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Honda announced plans to sell a new EV model in North America starting in 2025.Unlike the 2024 Prologue, which uses GM’s EV platform, this car will use Honda’s own EV architecture.It’s described as a “mid- to large-size” vehicle, but we don’t have any details on its name or specs.Honda is currently relying on General Motors to get its new electric SUV to market, but the Japanese automaker is working on its own EV platforms as well. While the 2024 Prologue uses GM’s Ultium battery platform, Honda has just announced that a second electric model using Honda’s proprietary platform will follow in 2025 for North America. It’s described as a “mid-to large-size” EV and will use Honda’s new electric platform, called e:Architecture.We strongly suspect that this EV will be some sort of SUV, possibly even a three-row crossover to slot in above the two-row, five-seat Prologue. While Honda hasn’t released any images or illustrations indicating this model’s styling, pictured at top is one of the company’s Chinese EV concepts that’s part of Honda’s e:N lineup specific to that market. Although Honda’s China-market EVs, including this e:N SUV concept, use a separate platform called e:N Architecture W, there may be some shared components. Honda could also decide to share this EV design language globally, even if the new e:Architecture-based model will be for the North American market.More on Honda EVsWe think it’s likely that the Prologue, plus its Acura sibling the ZDX, will be sold alongside this new Honda-developed model for some time. Honda and GM’s partnership won’t simply be a temporary stop-gap measure, because the two automakers have already announced further collaboration for a “new series” of electric compact SUVs that will be sold in the U.S. starting in 2027. Honda has also promised two electric sports cars but didn’t provide a timeline for their arrival.Either way, it’s clear that Honda’s EV plans are ramping up as the company embarks on its quest to sell only electric and fuel-cell vehicles by 2040. The company’s interim goals for North America are for electric models to make up 40 percent of Honda’s sales by 2030, 80 percent by 2035, and 100 percent by 2040.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

The 2024 McLaren 750S debuts as a lighter, more powerful, and subtly restyled version of the outgoing 720S.McLaren says about 30 percent of the 750S’s parts are new or updated, with the 740-hp twin-turbo V-8 adding 30 horsepower.The 750S coupe is said to weigh up to 66 pounds less than its 720S predecessor, and the 750S Spider is only 108 pounds heavier than the new coupe. The 2024 McLaren 750S isn’t dramatically different from the 720S model it’s replacing. Some might see the new nameplate’s subtle exterior alterations and jump to conclusions, like accusing McLaren of giving its series-production supercar a basic facelift. Others will correctly predict there’s a lot more going on underneath the 750S’s similar-looking skin.Lighter and MightierCompared with the outgoing 720S, the changes to its successor are evolutionary rather than revolutionary. McLaren says around 30 percent of the 750S’s parts are new or updated. A twin-turbocharged 4.0-liter V-8 is still mounted in the middle of the car’s carbon-fiber structure, but higher boost pressure means the engine now makes an extra 30 horsepower and 22 pound-feet of torque, raising peak output to 740 horses and 590 pound-feet. The flat-plane-crank V-8 also shares lightweight pistons with the track-focused 765LT. The previously separate exhaust pipes now converge in a center-exit setup like on the McLaren P1. We’re told this makes the 750S sound even more ferocious, especially at stratospheric revs. Larger air intakes ahead of the rear wheels are said to improve engine cooling, and the redesigned rear bumper sits below a new mesh grille.Power still routes to the rear wheels through a seven-speed dual-clutch automatic transmission, but McLaren says the 750S’s gearbox has a shorter final-drive ratio. A feature that limits downshifts that would otherwise over-rev the engine is also new, and it ensures gearchanges only occur at the optimal time. These mechanical upgrades are further optimized by meticulous weight-saving measures. The 750S coupe is claimed to weigh up to 66 pounds less than its 720S predecessor (a 2018 example registered 3161 pounds on our scales). One source of the 750S’s weight reduction is the new standard carbon-fiber racing seats, which are said to save a combined 38.6 pounds versus the regular seats in the 720S. An even lighter set of carbon buckets are also optional. Other areas where McLaren