Motor News

Honda’s latest 3.5-liter V-6 that powers the new Pilot switches to a dual-overhead-cam design, the first naturally aspirated DOHC V-6 in any Honda or Acura since the first-generation NSX.Bore, stroke, and compression ratio carry over, while peak power is up by 5 hp to 285 hp and torque holds steady at 262 lb-ft.This new V-6 is dramatically cleaner, with some pollutants reduced by 40 to 50 percent, which should keep it compliant until at least 2030.Hiding in the heads of the 2023 Honda Pilot’s new V-6, code name J35Y8, is a dramatic change: an additional camshaft for each bank. Every previous naturally aspirated V-6 from either Honda or Acura except for the first-generation NSX has instead been a single-overhead-cam (SOHC) design. Bore and stroke carry over (and therefore its 3471cc displacement), as do a 60-degree bank angle, and a 11.5:1 compression ratio. But this new engine that powers the Pilot (and almost certainly any future V-6–powered vehicles, such as the Odyssey and Ridgeline) gets the compact DOHC heads from the turbocharged Type S-variants of the Acura TLX and MDX, where the cam bearing caps are incorporated into the valve cover, shrinking the head height by 1.2 inches. Peak power is up by 5 hp to 285 hp at 6100 rpm, while peak torque is identical at 262 pound-feet at 5000 rpm; those peaks occur at slightly higher engine speeds, 100 rpm and 300 rpm, respectively. Hydraulic lifters are also new, which means no more valve-lash adjustments, and depressurizing them keeps the valves closed during three-cylinder mode. The DOHC V-6 continues to use a timing belt, which has the same 100,000-mile replacement interval as the SOHC engine before it. We Drove the New Pilot, and More TrailSports Are ComingEmissions-wise, this latest V-6 jumps to a SULEV30 rating, which amounts to a reduction of 40- to 50-percent in particulate and NOx output. Fuel control is more precise, with direct-injection-system pressure up by 50 percent to 30 MPa (or 4351 psi), along with smaller injector holes and an ability to do up to three squirts per combustion cycle. Another key enabler is using cam phasers to continually adjust both intake and exhaust timing rather than the high-lift and longer-duration intake lobes on the previous V-6. But that means this new engine doesn’t have VTEC, and a smooth and linear pull to redline replaces the manic switchover point that helped give VTEC a cult following. Based on today’s rules, these changes will keep the V-6 compliant until at least 2030. More

The Porsche Vision 357 concept is an homage to the German automaker’s first sports car, the 356, which entered production 75 years ago in 1948.Although it’s based on the new 718 Cayman GT4 RS, the Vision 357 echos the classic 356 proportions and the curvy, sleek bodywork of the original Porsche sports car.The Vision 357 is packed with unique details, from the delicate headlight and taillight designs to the motorsports-inspired front splitter and comedic decals on the windows and side sills.Porsche loves to celebrate an anniversary. Sometimes the homages can feel forced, honoring a vehicle or event that has faded from memory or creating a limited edition as a cash grab for customers who just want an exclusive museum piece. However, the Vision 357 concept, revealed in Berlin at the Volkswagen Group’s “DRIVE” Forum, feels truly special and salutes a worthy forebear, commemorating 75 years since the launch of the first Porsche sports car, the iconic 356.Surprisingly for a concept car released in 2023, the Vision 357 is not electric. Instead, the slinky coupe is based on the bones of the 718 Cayman GT4 RS, including the glorious 4.0-liter flat-six that cranks out 493 horsepower. Porsche envisions the mid-mounted motor in the Vision 357 running on carbon-neutral synthetic fuels—as indicated by the “eFuel” logo on the gas cap—which Porsche has committed to developing in hopes of keeping the internal combustion engines that made the brand famous alive.More Porsche NewsBut the real focus of the Vision 357 is design. Despite sitting on a modern platform, the 357 retains the 356’s proportions, with a narrow cabin, squat stance, and wide rear haunches. The bodywork is ultra-smooth, lacking the hard creases in the metal that were impossible to create when the 356 first arrived in 1948. The door handles are hidden next to the side windows and the headlights and taillights are barely perceptible, represented simply by a series of dots arranged in circles and rectangles, respectively. The brake light is sneakily integrated into the rear grille that runs from the rear glass down to the diffuser, another reference to the 356. PorscheThe Vision 357 also includes nods to Porsche’s motorsport heritage, most noticeably with the “75” racing number adorning the doors and hood. A large front splitter sticks out while the side sills are constructed from natural fiber-reinforced plastic, like on the Mission R concept and Cayman GT4 ePerformance prototype. The concept rides on 20-inch magnesium wheels with carbon-fiber hubcaps that straddle the boundary between the aerodiscs on ’80s race cars and wheels with traditional spokes. PorschePorsche designers certainly had fun penning the Vision 357, as evidenced by the comedic stickers dotting its body. A little cloud emblazoned with the word “Air” sits on the side glass just ahead of the intake, ordering the surrounding atmosphere to naturally feed the engine. A little Tyrannosaurus rex decal on the side sills stems from conversations the designers had while working on the project, joking that because they were creating a gas-powered concept in 2023, that made the vehicle “like a dinosaur.” After the Vision 357’s exhibition in Berlin ends in mid-February, it will appear at events around the world. Hopefully, the timeless design also serves as inspiration for the next-generation electric 718 sports cars due in 2025.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

