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A Sport Sedan in SUV Disguise

When Infiniti came out with its groundbreaking FX45 back in 2003, soon followed by the Porsche Cayenne, high-perfomance SUVs seemed like a lark. Nowadays, though, these models are as earthbound and familiar as any family sedan, at least for people who can afford them. And yet, Alfa Romeo has some work to do to get customers into the Stelvio—indeed, the carmaker has to climb as steep a path as the Alpine Italian pass for which it’s named. That’s especially true for the Stelvio Quadrifoglio, the barnstorming version with a twin-turbo V6. The uphill climb begins with a Porsche-like price and lingering worries over Alfa Romeo’s reliability. Even to people well-versed with the Italian carmaker’s name—hell, especially to people versed in the name—the brand can seem foreign, unknowable, and unproven. The Stelvio has already suffered four recalls in as many months; those include two for water leaks that can cause corrosion and associated glitches with the turn signals, windshield wipers, tailgate and other electricals. Sure, plenty of all-new vehicles have teething problems and undergo recalls, but considering its notoriety for shaky reliability, Alfa Romeo has less room for error than, say, Lexus. Stelvio QV spanks 0-60 mph run in 3.6 seconds, peaks at 176 mph, Alfa Romeo Fortunately, the Stelvio Quadrifoglio makes a bold impression, like an Italian gigolo who woos the ladies while bowling bocce like an expert and winning a gelato-eating contest. This compact SUV may not do it all; I wouldn’t be caught dead in the backcountry trying to four-wheel this thing. But this Quadrifoglio drives like a—um, what’s that Italian word for someone who’s too close to his mother? If insane speed, steering, and style (in that order) are your top SUV priorities, you may find yourself leering at a Stelvio Quadrifoglio. But if your order goes steering, style, then speed, please shift your gaze to a standard Stelvio—whose turbocharged four brings a healthy 280 horsepower and 306 pound-feet of torque— starting from a far-more-reasonable $42,990, versus $81,390 for the Quad. The Quadrifoglio version cranks that up to 505 horses and 443 pound-feet, via the 2.9-liter, twin-turbocharged V6 from the Giulia Quadrifoglio sedan. But while the Stelvio weighs an Alfa-claimed 4,360 pounds—about 550 more than the Quad sedan—it’s actually faster from 0-60 mph and through a quarter-mile, because it’s sending power to all four wheels. Alfa has lowered its 0-60 mile-per-hour estimate to 3.6 seconds (down from the original 3.9); that said Motor Trend reports the Stelvio actually flambéed the 0-60 run in 3.3 seconds, and did the quarter-mile in 11.8 seconds. And the Stelvio’s target audience is doubtless aware of its record-setting Nurburgring time for SUVs, a lap time that topped supercars such as the Ferrari F430 and Lamborghini Gallardo. That record shouldn’t stand for long, thanks to the Lamborghini Urus. But that 650-horsepower Lambo also starts from $200,000, or 2.5 times the Alfa’s price. The Lambo also takes the SUV top-speed title at 189 mph, but owners won’t quibble with the Alfa’s 176-mph peak. Alfa is undeniably handsome. But does it really break new styling ground? Um, no. , Alfa Romeo But set aside those ‘Ring numbers, however boast-worthy: What’s special about the Stelvio is that you actually feel all that speed, every granular nugget and nuance of handling, instead of being swaddled in the luxurious isolation common to most performance SUVs. The Stelvio just feels angry and alive, bursting with Italian brio that separates it from any direct rival, including the silkier Porsche Macan Turbo or larger BMW X6 M. On twisty roads near New York’s Harriman State Park, the Alfa’s attack mode recalled top sport sedans like a BMW M5 or Mercedes-AMG E63, not an SUV at all. The 12.0:1 steering ratio, faster than a Porsche 911’s, might seem too fast, but it’s not; the Alfa dives into corners then blasts back out, its torque-vectoring rear axle helping to quell AWD understeer (though it’s still there) and even allowing power oversteer. That latter bit is best attempted with the rotary “DNA” switch in its Race setting, which stiffens the three-stage adaptive dampers and dials back stability and traction control. Alfa claims a 50/50 weight distribution, aided by a stiff carbon-fiber driveshaft. AWD lets the Alfa play in all kinds of weather, Alfa Romeo My Stelvio was girded with $8,000 worth of Brembo carbon-ceramic brakes, including six-piston calipers up front and four-piston ones in the rear; 15.4-inch front rotors compare with 14.2 inchers on the standard drilled-steel brakes. As on the Stelvio sedan, Alfa’s brake-by-wire system is less impressive in around-town driving. These are some of the grabbiest, hard-to-modulate brakes around, with almost zero pedal travel between “no braking” and “all the braking.” And until they warm up, the Alfa’s carbon-ceramic stoppers groan and squeak like I do when I fold my creaky self out of bed in the morning. (One other issue: The brakes on my test car revealed a concerning pulse under hard braking that didn’t feel like typical ABS feedback. This particular Stelvio had nearly 5,000 miles on the odometer. Sure enough, Alfa tells me this press car picked up a slight pulse before coming to New York, after a few track events where some journalists tend to abuse brakes, including by skipping critical cool-down laps. Alfa changed out the brake pads, but deemed the pulse as “nearly undetectable,” and something that could wait until it obtained new brake rotors. The Alfa’s only other performance bummer is a too-early redline of barely 6,600 rpm. In this fast-revving beast, I kept bumping into the fuel cutoff when I was trying to focus on fast-approaching curves. Oddly, Alfa cites 7,400 rpm as the engine’s maximum speed; even if durability is a concern, it would seem fairly simple to recalibrate the engine and transmission to allow a higher shift point. As for the Alfa’s supposedly brilliant styling, can we all just take a breath? Yes, it’s a handsome little crossover thingy, but so is a Mazda CX-5, and aside from the Alfa’s triangular grille, the shape isn’t all that different.To my eyes, a Jaguar F-Pace is still prettier, a Range Rover Velar more high-design-dramatic. To hear some hyperbolic reviewers tell it, the Stelvio is a Ferrari in platform boots, but I’m not seeing it. Apparently, neither were citizens in New York and its environs, who barely took a second glance. But 20-inch, blacked-out alloy wheels do bring the visual drama, including a remarkably naked view of my tester’s yellow brake calipers. Alloy wheels look amazing, in a kind of five-leaf-clover look, rather than Alfa’s lucky, four-leaf “Quadrifoglio” badge, Alfa Romeo But that steering wheel? Now you’re talking. Its red engine-start button, optional carbon-fiber rim, and TV-antennae-sized aluminum shift paddles tell you this Stelvio means business. Those enormous paddles direct the eight-speed ZF transmission with aplomb; full-throttle upshifts are accompanied by loud, satisfying belches from the exhaust system, as though the Stelvio was burping up the carbonara it had for lunch. This V6, a cousin to the Ferrari V8 that powers the 488 GTB and Portofino convertible, sounds kickass. If the interior’s not racy enough, go for Sparco carbon-fiber bucket seats , Alfa Romeo That Stelvio interior looks quite alluring, even semi-exotic, when you’re talking the modestly priced four-cylinder version. But as with the Giulia Quadrifoglio sedan, the Stelvio Quadrifoglio’s price—which reached $92,290 with options—makes one less forgiving of the downmarket interior bits. The electronic shifter, one of any car’s key touch points, is a Toys-R-Us take on BMW’s wand-shaped shifter. How any Italian designer or executive let this Chinatown-knockoff shifter get into production is beyond me. Throw in a weak audio system that sounds like it’s playing through a sleeping bag, an awkward infotainment system with a postcard-sized screen, and an obtrusively loud climate-control fan, and you may ask where your $90,000 was spent. On the plus side, the leather-topped dash, paired with optional green stitching on my tester, makes for a racy pairing with carbon-fiber trim. Rear quarters are eminently comfortable for two adults, and there’s surprisingly generous cargo space with the bench folded flat, in an SUV that’s a touch longer than an Audi Q5 or BMW X3. Handsome seats are more toned-and-sculpted than in many performance SUVs. And unlike the Italian-tailored shirts I mistakenly try on at times, these slim seats actually fit, with pneumatic bolsters for those times when you’d prefer more squeeze. (For an even tighter performance fit, buyers can choose Sparco buckets up front, with carbon-fiber shells.) Stelvio QV starts at $81,390, easily tops 90 grand with options, Alfa Romeo Ultimately, there’s no high-performance challenge that the Stelvio won’t tackle. But again, this SUV faces a tougher challenge: Testing the theory that there’s an unlimited American appetite for high-end SUVs, and that there can be no sales losers in this segment. In disquieting early returns, the Stelvio is being consistently outsold by the Alfa Giulia sedan, with the Alfa SUV averaging about 750 U.S. sales per month. These days, when any sedan is less popular than an SUV, that suggests a problem. This is only a hunch, but one problem may be that people who really want an Alfa Romeo are people who really do want a more-traditional sedan or sports car. Count me in that group: The Stelvio is a nuclear blast of fun—for an SUV. But for all its power and pace, it’s nowhere near as fun as the Giulia Quadrifoglio, a BMW M3, a Mustang GT, or even a Mazda Miata. There’s just no getting around all that size, height, and mass. If I’m saying my prayers and leasing (not buying) a new Alfa Romeo, I’m stacking my money on the altar of pure driving fun—meaning I want something smaller and sexier. And if I’m looking for a sporty SUV that I can also count on to perform everyday family chores? In that case, an Alfa Romeo isn’t my first choice, or even my third. Lawrence Ulrich, The Drive’s chief auto critic, is an award-winning auto journalist and former chief auto critic for The New York Times and Detroit Free Press. The Detroit native and Brooklyn gentrifier owns a troubled ’93 Mazda RX-7 R1, but may want to give it a good home. Email him at [email protected]. Read More 4 Cheaper But Smaller Alternatives To The Cadillac Escalade Why one of ASBK's most high profile teams isn't racing in 2025 The Universe Has an Edge: Is There a Wall Beyond? Read the full article