did its best Atkins diet imitation include the new standard forged wheels that are claimed to be the lightest ever worn by a series-production model. These rollers allegedly save 30.4 pounds. Subtract another 4 pounds thanks to the new column-mounted digital gauge cluster, another 3.5 pounds for the lighter windshield, and another 4.4 pounds due to some revised suspension components and it’s clear that McLaren was committed to improving the car’s power-to-weight ratio.With the 750S becoming lighter and mightier, the coupe and Spider (read: convertible) are both claimed to hit 60 mph in 2.7 seconds. The Spider, with its retractable hardtop, is said to weigh 108 pounds more than the coupe and reach 124 mph in 7.3 seconds—one-tenth behind the coupe. Top speed for both body styles is a claimed 206 mph.Helping haul these exotic beasts to a stop is a newly available brake package designed for the racetrack. With bits inherited from the McLaren Senna, the kit includes 15.4-inch carbon-ceramic rotors with monobloc (a.k.a. one-piece) front calipers intended to significantly resist fade and wear. Even without the upgrade, a new brake booster and vacuum pump are said to provide more consistent braking feel.An active rear wing with a larger surface area, albeit 3.5 pounds lighter than the old one, delivers more downforce and also assists with braking duties at high speeds. Outside of the standard Pirelli P Zero tires, customers can upgrade to stickier P Zero Corsa or ultra-sticky Trofeo R rubber.From 720S to 750SCustomers won’t have to pay extra for the 750S’s enhanced suspension, which features the third generation of McLaren’s Proactive Chassis Control. As with the PCC II system on the 720S, it uses a network of hydraulic hoses and accumulators designed to mitigate body roll without diminishing ride quality. However, PCC III brings retuned accumulators, revised geometry, and lighter dampers and springs. The spring rates are also said to be slightly softer in the front and slightly stiffer in the rear. Compared with its predecessor, the 750S features a front track that’s 6mm wider. The new car still uses a hydraulic steering system, but it now has a quicker ratio. When asked why the company hasn’t switched to an electrically assisted setup, a McLaren representative said it’s because steering feel and authentic feedback are what defines the brand, and currently a hydraulic system is the only way to maintain that.Inside, the 750S doesn’t look too different from the 720S. However, there’s a new 8.0-inch touchscreen infotainment system that now features Apple CarPlay (Android Auto users are out of luck). The cabin also has customizable ambient lighting, and a Bower & Wilkins sound system is still available for rich folks who like to rock out. The steering column adds power adjustments, and individual drive modes can now be accessed without the driver having to take their hands off the wheel. The debut of the McLaren Control Launcher also means driver’s can configure their favorite drive-mode settings and activate or deactivate them on the fly.McLarenFor coupe owners who like to be reminded of the ballistic V-8 located behind them, McLaren offers a clear panel through which the engine can be seen. Other desirable features include a front-axle-lift system, which now raises the car’s nose in 4 seconds instead of 10. The car’s nose also has an extended front splitter that protrudes from the new lower front fascia, which hardly stands like the smaller spacing between the signature “eye sockets.” One cool new detail is the ability to have the area around the headlights painted to match the body color or trimmed with carbon fiber.The 2024 McLaren 750S coupe starts at $331,740, and the Spider version starts at $352,740. With U.S. dealers currently accepting orders, the first examples are expected to hit the streets starting sometime in the third quarter of this year. Driving the McLaren 720SThis 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.Senior EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Car and DriverEnjoy pouring over photos of this 1994 Mazda RX-7 Touring finished in spectacular Montego Blue paint. The passenger door has a dent, and the paint is far from pristine, but the car has only amassed 34,000 miles in its lifetime. It’s currently up for auction on Bring a Trailer, with bidding open through April 30.Grab your reading glasses and pull up a chair, it’s time to look through some pictures of this 1994 Mazda RX-7 and reminisce about JDM styling from the ’90s. Sure, there’s a dent on the passenger door. And, yes, the paint looks like it just lost a scrum with a sandblaster. On the bright side, the paint still