This rare and pristine 53,000-mile 1992 Volkswagen GTI is a near match for our editor-in-chief’s first car.The last of the second-generation GTI 16Vs, this 2505-pound hatchback is powered by a raucous 134-hp 2.0-liter four.Complete with the factory installed BBS wheels and Recaro seats, this original example is currently being auctioned until Saturday, January 28.It’s said you can’t go back, but then you see your first car being auctioned off on Bring a Trailer and you start to question that adage. Staring down at me on my laptop screen is a box-shaped piece of my past: a 1992 Volkswagen GTI 16V with 52,000 miles. It matches my first car down to the Tornado Red paint—other paint colors included white, black, and Montana Metallic, a teal-like hue. Okay, it’s not exactly like mine. My 1990 model lacked the integrated third brake light and had black trim around the rear window. But mine had the same big-bolstered Recaro seats with electronic height control and two-piece BBS RMII cross-spoke wheels that had the look of the far pricier three-piece BBS RS wheels. The last of the second-generation GTIs, the U.S.-spec models were assembled in VW’s plant in Mexico. Earlier second-gen Golf and GTIs came out of the company’s Westmoreland, Pennsylvania, plant, which shuttered in 1988. Early 16Vs arrived in 1987 and featured a 1.8-liter four with 123 horsepower. In 1990, the engine grew to 1984 cc or 2.0 liters, and horsepower rose to 134, with 133 pound-feet of torque at the ready. VW added the four-headlight grille and big bumpers that helped modernize the car. A very high 10.8:1 compression ratio meant the four thirsted for premium, a recommendation that our sister publication Road & Track missed when it tested one in 1991; C/D never tested one. Running on 87 and with an R&T tester at the wheel, the 2505-pound 16V hit 60 in 8.4 seconds (VW claimed 7.8 seconds).The engine is rough, even by the standards of 30 years ago. Hitting the 5800-rpm power peak sounds abusive, and punching the 6300-rpm redline isn’t much of a celebration either. Shifts are light and positive, and the gearing is short. On the highway, the four settles into a steady 4000-rpm buzz at 80 mph. Easily the best part of the late-GTI 16V is the handling. Ride quality is harsh and the structure is lacking, but lots of information flows up from the 195/50R-15 tires to the four-spoke steering wheel. Originally, the 16V would’ve worn Pirelli P600s; the example being auctioned wears far grippier Michelin Pilot Sport 3 summer tires in the original size. GTI NostalgiaThe cornering attitude is classic GTI as the inside rear wheel lifts off the ground. The three-wheel motion isn’t something you notice from behind the wheel; you simply marvel at the joy of hustling this relatively light machine to its limits.In addition to the Recaro chairs, you also get flares. Front fender flares, the black trim coming off the fenders, are wider to cover the big rubber and 6.5-inch-wide wheels—this was heady stuff for a Golf. Behind those wheels are vented front rotors with solid rotors in back. Anti-lock brakes weren’t on the menu; nor were airbags. No airbags meant federally mandated door-mounted belts with separate lap belt. At least they’re fixed and not motorized. Fortunately, this example doesn’t appear ever to have been in any sort of action that involved an airbag. This GTI is hard to fault and far cleaner than the second GTI 16V I purchased in 2002—I’ve tried to go back before. I sold it a couple of years later when someone left a note on it in the C/D parking lot. Even in the early ’90s, these were rare cars and cost roughly $15,000, or about $33,000 in today’s money. Today, they’re even harder to find as most gave up their lives to hard and fun-filled miles. In a recent column, I wrote about how the spirit and joy of the Toyota GR Corolla reminded me of my first 16V GTI. I believe that this GTI will get up to about $45,000, which is about the price of a nicely equipped GR Corolla. Go back or go forward? I’d say you can’t go wrong with either choice. More

When the electric Ram Revolution concept was revealed, its rearmost jump seats made it a three-row pickup truck. Now, new photos provide a closer look at the Ram 1500 EV’s third-row seating, which may be useful or useless. Based on the images from the concept, the two small seats each feature bottoms that fold out of the rear wall.Anyone who has ever sat on the tiny jump seats in the back of an old extended-cab pickus knows they’re not very comfortable. Then again, neither is riding in the back of a truck bed, which can also be unsafe. Well, jump seats might make a comeback based on what we know about the Ram 1500 Revolution BEV concept that was recently revealed. Thankfully—unlike the ones in Uncle Eddie’s rusted-out Chevy S-10—the electric Ram’s rearmost seats are part of a makeshift third row. Newly released