. Outside of some flutter from the big 19-inch wheels when passing over closely spaced groupings of road imperfections and an utter lack of feel from the steering, the SX chassis performs well while riding quietly and smoothly even at highway speeds.

Kia Can-Do

While the Sportage’s fun quotient survived the redesign, its previously austere, if functional, interior was shown the door. The new cabin is well executed, to the point that it garnered from our staff several flattering comparisons to those of Audi vehicles. The design is restrained and the dashboard and door panels feature classy soft-touch materials and quality plastics. We especially like the nice-to-hold steering wheel and the center stack’s slight cant toward the driver. Rear-seat passengers have plenty of legroom, although their seat cushions are positioned a tad low, and they have ready access to a 12-volt power plug and a USB slot. The cargo hold is large and basically rectangular; the rear seats can fold completely flat using release buttons next to the outboard headrests. Those seats lack release handles readily accessible from the cargo bay, but the load floor back there can be fitted to one of two heights; when in the lower position, there’s a built-in ramp to provide a smooth transition to the folded seatbacks.

Similar attention to detail is evident in Kia’s infotainment interface. As in other recent Kia products, nearly every touchscreen function can also be manipulated via well-located hard buttons. Three strips of controls sit beneath the center display, one with shortcuts to radio, media, phone, navigation, and setup menus (plus seek and track-selection buttons); another with climate controls; and a third with switches for the cooled and heated front seats and heated steering wheel. Flanking the top row? Honest-to-goodness volume and tuning knobs. Knobs on either side of the climate controls set temperature for the left- and right-hand climate zones. It’s telling how varied (and often weird) secondary control layouts have become in 2016 that we feel the need to call out this sort of basic ergonomic effort.
The front-end design (headlights stacked atop a grille, stacked atop an intake, stacked atop a skidplate) may not suit everyone’s taste, but in SX trim, especially, with its big wheels and chrome trim, the Sportage manages to look more expensive than it is. Kia has come a long way since the days when its products were carried solely by their long warranties and value-packed MSRPs.
This particular Kia is actually priced on the higher end of the compact-crossover segment, at $33,395, but it feels worth the cost. The turbo’s power corrupts the driver as easily as it vanquishes the front tires, the rest of the package is as well turned out as you could ask for in this segment, and standard equipment is generous. Dual-zone automatic climate control, leather upholstery, a Harman/Kardon sound system, an 8.0-inch touchscreen with navigation, heated and ventilated power front seats, a heated steering wheel, blind-spot monitoring, automatic emergency braking, LED fog lights, LED taillights, LED running lights, a (huge) panoramic sunroof, a power liftgate, and the all-important Android Auto smartphone integration (but not yet Apple CarPlay) are included. The SX trim level is so all-in that Kia lists no options except for all-wheel drive. As we said, we’d check that box, but with that option or without, the Sportage SX remains stealthy quick, while also having improved as an everyday crossover.

May 2016
By ALEXANDER STOKLOSA
Photography By MICHAEL SIMARI

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Audi A6 3.0T Quattro 2016

The Audi A6 was facelifted for 2016, but it’s barely any different from the A6 of 2015 and the years prior. That, however, is a very good thing, since we’ve long ranked it at or near the top of its segment. Audi’s mid-sizer started winning comparison tests in 2009. Since then, A6s have been victorious three more times. We’ve been suckers for the cars’ smooth powertrains, responsive handling, intuitive interfaces, comfortable cabins, and smart styling.

Automotive facelifts usually involve head- and taillamp revisions, and the 2016 A6 is no exception. The new headlights, with optional full LEDs, have great-looking jet-age airplane graphics, and the taillights are similarly attractive. These and other tweaks for 2016 help the newest A6 stay fashionably fresh in a highly competitive segment.

Quite Zippy

The A6 also stacks up well from a performance standpoint. The car tested here had the 3.0-liter supercharged V-6—the bestselling powerplant in the lineup and the same engine that has powered all of the aforementioned comparison-test winners. All A6s with the 3.0-liter feature Quattro all-wheel drive and an eight-speed automatic transmission.

The 3.0T has 23 additional horsepower for 2016, and it showed at the test track. We clocked a zero-to-60-mph time of 4.6 seconds, which is a half-second better than the quickest A6 3.0T we’d previously recorded and a full second ahead of the most recent test subject. Similarly, the 2016 model’s quarter-mile result of 13.3 seconds at 105 mph bests all A6s that have gone before. The Mercedes-Benz E400 is at least a few tenths behind on both marks, and the aging BMW 535i is even slower. Quattro helps the A6 match the 60-mph sprint of the hot-rod Cadillac CTS Vsport, but the major horsepower advantage of the Caddy’s twin-turbocharged V-6 means it walks away from the Audi in the quarter-mile.

The 333-hp Audi engine has lots of pull—and not just when the gas pedal is pinned to the floor. Torque, which peaks at 325 lb-ft from 2900 to 5300 rpm, comes “at the twitch of a big toe,” as we noted previously. The ubiquitous ZF eight-speed shifts exactly when it should: quickly when you want it to, imperceptibly in more relaxed circumstances. The gear selector itself has been revised, and it’s more straightforward to operate (its appearance isn’t as high-tech, but we don’t mind).

Look at Me

Speaking of appearances, the simply styled but handsome A6 gets plenty of approving glances in parking lots, although we thought the black grille looked somewhat drab on this uplevel car. The dapper 20-inch “Black Optic” wheels aid the styling cause but, thankfully, don’t seem to compromise ride quality. The A6 nearly has the presence of the larger A8, but it almost feels as small as an A4 when you’re hustling it on a back road. We’d prefer a bit less road noise and body roll, and the steering is a tad slow off-center, but these characteristics are not inappropriate for a car like this, which is more sporting luxury shuttle than sports car.

And few sports cars contain this many creature comforts. The color head-up display is welcome, and adjusting its settings doesn’t require digging into any complicated menus. Adjusting the height of the image is as easy as turning a dedicated knob; push the knob and the image disappears. Operating the familiar MMI infotainment system is nearly as simple. Use the navigation function, and you’ll be treated to a high-resolution Google Maps image not just on the seven-inch main MMI screen but also on the smaller redundant display in the middle of the gauge cluster. Other functions (audio, phone) can be quickly and easily called up on either screen. Climate-controlled seats and lovely ash wood inlays are luxurious touches.

All of this excellence doesn’t come cheap. As tested, our A6 Prestige cost $66,900. Still, that’s a good value for a car with so many luxury features that also drives this well and looks and feels so nice. And that’s why we continue to give the A6 top marks.