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A Grand Tourer with No Wrong Place to Sit

Los Angeles International Airport to London-Heathrow takes 14 hours and 51 minutes, where the layover steals two hours and five minutes more. London-Heathrow to Nice Côte d’Azur necessitates another two hours and 55 minutes. Passport control in Nice takes an hour and 32 minutes. So, that’s 19 hours and 18 minutes spent breathing recycled air among the malignant masses.   Facing another 45-minute car ride at the end of all that would be enough to put anyone in a state of utter exhaustion, but through the airport’s exit sits the 2020 Bentley Flying Spur, silently idling. Slump into the calfskin rear seats with intent, massage function at full shiatsu, and you can’t help but melt into the porcelain-smooth hide. Gliding away from a stop, the fatigue lifts like the morning fog, and it’s crystal clear that Bentley’s finally made the Flying Spur worthy of the “Flying B.”

The 2020 Bentley Flying Spur, By the Numbers

- Base Price (As Tested): $214,600 ($261,340) - Powertrain: Twin-turbocharged 6.0-liter W-12 | 8-speed dual-clutch automatic | all-wheel drive - Horsepower: 626 horsepower @ 6,000 rpm - Torque: 664 pound-feet of torque @ 1,350-4,500 rpm - 0-60 MPH: 3.7-seconds  - Top Speed: 207 mph - Curb Weight: 5,373 pounds - Quick Take: Whereas the last-generation Flying Spur lacked the opulence to take on Rolls-Royce, Bentley’s new grand tourer is a depleted uranium round aimed at Goodwood. Richard Pardon

Accouterments Fit for the Prince of Monaco

While prior Flying Spur generations felt rich enough, subtle reminders of the car’s provenance in the Volkswagen empire seeped through the quilted leather, brushed aluminum, and warm-toned wood. You’d find an indicator stalk from a Golf, an out-of-date infotainment system, some dreadfully common plastics, and a number of other shined-up pieces from the VW parts bin. And you just knew Bentley could rival Rolls-Royce in exclusivity if given the funds. The funds have finally been delivered. Speaking to The Drive, Bentley’s Head of Interior Design Darren Day said the design brief for the Flying Spur was “Future Luxury,” meant to maintain its lavishness for decades beyond a modern car’s traditional lifecycle. Anchoring that ambition, and in a callback to historics like the original 1952 Flying Spur, wood and metal are the main ingredients in the 2020 model. Employed throughout, the materials come through in knurled aluminum bezels; weighted, hand-carved wooden buttons; and the brightwork around the analog dashboard clock. There’s forceful resistance behind each knob, dial, and switch, so much so that you half-expect to hear a camera’s shutter with every push. Other touchpoints in the 2020 Flying Spur feel truly worthy of the Bentley marque, padded and polished six ways from Sunday. Bentley Bentley Bentley Bentley Bentley’s Rotating Display, seen in the new Continentals, furthers the timeless goal by literally flipping the center of the dashboard between a 12.3-inch HD display, a trio of analog dials (time, outside temperature, and compass), or a full-length, blank wood veneer panel that’s sure to satisfy your inner minimalist. And like a teaspoon twirling around a teacup’s enamel rim, the Flying Spur’s seats pull you into the Sunken Place—but you know, less maliciously. Up front, multi-way adjustability allows for Saville Row fitment for either driver or passenger. Heated, cooled, and adaptive bolsters keep each person stable and at the perfect temperature. Multi-function massage programs come standard and will leave you tempted to drop a $30 tip in the cupholder. Fittingly, things are even better in the back. If they’re not blissed out in those opulent recliners, rear passengers have access to the Flying Spur’s systems via a seat-mounted screen or a removable remote control integrated into the rear-seat center console. Popped out, you can close the rear blinds, sun-roof, and change the HVAC system. You can also input destinations and adjust the car’s media.  A champagne fridge is still available. Praise be. Bentley