photos also give us our best look at them.From the get-go, Ram acknowledged that the Revolution’s third row consisted of jump seats. However, only now do we get to see what they actually look like. As expected, the images show two small seats that fold out of the back wall. It’s the same wall that doubles as a mid-gate that opens up to create an even larger cargo bed. Obviously, this is part of the reason the rearmost row had to be jump seats.The debate that follows is whether or not the Ram EV’s third-row seats are useful or useless. We get why calling it a three-row pickup truck is a bit misleading, and also why some people will likely scoff at the idea of spending extended time back there. However, we think it’s an innovative idea. As in the past, the jump seats aren’t meant to coddle passengers on road trips and whatnot, but rather to provide extra space for people on short stints. After all, we’d rather safely ride inside the electric Ram than risk bouncing around the box. Extra Ram EV ReadingThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2024 Honda Passport SUV and Ridgeline truck are scheduled to receive a more rugged set of revisions later this year, Honda confirmed in a media briefing. An updated TrailSport trim will headline the facelift, offering a treatment that will likely include all-terrain tires and steel skid plates, helping the Passport and Ridgeline tackle tougher terrain instead of just pretending to.It seems equally likely that the overhauled 3.5-liter V-6, and 10-speed automatic transmission from the new Pilot will be added as well.Pavement-bound SUVs dressed in off-road garb are all the rage these days, with Honda’s previous TrailSport offerings acting as a prime perpetrator. The newest 2023 Pilot TrailSport, though, transcends the off-road-in-name-only fad, and adds more ground clearance, all-terrain tires, skid plates, and suspension revisions. For the 2024 model year, both the Passport SUV and the Ridgeline truck are scheduled to receive a similarly rugged set of revisions, Honda confirmed in a media briefing. More Trail Blazing HondasHowever, those holding out hope for a hybrid powertrain will be disappointed, as Honda confirmed that neither the Passport nor the Ridgeline will add a gas-electric option for 2024. This solidifies our suspicion that both will receive the updated powertrain from the Pilot. The new 3.5-liter V-6 in that car improves the fuel-delivery system, internals and packaging, ups the horsepower from 280 to 285, and pairs with a new 10-speed automatic transmission instead of the old nine-speed. We haven’t had the chance to put the new powertrain through our usual testing regimen yet, but it doesn’t feel discernibly quicker from our initial drives.Michael Simari|Car and DriverOff-roading is not a foreign concept for the Ridgeline pickup. In fact, Honda has been supporting a desert-racing Ridgeline pickup dating back to 2015. Adding some off-roading chops to the consumer version is a welcome thought, even if the naysayers will complain that most TrailSports will never venture beyond the trailhead. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Honda has announced that it will launch a hybrid version of the Civic compact car for the 2024 model year.The company says the Civic hybrid will be offered in both sedan and hatchback body styles and will be powered by a version of the powertrain in the larger Accord hybrid.Hybrid models will not replace the gasoline ones currently offered but will be sold alongside them when it hits the market in 2024.The next step in Honda’s plan to hybridize its lineup will come in the form of the 2024 Civic Hybrid, which will be offered both as a sedan and a hatchback. The company’s electrification plans include shifting to an entirely electric lineup by 2040, but increasing its hybrid offerings in the meantime is meant to bridge that gap.We reported last April that Honda had launched a hybrid version of the Civic hatchback in Europe, and speculated that the car would also come stateside to fill the gap left by the discontinued Insight sedan. We’re not sure yet exactly how Honda will adjust the European car’s powertrain, which consists of a 2.0-liter inline-four and two electric motors that combine for 181 horsepower, for the U.S. market. But we can only hope that its output comes closer to the 204 horsepower offered by the closely related hybrid setup in the 2023 Accord hybrid.HondaWhile consumer interest has moved from cars to light trucks and SUVs, Honda still sees sedans and hatchbacks as important parts of its business. “The market has shifted away from passenger cars, but cars still matter to Honda, said Mamadou Diallo, vice president of automobile sales for American Honda. “The cars bring in younger, more multicultural buyers to the brand.”Our Latest Honda TakesThe introduction of a hybrid powertrain to the Civic lineup is part of Honda’s plan to keep those younger buyers coming. Honda plans to open the order books for its all-electric Prologue SUV this year as well, which will be its first step toward the broader electrification of is lineup within the coming years.We expect to find out more about the Civic hybrid closer to the car’s on-sale date, which should be in early 2024. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2024 BMW M3 CS debuts as an even more hardcore version of the track-focused M3 Competition.The M3 CS’s twin-turbo 3.0-liter straight-six is boosted from the Competition’s 503 horses to 543, matching the 2023 M4 CSL. The new M3 CS will start at $119,695 when its limited-production run begins this March.For generation after generation, the smooth blend of thrilling performance and comfortable appointments has made the BMW M3 a household name. However, with the debut of the 2024 M3 CS, BMW ditches the regular sedan’s livable demeanor for significant on-track gains, as it’s even more hardcore than the track-focused M3 Competition. Utilizing Maximum BoostThe chief change separating the limited-edition M3 CS from the rest of the lineup is higher power output. BMW retuned the CS’s twin-turbo 3.0-liter straight-six to produce 40 horsepower more than the 503-hp Competition (and 70 more than the standard 473-hp M3) for a total of 543 hp. Most of the extra power results from raising the engine’s boost pressure from 24.7 psi in the Comp to 30.5 psi in the CS. Torque remains the same in both versions at 479 pound-feet.With technology derived from the M4 GT3 race car, the CS’s cooling system is not only designed to handle the added power, but also the hardships of track use. The engine mounts are significantly stiffer to create a more rigid connection between the engine and the car’s structure, just like in the M4 CSL. With that said, expect noise, vibration, and harshness to be more pronounced.Every M3 CS features an eight-speed automatic transmission with a rear-biased all-wheel-drive system. The M Setup menu lets drivers jump from the xDrive “4WD” settings to “4WD Sport” which directs even more of the engine’s torque to the rear wheels. Or, just like in the all-wheel-drive Competition, drivers in search of sideways shenanigans can switch off stability control and activate “2WD,” which sends power directly to the rear wheels. BMW claims the new M3 CS rockets from zero to 60 mph in 3.2 seconds. Its top speed is said to be electronically limited to 188 mph (when equipped with the M Driver’s package). Generous Serving of Carbon Fiber To shave as many pounds off the Competition as possible, BMW uses generous amounts of carbon-fiber-reinforced plastic on the M3 CS. The roof, hood, front splitter, front air intakes, exterior mirror caps, rear diffuser, rear spoiler, center console, shift paddles, and interior trim strips are all made from the lightweight material. Even the titanium rear silencer fitted to the CS’s exhaust is said to save more than eight pounds versus the standard system. In Bimmer speak, CS stands for Competition Sport, which in the case of the 2024 M3 CS means shedding roughly 75 pounds compared to the M3 Competition with standard M Sport seats. While that’s not as impressive as the M4 CSL’s 240-pound weight loss, it’s still roughly one fourth-grader lighter than the M3 Comp. More BMW CSA set of 275/35ZR-19 front and 285/30ZR-20 rear Michelin Pilot Sport Cup 2 high-performance tires are a no-cost option on the M3 CS (a stand-alone set currently costs $1874 on Tire Rack). If the Cup 2s aren’t optioned, the CS comes standard with more conventional summer tires in identical sizes. Regardless of the rubber, CS models roll on special gold bronze or matte-black M-specific wheels with an exclusive V-spoke design. Power-adjustable heated seats are optional in the M4 CSL but standard on the M3 CS. The seats are upholstered in Merino leather and feature a unique look that combines black with Mugello red accents and distinctive contrast stitching. Plus, unlike with the CSL, friends or family can ride along, because the CS actually has rear seats. BMW says the 2024 M3 CS will be a limited-production model, but the company hasn’t yet said how many it’ll make in total. For comparison, the 2023 M4 CSL is limited to 1000 units worldwide. So, we expect the M3 CS will be produced in similar numbers. Either way, fans of the M3 who feel the Competition doesn’t provide enough track-day theatrics will surely be more entertained by the CS version. The 2024 BMW M3 CS starts at $119,695 and is slated to begin production in March of this year.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2017–2023 model Chrysler Pacifica Hybrid minivan has a potential issue with a transmission wiring connector that has led to a recall of 76,000 of the vehicles worldwide, 67,000 of which are in the U.S., Reuters reported today.The problem could cause unexpected engine shutdown, Stellantis said.The recall will include an update to the power inverter software and a potential instrument panel software update as well.The Reuters news service is reporting today, citing Chrysler parent company Stellantis, that about 67,000 2017–2023 models of the Chrysler Pacifica Hybrid will be recalled in the U.S. The recall will be to fix an issue that could lead to an unexpected shutdown of the minivan’s engine. The automaker said the problem has been reported in about 0.2 percent of Pacifica Hybrid minivans, and no accidents or injuries have been reported as a result of this issue. No date has been given yet for the recall, which will include a power inverter software update and a potential update to the instrument panel cluster’s software. We have reached out to Stellantis for more information and will update this story as it becomes available. In the meantime, Pacifica Hybrid owners can check the NHTSA recalls website, where recall information should be posted soon.Other Recent Recalls More