clinging to the bodywork is finished in Mazda’s sought after Montego Blue—and it looks incredible. Bring a TrailerThe 1.3-liter Wankel rotary engine has only amassed 34,000 miles during its 29 years of life. Kept stock, it would have sent a respectable 255 horsepower to the rear wheels through a five-speed manual transmission. However, a previous owner is said to have modified the RX-7 with a Borla cat-back exhaust and a Pettit Racing intercooler as well as added an aftermarket air intake and exhaust downpipe. Along with adding a few ponies to the spunky rotary, these extras likely brought some higher decibels to the engine’s howl. Bring a TrailerA set of 17-inch Enkei RS-Evolution multi-piece wheels are finished in silver and mounted with Falken FK452 tires that measure 235/40 up front and 265/40 in the rear. The car reportedly spent a lot of its life in warm climates, before being relocated to Pennsylvania by the current owner in 2009. Inside, the tan leather seats and matching RX-7—branded floor mats pair well with the blue exterior, and look to be in much better shape. Aftermarket parts like an Alpine stereo linked with amplifiers and a subwoofer live in the trunk, and a Viper radar detector has been added to ward off any unwanted attention. Bring a TrailerBring a TrailerThe leather-wrapped steering wheel frames the 180-mph speedometer and, more importantly, the 8000-rpm tachometer. A previous owner added an aftermarket boost gauge to the A-pillar.According to the seller, the clutch throw-out bearing may need replacing in the near future. A September 1996 entry shows a manufacturer safety recall associated with the brake vacuum hose, but the rest of the Carfax reportedly shows no accidents or other damage and lists history in Florida, Texas, and Pennsylvania through the most recent entry in August 2017.I’ve been pining after an FD RX-7 since before I learned how to drive, but for now lusting after these photos will have to do. With a current bid of $10,750 as of this writing, the auction on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos—is set to end on Sunday, April 30.Associate News EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Lucid Motors has begun testing its upcoming Gravity SUV on public roads in the United States. Lucid claims the Gravity will offer sports car driving dynamics and better electric range than EV SUV’s currently on the market. A configurator and order books are supposed to open this year, with production beginning in 2024.Lucid Motors has kept pretty quiet about the upcoming Gravity SUV since teasing it last November. Now the Gravity is making strides towards production and has just begun testing on public roads in the United States. Despite Lucid showing the car uncovered near the end of last year, the newest photos of the Gravity testing show it all wrapped up in space-themed camouflage. Still, details on the startup company’s upcoming SUV remain pretty scarce.Lucid MotorsWe know the Gravity will offer seating for up to seven and will feature a newer version of the Glass Cockpit, which will bring an updated generation of the Lucid UX operating system. The company promises the luxury SUV will provide driving dynamics on par with sports cars and better electric driving range than any EV SUV currently sold.Unfortunately, Lucid’s word is all we have to go on at the moment, as we don’t have any real performance figures to go off of. We expect the Gravity to offer the same power options as the Air, which can be had in three levels ranging from 480 horsepower all the way up to 1050 horses on the Grand Touring Performance. In fact, we think the Gravity will share a lot of its specs with the Air sedan when it reaches production. As things stand now, the Air has the longest range of any electric vehicle currently on the market, according to EPA estimates. The Air Grand Touring has the best range of any EV we’ve put through our 75-mph fuel-economy test. It is also capable of adding up to 300 miles of range in just over 20 minutes when plugged into a fast-charger. The added size and weight that come with an SUV will surely be a hindrance on the Air’s range figures, but if Lucid’s first attempt is anything to go by, the Gravity will surely offer plenty to like. According to a timeframe given by Lucid last November, the configurator and ordering books for the Gravity should be opening sometime in 2023, with production set to begin in 2024. We reached out to Lucid for confirmation on that timeline and will update this story if we hear back. More LucidThis 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.Associate News EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More