Classic Looks, New Hotness Firepower

Yachts, Rolexes, Michaelangelo’s David, gold bullion; there’s a luxury to heft. Bentley calls the Flying Spur’s tonnage “Prestige Mass,” which is a nicer way to announce the Flying Spur tips the scales at 5,373-pounds—and that’s with an all-new aluminum chassis and aluminum body. Weight aside, there’s no mistaking the 2020 car as anything but a true full-size luxury automobile. The wide aluminum grille, redesigned “Flying B” emblem, limo-like 125.75-inch wheelbase, and planted stance deliver equal parts power, presence, and the exclusive feel Bentley customers demand. But by far the most noticeable design improvement has to be the 2020 Bentley Flying Spur’s obsidian-sharp crease lines along the body. Bentley credits these expensive-looking ridges to its new “Superforming” aluminum shaping process, which heats the metal to over 500℃ and then presses it into a mold. Panels are then laser-cut to shape and affixed to the extruded aluminum chassis. Once the car comes together, customers can choose from 17 standard Bentley colors. One-off hues can be ordered through Bentley’s Mulliner division—along with different styles of brightwork, trim, and personalization options to deliver a truly one-of-one creation.  Bentley Bentley Bentley Bentley Bentley But ask any would-be mafia boss: Presence only gets you so far. In the end, you need the knuckledusters to back up the flex. Powered by a 6.0-liter twin-turbocharged W-12 engine, the Flying Spur warps the world outside its isolated interior with 626 horsepower and 664 pound-feet of torque. While the last car used a fixed Haldex-style all-wheel drive system with a specific torque split, the new Flying Spur is capable of divvying it up on demand, running primarily in rear-wheel mode and sending various amounts of power to the front depending on circumstances and the selected drive mode. Zero to 60 mph happens in just 3.7 seconds, 100 mph in 8.2, and the Flying Spur will soar all the way up to a top speed of 207 mph—unquestionable supercar territory. Bentley’s ZF-sourced 8-speed dual-clutch transmission, all-wheel steering, torque-vectoring, and adaptive suspension all blur the line between sports car and grand tourer. So has Bentley produced a brogue shoe with Air Jordan moves? As proven on a test route including part of the famed Monte Carlo Rally course, the answer is yes. Bentley

The Aristocracy Attacks

Imagine forcing a Corgi through a Pringle’s can, but if the Corgi touches the can’s walls, it dies. Initially, that’s the impossible care with which you’ll approach the task of driving the massive 2020 Flying Spur on European B-roads, let along the Monte Carlo course. These capillaries are built for cars magnitudes smaller, not a rolling panic room that’s 209 inches long and over seven feet wide (including the mirrors). But the big Bentley has two key size-defying tricks that make it far more adept at devouring twisted tarmac than you’d initially expect. One is the adaptive suspension with three-chamber airbags that tighten up nicely on command; that system is augmented by the 48-volt adaptive anti-roll bars that further flatten the body through curves. The other is a new all-wheel steering setup, mechanically reducing the wheelbase by turning the rear wheels in the opposite direction during lower-speed maneuvering and in parallel on the highway. Combined, these advancements trick the Bentley Flying Spur into acting like an Australian V8 Supercar with seamless ease.  Put it Sport Mode on a road like the Monte Carlo course—a precariously narrow thing carved into the mountains of the Parc Naturel Régional des Préalpes d’Azur and lined with unforgiving stone—and it’ll outperform sports cars half its size. Some care must be taken when you don’t own the quarter-million-dollar vehicle at hand, of course, but its sheer competence and balance makes it impossible to resist apex hunting. Throw an uptempo track on that 19-speaker Naim sound system and you’ll feel a magnetic pull between the throttle and the lambswool carpet. Go ahead, the Flying Spur can take it. The boosted 6.0-liter W-12 and 8-speed dual-clutch don’t fire with the railgun intensity of a twin-turbo AMG V8; instead, it works with unflinching intention and force. Bentley When not reenacting the Italian Job, this leather-lined cruise missile comes off Defcon 1 to offer traditional Bentley decorum. Comfort Mode slackens the steering bite while the adaptive suspension maps the road ahead to pre-cancel any imperfection. The ride is sublime, though the Flying Spur’s heft returns as it sways to and fro like a yacht in Monaco’s harbor. Still, the world slows and you’re free to enjoy the pristine countryside, your company (or solitude), or some light classical music through the Naim stereo. Hours can tick by like seconds. Though chasing superminis across France is good fun, this is where driver, passenger, and car are happiest. It’s worth noting that the Flying Spur doesn’t have a wrong place to sit; great as it is to drive, its rear seats still beckon. Newly opulent in a way the previous generation just couldn’t muster, they’re massaged, heated thrones that you can tilt to what seems like impossible angles given the exterior dimensions. It’s not quite a Business Class lay-flat seat, but it’s getting close. 

Rolls-Royce, Mercedes-Benz, You’re Both On Notice

Bentley once had a period where “Good Enough” prevailed with a line of ultimately forgettable cars. Beginning with the Bentayga and new Continental GT, and now the new 2020 Flying Spur, that’s no longer the case. There’s just this meticulous attention to detail heretofore unseen in new Bentleys, and no question whether it’s worth the steep cost of admission. Though the Bentley Flying Spur’s $214,600 starting price is heart-attack inducing for mere mortals—with a spendy options list longer than War and Peace—it lines up favorably next to a Mercedes-Maybach S 650 ($199,900), a Rolls-Royce Ghost ($311,900), or a loaded-out Porsche Panamera Executive Turbo ($163,400, but with a similarly-ambitious options ladder). Where it beats all those is in the perfect balance of prestige, power, presence, and capability. This is a holistic car. This is a car of occasion. This is a car that makes literally every trip better; it will never see you second-guessing the purchase. Crewe came to chew champagne bubblegum and take names and it’s all out of champagne bubblegum. The Flying Spur is the new superluxury yardstick. Got a tip? Want to talk? Email the author at [email protected] or find him on Twitter @jonathon_klein. Car Buying Service Source link Read the full article

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It Really Is That Good

Some carmakers have flagships that they always throw their whole weight behind. The Porsche 911, Chevy Corvette, and Mercedes S-Class come to mind. Honda has that too, but instead of a single model, it has a moniker: Type R. It may mostly compete on the budget end of car market, but Honda is an engineering powerhouse with massive, two- and four-wheel motorsport-dominating, HondaJet-releasing pride. It could make a supercar, and it has. Twice. They were both fantastic, even if we only understood just how good they were with time. But Honda doesn’t limit itself to showing that flair in supercars alone. Type R is Honda’s gateway into throwing that weight toward the more pedestrian end of the market. A Type R is a reason to sit up and pay attention because, more often than not, it’s Honda bringing its A-game to a humble sport compact. And it all started with the DC2, the 1996 Honda Integra Type R.

JDM 1996 Honda Integra Type R. James Gilboy The original Integra Type R’s renown is so great that it’s often held in the same regard as Japan’s more powerful forbidden fruit, like the Nissan Skyline GT-R. But reverence is a double-edged sword, and unrealistic expectations can turn even a terrific car into a letdown. The Integra Type R’s fame could be its own worst enemy, and besides: the Integra has always been just a fancy Civic. How good could the original Type R really be? All doubt evaporates the instant you shift from first at the towering 8,400-rpm redline, and drop into second right on the 6,000-rpm threshold of VTEC. Everything about the Integra Type R is designed this holistically; every change Honda made amplifies all the others in a way that makes the Type R far exceed the sum of its parts. It’s a driving experience with no modern analog and one that somehow ranks among the very best cars I have ever driven. It’s proof that you can have rear-wheel drive, all the power in the world, and enough tech to confuse Star Trek’s Borg and still fall short if you can’t tie together the fundamentals. The Honda Integra Type R does this perfectly, and it sets a high bar that even many of the best performance cars today still fall far short of. 1996 Honda Integra Type R Specs Powertrain 1.8-liter naturally aspirated inline-four | five-speed manual transaxle with a helical limited-slip differential | front-wheel drive Horsepower 197 @ 8,000 rpm Torque 131 lb-ft @ 7,500 rpm Curb Weight 2,480 pounds Seats 4 Quick Take The original front-wheel-drive Type R makes driving thrilling like almost no car made before it—or since.

JDM 1996 Honda Integra Type R. James Gilboy Introduced in 1995 in Japan, the Honda Integra Type R built on what was already an excellent compact car chassis, with double-wishbone front suspension, semi-trailing arm rear, and a responsive 1.8-liter four-cylinder. Technically, it’s just an upmarket Civic, but that’s no diss: this is a serious platform that can go head-to-head with sports cars of its era on a track. I know this from experience; I’ve raced a class-winning Integra, and even that was more car than most people can drive to its limits on track. The Type R, meanwhile, is on a whole ‘nother level—maybe two. While some performance models amount to factory bolt-ons and an ECU tune, the Type R is different down to the chassis. Honda gave Type Rs extra seam welds and chassis bracing to improve rigidity while shedding weight with alloy wheels, a thinner windshield, less insulation, and deleting equipment like air conditioning and the sound system. To capitalize on cutting 93 pounds, Honda retuned its suspension and fitted bigger brakes to compensate for its hand-built 1.8-liter B18C four-cylinder.

JDM 1996 Honda Integra Type R. James Gilboy Honda hand-polished its head ports, increased its compression ratio, and fine-tuned its intake and exhaust to make what was then the most power-dense naturally aspirated engine ever in a road car. The result is a broad torque curve and an 8,400-rpm redline, where the second cam profile doesn’t come on until around 6,000. Its 197 horsepower and 131 lb-ft don’t sound like much, but they were enough to justify including a helical limited-slip differential in its five-speed manual transaxle. It too has been tailored specifically for the Type R, with close ratios to keep you in the power band, and a short final drive. Now, the Integra Type R for all its renown wasn’t a Japan exclusive. Left-hand-drive models were sold in the United States with a different front end, leather seats, and marginally less power. (We also got the lesser GS-R, which is still coveted today.) But the vast majority of DC2s were sold in Japan, where this right-hand-drive example came from. One of the most common tells that you’re looking at a Type R clone is a four-lug hub. The car I drove has them, but they were standard on all early DC2s; five-lug hubs didn’t arrive ‘til 1998. You’d be hard-pressed to fake the Type R’s body-hugging Recaro bucket seats, exclusive shift knob, small-diameter steering wheel, and spritz of carbon fiber trim. That also goes for the Type R-embroidered floor mats, decals, and DC2 serial plate under the hood. Besides, you’d be able to tell the real thing just from how Type Rs drive.

JDM 1996 Honda Integra Type R. James Gilboy From the second you sink into the seat over its tall bolstering and roll out onto the road, everything about the Type R feels tight. Everything from the way the Recaros cup you to the small steering wheel, which hastens the steering rack and adds weight to its feedback. The clutch bites like a gator, and the chassis feels stiffer than a regular Integra, though not in the harsh way modified cars often do. It’s more refined than that, though not on the front of sound deadening: there’s a good deal of road noise. Honda’s manual transmissions with their short, slick throws are always a joy to operate, and you operate the Type R’s a lot because man, these gears are short and close. The Type R is already spinning more than 2,500 rpm in fifth by 45 mph, and it exceeds 3,000 by 55. A highway cruiser—no, a daily of any kind—this isn’t, and not just because of gearing or noise. Its back seat is too small for adults and hard to access through its coupe doors, while no cupholders are to be found. Its low chin scraped too, on what I wouldn’t even consider much of a dip. You’d have to be out of your mind to use the Integra Type R as a commuter—unless your route follows first-rate back roads, which is where the Type R shows what it’s really made of.

JDM 1996 Honda Integra Type R. James Gilboy Scoff at 1.8 liters and 131 lb-ft all you want, but stiff engine mounts and short gearing amplify what torque there is for a lively response at low to mid revs. Mid of course goes a lot further than in most cars, to about 6,000 rpm, which is where (pardon the cliché) VTEC kicks in, yo. You know the drill: you’re already turning enough rpm that many cars are ready to grab the next gear when the engine note changes character entirely, and the revs rise even quicker than before. Aaaaall the way up to 8,400 rpm, each rotation vibrating your entire body through the stiffened chassis and bucket seat before you slip the shifter into second—resetting the tach to 6,000, where the adrenaline jolt begins again. So it goes from second to third, and I would imagine fourth and fifth. A multi-gear pull in a DC2 is what I imagine railing multiple consecutive lines of cocaine to be like; I can’t count how many times this engine made me say, “Holy shit!”

JDM 1996 Honda Integra Type R. James Gilboy It wasn’t just the engine that made me swear, either. That extra chassis rigidity shows up most conspicuously in the rear of the Type R, which doesn’t roll like a regular Integra. It’s stable, trustworthy, even ignorable, freeing you to focus on the business end of the Type R: the front axle. The steering is neither burdensome nor too light, and its response and feedback accentuate the sense of speed the Type R carries through each corner—no matter how tamely or wild you drive. Front-end traction was so great that I never got to put its LSD to the test, and the brakes did their silent, honorable job without getting too long in the pedal like many Hondas can. Every last detail of the Type R is designed to keep your attention on the front end: the steering, the engine, the transmission, and you; the maestro of this Super Eurobeat album on wheels. It banishes fear of over- or understeering and makes you ask yourself, “How fast can I take that?” of each corner. The Integra Type R heightens your sense of speed in a way that you don’t need a deathwish and a disregard for the redline to deeply enjoy it. Even if you don’t venture into the upper reaches of the tach more than once a week, the audible and tactile feedback still make it one of the most exciting cars I’ve ever driven. It’s still deceptively quick, though: Best Motoring found its track pace wasn’t far off the fastest Japanese cars of the era. I’d wager it’s a more exciting drive than an R33 Skyline GT-R or Mk4 Supra, too.

JDM 1996 Honda Integra Type R. James Gilboy

What To Know Before Owning

Many cars of the 1990s are getting tough to find parts for, but Hondas have so much interchangeability that you’ll be able to fix ‘em as long as we have gas to fuel ‘em. Mods are technically an option, but nothing about the driving experience needs fixing, and it’d be worth more kept stock anyway. What’s more likely to be an ownership issue is condition—not so much mileage, but age, and the fact that you’re buying a used Type R. Odds are, every owner has driven their car as hard as you hope to. But again, ’90s Hondas will be fixable for our lifetimes, and what’s more likely to claim your Type R is theft. Hondas of this era are infamously easy to steal, on par with Kias and Hyundais as of late, so it’d be worth investing in an ignition interlock, GPS tracker, steering wheel club, and bolt cutter-resistant locks for your trailer. Between its unsuitability as a daily, risk of theft, and value, a Honda Integra Type R is best owned by someone with a garage who takes it out for great local roads or the occasional track day. It may be a FWD Honda with less than 200 hp, but it’s absolutely worthy of the best tarmac on the planet.

JDM 1996 Honda Integra Type R. James Gilboy

Verdict

The Honda Integra Type R truly deserves the reverence it’s held in by Honda fanboys and weeaboos; I never wanted my drive to end. Even decades later, measured against the many greats that have followed it, the Integra Type R more than holds up. If anything, the way modern cars dull your sense of speed rather than accentuate it only highlights how close to the apex of the automotive experience Honda got—all with a front-drive compact wearing stickers and a goofy wing. Read More Top Five Most Common Questions About Car Fuel Averages The Future of Classic Cars: Electric Conversions and Modern Upgrades How SpaceX Plans to Land Starship on Mars Read the full article

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The Hands-Free Future of Highway Driving #CarLovers #CarLife #CarCommunity #CarCulture #CarEnthusiast #SportsCar #LuxuryCars #ClassicCars #ElectricCars #OffRoad #DriveWithPassion #RoadTripVibes #CarGoals #DreamCar #FastAndFurious #CarMods #CarDetailing

You step up into the 2021 Cadillac Escalade, you get it on the highway, and the Super Cruise light illuminates itself on the dash. You click the button, a strip of light on the steering wheel turns green, and then that’s it. For all intents and purposes, you’re just a supervisor. Hands are off the wheel, eyes are on the road, away you go down the Interstate. When this happens, everything changes. Really, you’re no longer in a car as you know it. In my case, you’re in a big luxurious room on wheels that, for as long are you’re on a mapped highway—which was every highway I drove on—you just have to keep looking ahead. You begin to adjust to your surroundings, you get more curious about what’s on the radio. A question pops into your head: What do I do now? Besides shut off the heated steering wheel, that is.

Peter Holderith

2021 Cadillac Escalade Platinum, By the Numbers

- Base Price (as Tested): $77,890 ($112,465) - Powertrain: 6.2-liter naturally aspirated V8 | 10-speed automatic transmission | four-wheel drive - Horsepower: 420 @ 5,600 RPM - Torque: 460 lb-ft @ 4,100 RPM - Curb Weight: 5,822 pounds - EPA Fuel Economy: 14 mpg city | 19 highway | 16 combined - Quick Take: Sell all your shit and buy this thing.

Super Cruising

The 2021 Escalade Platinum is one of the biggest luxury SUVs you can buy and the Lincoln Navigator‘s arch-nemesis. It’s a seven- or eight-passenger behemoth with a big giant everything and a massive reputation to boot. In its latest iteration, it finally lives up to the hype it’s been building for five generations—especially when fitted with Super Cruise, General Motors’ $2,500 advanced driver-assistance system. Any trim that has the word “Platinum” in the name gets it as an option, and my loaner was equipped as such. Once Super Cruise turns on, the question of “What do I do now?” is an easy one to answer. You flick on the heated and cooled massage seats. Whatever music you eventually decide to listen to sounds the best that you’ve ever heard it because it’s being piped out of a 36-speaker AKG system. So it better. You can also—so long as you’re attentive—eat, drink, rub your hands together in anticipation like a cartoon villain. Or just relax. This is all made possible by Super Cruise, Cadillac’s hands-free highway driver-assist. As far as I’m concerned, it’s truly one of the best driver-assist systems out there. You get on the highway, a light blinks on in the dash, and after the click of a button, you can take your hands off the wheel as the car maintains a set speed, stays in its lane, and changes lanes when you toggle the turn signals. Since GM has mapped pretty much the entire Interstate with LiDAR, you can travel mile after mile without ever touching the steering wheel. Think of it as a really advanced radar cruise control and lane-centering system combined into one. Cadillac makes it clear that it’s absolutely not a self-driving system, which becomes obvious if you try to abuse it. If you take your eyes off the road for more than five seconds, the green light on the steering wheel starts blinking. After that, it’s only a few seconds before the light goes red, the system tells you to regain control, and you have to wait several seconds until it re-enables itself. It’s also careful about where it can be used. For instance, it knew if there was a construction zone ahead. If that was the case, it alerted me to regain control well before I crossed through it. This applied to any parts of the highway it encountered that were unmapped or under construction. It wasn’t a common occurrence, but the Escalade always handled it well, letting me re-enable Super Cruise as soon as it was safe to do so. If you don’t regain control when Super Cruise tells you it’s going to shut off, the car gradually begins decelerating until it turns on the hazard lights and stops completely. If you’re a repeat offender and must re-enable the system multiple times, it will eventually lock you out altogether. A voice tells you that the system is shutting off for good—I imagined it was Mary Barra—and then you must shut off the engine to get Super Cruise back.

Zachary Samalonis

Peter Holderith

Peter Holderith

Peter Holderith

Peter Holderith

Zachary Samalonis

Zachary Samalonis I got locked out once and I didn’t let it happen again. Why? Because Super Cruise is not something you’re going to want to live without once you’ve had a taste. It handled every traffic situation I encountered, from twisty dual carriageways like New England’s Merrit Parkway to erratic drivers between Boston and Philadelphia. It stayed in the center of its lane, it slowed down for tighter corners, and if other drivers got too close—truck drivers, mostly—it would nudge itself over to make you feel a little better. It changed lanes smoothly when I asked it to via the blinker stalk, taking a brief moment to make sure the coast was clear and then moving over smoothly and predictably. It would sometimes get confused and hang between two lanes if I didn’t hold the stalk down until most of the car was in the other lane, but that was user error more than anything. It was also one of the few things that could be qualified as a “mistake” that Super Cruise ever made while I was using it. If you find yourself driving long distances consistently, Super Cruise is really a must-have, and if you’re curious whether or not your local highways are mapped with LiDAR, Cadillac has a convenient page on its website to tell you. You’ll notice if you look at that map that it covers almost every major stretch of Interstate, meaning if you wanted to hop on Interstate 80 in New Jersey and drive all the way to California, hands-free, you could. Speaking of the Interstate, the longest I spent without touching the wheel of this Escalade was about 150 miles on my way from Philadelphia to Boston. Generally, the only time the system wasn’t enabled is when I had to change highways or if there was a construction zone. It was always just a matter of time until it came back online, though. This system changes the way you think about driving on the highway. It’s no longer, “Oh god, I have to spend three hours on the Interstate.” It’s, “Oh, God, after I spend three hours on the Interstate I’m actually going to have to stop supervising and drive this thing.“

The Good Continues Off the Highway

That’s not to say this new Escalade is bad to drive. In fact, if you read my previous review of a non-Super Cruise-equipped Escalade, you’ll know it hides at least a portion of its immense weight effectively due to advanced magnetic shocks and adaptive air suspension. Thanks to its 420-horsepower, 6.2-liter V8, it also has plenty of power, and the 10-speed automatic transmission is just as sweet as usual: shifting smoothly, quietly, perfectly. It’s good to drive for an SUV, but Super Cruise makes the mundane part of getting from point A to B feel like even more of a chore than it already is. You wish you could turn it on in more circumstances.

Peter Holderith

Peter Holderith

Peter Holderith

Peter Holderith But what really makes all of this work—what makes this new rolling house you’re in feel like somewhere you want to spend time—is the interior you get with the top-of-the-range “Platinum” trim. The previous “Premium Luxury” Escalade I had felt solid and luxurious. This Platinum car is over the top. The wood is some of the most ornate and tasteful I’ve ever seen in a vehicle, every soft-touch plastic surface in the cheaper car is now upholstered in supple white cotton. It’s just hard to believe this is based on the Tahoe at all.

Minor Faults

Despite all of this, not a lot of people notice that you’re driving an Escalade with no hands. But with a sticker price of $112,465, they should. Cadillac needs to do a bit of a better job marketing Super Cruise when a car is equipped with it. Put a badge on the outside so people know what they’re missing when they pass you on the highway. Make the Super Cruise logo something visually interesting, not just a steering wheel, or a boring-looking driver-assist switch. Autonomous driving was just a dream for GM 70 years ago, but behind the wheel of this Escalade, you get the impression that it’s finally beginning to be realized. Show us that! And if I’m going to spend a little time complaining, the only real fault of this truck is its size. It’s tough to park by yourself, the automatic parking system doesn’t work very well, and it takes up most of its own lane. Super Cruise feels great in something this big because it’s so comfortable, but there were multiple instances during my time with the Escalade that I wished I was in something smaller. There is no getting around this thing’s sheer physical mass.

The Standard of the World

It’s impossible to end on a negative note for this truck, though. I said before not many people realize you’re Super Cruising hands-free down the Interstate. But the few who do notice really notice.

The Super Cruise button looks like any other driver-assist system’s., Peter Holderith One guy in a Bentley Bentayga on Merrit Parkway did. Midway around a sweeping left turn, his passenger looked over, uttered something to him, and they both took quick glances looking over at me, and then my steering wheel, and then back at me. I looked back and imagined what they were thinking. It didn’t matter they were in a car that, when comparing base prices, cost double what this Escalade does. The badge on the front of his Bentley didn’t matter either. At that moment, he was driving, and for all intents and purposes, I wasn’t. I was just making sure the car didn’t mess up, which it never did. For $112,465, this Cadillac is worth far more than every penny. But even having said that, I’ll be the first to admit that the brand still has work to do in order to fix its reputation. It has spent much of the 2000s—arguably far longer than that—struggling to nail down its identity. “Standard of the World” used to be a complete joke. In this Escalade, though, it’s just not so funny anymore. Read More Review / Nelson Rigg Quick-Release Saddlebag Plates Recapping the FIM Junior GP, ETC, Stock ECh and Moto2 action from Estoril finale They Were Stuck in a Tornado But Survived Because of One Critical Factor Read the full article

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2025 Kawasaki Ninja 1100SX SE Review: The Joy of SX

As people flock to the adventure bike sector, the pool of bikes offering a true sports touring flavour is getting ever smaller. In fact, just the Kawasaki Ninja 1100SX, Suzuki GSX-S1000GT, and BMW R1250 RS are really the only bikes from big names putting the emphasis on the ‘sport’. Granted, there are sporty ADVs to pick from, The Tracer 9 and S1000 XR spring to mind, but they are the new breed of sports tourers, and for many the draw of an old-school take on the theme is more true way to cross a continent.

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Cast your eyes then towards the new and updated Ninja 1100SX, a bike that has been Kawasaki’s biggest seller since it was first announced - then as the Z1000 SX. For 2025 Kawasaki has improved the bike thanks to a new 1,099cc engine, and also with the addition of a new range-topping SE model which gains upgraded chassis spec over the stock bike. To see how the new SX SE version performs as a proper sport tourer, we spent a day cruising around northern Spain on the bike, covering around 130 miles during the day and taking in every kind of road you’d find when schlepping your way across Europe.

The bike has LED headlights front to back

What’s new

The headline news for the Ninja 1100SX is the inclusion of a new larger capacity engine than before. It takes the DOHC, inline four-cylinder that’s also shared with the Kawasaki Versys 1100 SE we were riding a couple of weeks ago, from 1,043cc to 1,099cc thanks to an increase in stroke of 3.3mm while retaining the same 77mm bore. Unlike in the Versys, which gains power thanks to the new powerplant, the Ninja 1100 loses out on the outgoing model, although you’ll struggle to put your finger on where the five or six horses have bolted to - peak power is now a claimed 134bhp. What you might notice, though, is a boost in mid-range and low-end grunt from the new engine. Peak twist from the engine is a claimed 83lb ft at 7,600rpm, and more torque is available through the low and mid-range, right where you need it when riding on the road.

The 2025 Kawasaki Ninja 1100SX SE The engine also has numerous internal tweaks, like revised intake ports, a new throttle body, revised ECU settings, new cam profiles, new pistons, increased flywheel mass (thanks to a heavier crank), and longer gearing with taller fifth and sixth gears also. What also changes for 2025 is the introduction of a new SE variant of the bike, which gains an upgraded chassis over the standard bike. At the front, the SE gains Brembo M4 callipers mated to braided lines, a Nissin master cylinder and Brembo 300mm discs - the same KYB forks as the stock SX are retained. At the rear is an Ohlins S46 shock absorber, complete with a remote preload adjuster. Other smaller updates appear across both of the bikes, like numerous rubber-damped vibration reducers across the frame and footpegs, and heavier bar end weights to also help smooth out the vibes. The SE also gains heated grips, while both models also come with a USB-C socket mounted (rather crudely) on the left handlebar.

The 2025 Kawasaki Ninja 1100SX SE

Price, colours, availability and accessory packs

The stock Ninja 1100SX will land in UK dealerships in December 2024 with a sticker price of £12,249 slapped on the fairing. That price means the new 2025 edition of the much-loved machine will be only £100 more than the outgoing model at the time of the launch. The new SE model will be arriving at the same time, and the higher-spec bike will be listed at £13,999. Colour options are Emerald Blazed Green and Metallic Diablo Black (as ridden at the launch), and a more stealthy Metallic Matte Graphenesteel and Metallic Diablo Black option. Two accessory packs are coming to the UK, Tourer and Performance Tourer. The Tourer pack bags you a phone mount, two 28-litre panniers with internal bags, a 12v DC outlet, scratch-resistant film, a tank pad, and a large smoked windscreen. The Performance Tourer pack further adds an Akrapovic carbon end can, a pillion seat cover and frame sliders to the party. Adding the Tourer to the stock bike takes the price to £13,449, while Performance Tourer takes it to £14,549. Doing the same to the SE takes the price to £14,999 and £16,099 respectively.

Unlike the Versys 1100 SE, the Ninja doesn't gain semi active suspension

What’s it like to ride?

Chilly, is how I’d sum up the start to the launch ride in Manresa Northern Spain, although as the UK is covered in snow as I ride, I’m happy the roads are at least dry and clear. Hopping on the new SX SE (the only variant we are to ride today) and everything feels very much like it did on the launch of the Ninja 1000SX I attended four years ago.

We spent a full day on the bike and covered about 140 miles of mixed roads From the cockpit, there isn’t anything new to note. The dash, riding position, switchgear, and seat are all as they were. What you do notice is a bit more shove off the line. It’s not a transformative change to the bike, but it’s got a noticeably chunkier mid-range than before. Threading through the small towns that line the route prior to our first photo stop, I’m keeping the bike in the Road riding mode and every now and again I can feel the traction control chiming in as the Bridgestone S23 hoops struggle to get any temperature into them.

Two colours are available Thankfully the weather rapidly warms up, and by the time we reach our photo location the road and the tyres are starting to get somewhere near optimum temperatures. It’s only really now that I start to feel like I can explore the new bike in a more fitting manner, and just like the previous version, it’s a lovely way to break the speed limit.

This is the last thing the bug will see before it meets its demise... The new engine with its bolstered mid-range means the already fast bike is just as rapid although I’m having to work slightly less hard than before. Roll-on third-gear overtakes are less of a big deal, and despite being a few bhp down on the outgoing bike, I’m not getting the impression of a bike that is anyway underpowered. The poke it’s missing is from right at the very top of the rev range, in a place that you rarely have to go when riding on the road.

Euro5+ doesn't mean the new bike sounds dull, quite the opposite Another improved element is the noise of the thing. I don’t remember the old SX being quite this raucous, and the combination of the revised intake and internal dimensions creates a bike that is very easy on the ears.

Seat comfort is unchanged and just as good as before Other than the increased grunt and new soundtrack, the Kawasaki engine is still just as deliciously good as ever. While many manufacturers look to twins, triples and V4s to power their sporty tourers, Kawasaki begrudgingly sticks to its guns with a proper big-bore inline-four, and in a bike like the Ninja, it's a move that makes total sport touring sense.

The SE also gains heated grips as standard With the photo stop complete we have the best part of the day ahead, the free ride back to the hotel riding solo and following a sat nav. Freed from the group of other journos it gives me a chance to ride at my own pace and to pull over for filming or comfort breaks whenever I need to.

With top-spec suspension the Ninja feels perfectly at home here The route that Kawasaki has laid on for us is an absolute treat, taking in the beautiful Montseny Natural Park which was covered in fast sweepers and endless switchback hairpin bends. It’s a natural playground for the new Ninja, and what is jumping out at me is how accessible it feels once the pace rises. The KYB fork is already a very high-performing item, keeping the bike beautifully composed when braking into faster turns and soaking up mid-corner bumps like a champion.

The Ohlins rear shock is only found on the SE At the rear of the bike, the Ohlins shock is doing what it does best, providing me with a supple and plush rear cushion over bumps and lumps while keeping things stable as I hammer out of slower turns. Did the big Ninja need an upgraded shock - probably not. But to me, it feels like Kawasaki has spent the development budget at the correct end of the bike, but maybe not quite on the right piece of kit. I’ve been questioning myself all day why it doesn’t have Showa’s semi-active suspension system fitted to it, as the Versys 1100 SE does. Kawasaki reasons that the price would be pushed too high if they had included it. The sceptic in me thinks it might be another reason.

The engine boasts more mid-range shove than before One of the biggest plus points of a bike like this over and above something taller and more ADV-a-like is the handling. With its sportier dimensions and lower profile the Ninja feels faster steering and much more accurate than a longer-legged sporty tourer. It’s almost as lightfooted as a 1,000cc sports bike, although thanks to the extra weight, more relaxed front-end geometry, and softer overall setting, it is so much more planted and dependable, especially on the edge of the tyre.

The Brembo M4 brakes are on the found on the SE version of the bike Another upgraded element is the front brake, and while the Brembo M4 stoppers fitted to the SE are very good, I don’t feel that the brakes fitted to the stock SX lacked power or feel. The stocker gets Kawasaki-branded Nissin items, which were the same as the outgoing bike and unless you were heading anywhere near a race track, you’d find little to nothing wrong with them. On the SE though the stoppers have a very progressive feel, most likely down to the Nissin master cylinder, although there is ample braking power on tap. ABS is also provided in the form of KIBS, Kawasaki’s own cornering ABS function. It's barely had a chance to trigger now the roads have warmed, but on the couple of occasions it has, it’s done so in a smooth and unobtrusive manner.

Filming and photography for the event took place on closed roads It’s not all switchbacks and sweepers though, with Kawasaki chucking in some motorway stretches so we could get the full owner experience of the bike. Really there isn’t much to say about this section other than the new Ninja is beautifully stable at motorway speeds and above, and very, very comfortable. The frame, seat, bars, and pegs are also nicely free from any kind of vibes. The new taller fifth and sixth gears don’t create a feeling of an overdrive ratio as I was expecting, but for most motorway sections I’m in the sweet spot around four to four and a half thousand revs on the neat-looking TFT screen.

The screen is four position adjustable The screen of the bike is worth a mention, as it’s four-position adjustable but sadly that can’t be done on the fly. Both hands are required to change the angle, and one of those hands will need to fiddle about down in the faring while the other adjusts the angle. The stock screen on its highest setting is just about enough to help keep my five-foot-seven-inch frame in some sort of semblance of calm air. If you are any taller than that, the accessory taller screen will be a must-have inclusion. On the electronics front, the SX and SE have a refreshingly small number of things you can tweak, with only engine power and traction control featuring levels of adjustability. And it’s not like there are huge amounts of change you can dial in, with three traction control levels (and the option to switch it off) and two power modes which are Full and Low power, the latter of which cuts the output to 75 per cent of the maximum.

the TFT dash Other electronics come in the form of the latest generation Kawasaki quickshifter (which is very good at low and high speeds), a clear and easy-to-read 4.3-inch TFT, and cruise control. You also get Bluetooth connectivity as standard, allowing turn-by-turn navigation, answering calls (with a headset), a GPS riding log (if you opt to turn it on) and Kawasaki’s new voice command. This final feature allows you to, via the Rideology app, ask the bike questions about your journey such as how long till the next fuel station. Sadly we couldn’t test this on the launch as it was awaiting final licencing and sign-off.

A Ninja 1100SX SE ridden at the press launch in Manresa

Should you buy a 2025 Ninja 1100SX SE?

If you are looking for a more traditional take on the sports tourer, Kawasaki’s Ninja 1100SX is still a model that can't be ignored. It’s the longest-living model in the segment for a reason, and while visually it’s little changed for 2025, beneath the skin there is enough going on to pique the interest of existing Ninja 1000 owners and those looking to ditch a wristy sports bike without losing out on thrills or performance. It’s a bike that simply inspires confidence when you ride it. The chassis, suspension, brakes and engine all work together beautifully to create a riding experience that can be as exciting or relaxed as you like. Do I wish the bike had followed its taller sibling into the world of semi-active electronic suspension? Yes, in a way, I do. I for one would have handed back the Brembo stoppers and Ohlins shock and swapped them for the Showa electronic suspension, and I have a feeling a lot of riders would do the same. Not only is the Showa kit extremely good on the road, it also opens up changes to rear preload at the push of a button, meaning you could flick from solo riding to two-up with luggage without having to guess how many clicks of preload you require. Maybe Kawasaki is just waiting to surprise us all with an SX + model in 2025, I guess we’ll have to wait and see.

Panniers are part of the two accessory packs

2025 Kawasaki Ninja 1100SX SE spec

Engine 1,099cc, inline four-cylinder, DOHC 16 valve Bore and stroke 77mm x 59mm Compression ratio 11.8:1 Power 134bhp @ 9,000 rpm Torque 83lb ft @ 7,600 rpm Brakes front (SE) Brembo M4 radial-mount four-piston caliper, 300mm discs Brakes rear Single piston sliding caliper, 260mm disc Suspension (F) KYB 41mm adjustable fork Suspension (R/SE) Ohlins S46 adjustable rear shock w/remote preload adjuster ABS KIBS cornering function Traction control KTRC cornering function (switchable) Engine power modes Full and Low (75 per cent of Full) Weight 235kg Seat height 835mm Fuel capacity / range 19 litres / circa 170 miles Source link Read the full article

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The End of Irwindale Speedway? Yes, and It's a Shame.

Irwindale Speedway, located just east of Los Angeles, is closing for good. Again. Though I live on the other coast, my history with the 25-year-old facility dates back to its beginning. I was executive-producing Car and Driver TV then, a weekly television show airing on The Nashville Network. We’d gathered up some cars in Los Angeles to feature on the show, and we needed a home base. The relatively new NASCAR track in Fontana wasn’t interested, but the folks at Irwindale Speedway were, even though the track wasn’t quite open then. Our crew spent the better part of a week there, and it looked like the future for the half-mile oval was bright: 6500 seats, with an elevator to the press box! Impressive. I heard a rumor that the track had already hosted one impromptu event—someone high up in the construction of the track may or may not have driven his (very expensive) sports car onto the track, to inaugurate it, and promptly crashed. He may or may not have had the car towed out to the nearby 605 freeway, dropped it by the side of the road, and reported it stolen. (I’d love to read that police report.) If such a thing were true, I hope the statute of limitations has passed, for my sake.

Victor Decolongon/Getty Images for NASCAR Irwindale Speedway was built next to a sand mine, over a pit that had been filled in with waste, including concrete buildings that were part of the original Los Angeles subway project. Since so many race tracks in Southern California have been bulldozed for the real estate they sit on, it seemed unlikely, even at the time, that anybody would want this narrow strip of crappy land. I was wrong. Outside interests began early and gelled quickly.

Robert Crespo The following is from the first story I wrote about its closing: “This past week, the rumor began circulating through the short-track racing community in Southern California that Irwindale Speedway, inarguably one of the best short tracks in the country, was closing. Sunday, an executive closely associated with the half-mile paved oval track confirmed it: ‘Sadly,’ he said, ‘it’s true.’” That was from February 11, 2012. A week later, I wrote that the track was filing for Chapter 7 bankruptcy. But track spokesman Doug Stokes, then and now one of the best PR people in motorsports, offered some promising words. He said the owners wanted to keep racing until the property was sold. “There is a sense that the ship will be righted and we’ll continue,” he said. “Watch this space. Better days are ahead.” Well, for a while, anyway. A developer bought the property in 2013, leaving competitors and fans wondering if the end was near. Then, on March 25, 2015, I wrote another story: “Today, Irwindale city officials are meeting to discuss plans for razing Irwindale, replacing it with a 700,000-square-foot outlet mall.” The city council voted in favor of the mall. But the wrecking ball never came.

Jonathan Moore/Getty Images Somehow I missed writing about the next one, but the San Gabriel Valley Tribune didn’t. Dated August 30, 2017: “Once again, and probably for the final time, Irwindale Speedway has announced it is closing… Now, with the racetrack set to close in January, the question is what the new shopping area will be called.” It wasn’t called anything, because it never happened. The track remained open. The story contained a mention of how much the Formula Drift community would miss the track, since Irwindale was known as “the birthplace of American drifting.”

A sold-out crowd watches Formula Drift at Irwindale Speedway on Saturday, October 10, 2015.Sarah Reingewirtz/MediaNews Group/Los Angeles Daily News via Getty Images Then, on October 3, 2022, I wrote this for Hagerty: “Enter, new property owner IDS Real Estate, and a proposal for a five-unit industrial park called Speedway Commerce Center. Could this finally be the end of Irwindale?” Nope, wasn’t. But now, it appears they mean it. On October 29, 2024, this was posted on the track’s website: “Irwindale Speedway and Dragstrip will close following the 2024 season, ending a quarter-century as a beloved motorsports hub in Southern California.” According to TV station KTLA, “After years of narrowly escaping closure, the Speedway is now going to be bulldozed for an industrial park. The city has started reviewing plans for a mix of warehouses and commercial spaces to replace the track. The city council is set to discuss environmental impacts and more details next year.” That was apparently enough for Tim Huddleston, president of Irwindale Speedway & Event Center. “Irwindale has been more than just a track—it’s been a home and gathering place for racing enthusiasts worldwide. On behalf of my wife Lisa and our partners Bob and Maureen Bruncati, we extend heartfelt thanks to our fans, racers, sponsors, and the city of Irwindale for their unwavering support over the past 25 years. We’re grateful for every moment and memory we’ve shared as a community.” Say it ain’t so, Tim. I might stop short of thanking the city of Irwindale for “unwavering support,” but I know what he means. The land-locked Pomona Dragstrip, properly the In-N-Out Burger Pomona Dragstrip, somehow survives, as does tiny Orange Show Speedway, but the list of defunct tracks in the Los Angeles area is both historic and downright tragic: Ascot, Saugus, Riverside, Ontario, Lions Drag Strip, even Auto Club Speedway, the Roger Penske-built, NASCAR-owned two-mile oval in Fontana, with an outrageously optimistic capacity of 122,000. It opened on June 20, 1997. The last NASCAR Cup race there was on February 26, 2023. Demolition began soon after; NASCAR sold most of the land and pledged to build a “next-gen” short track on the space left over. That isn’t happening, and NASCAR wishes you’d quit asking about it.

Auto Club Speedway in February, 2023.Meg Oliphant/Getty Images Throughout all this, Irwindale survived—never thrived, but survived. But now the promoters have scheduled the final shows at both the compact eighth-mile dragstrip and the half-mile paved oval, which contains a one-third-mile oval inside it. December 21, it’s the “Farewell Extravaganza” on the oval tracks. “From ARCA Menards West cars and Super Late Models to the fan-favorite Trailer Races and Skid Plate competitions, there’s something for every racer eager to close this chapter of Irwindale Speedway’s story,” which is a kind of peculiar way to put it. Entrants will receive a Farewell Extravaganza gift bag containing “keepsakes.” At the drag strip, Irwindale will “host its final events in December, starting with the last Thursday Night Thunder on December 5, giving fans one last chance to race down the dragstrip or enjoy the burnout box. Irwindale Dragstrip will then close out its history with the legendary Mooneyes Christmas Party on December 7, featuring drag racing, a classic car show, live entertainment, and more—a fitting farewell to the iconic drag racing venue.” Then on December 8, The Final Showdown. “Join us for the ultimate farewell to SoCal’s legendary 1/8-mile dragstrip!” So that’s it, I guess. Barring a miracle, it sounds like they’ve finally killed the track that wouldn’t die. RIP, Irwindale. You fought the good fight.

Irwindale, 2024.Los Angeles Times via Getty Imag Source link Read the full article

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Aprilia Tuono V4 update for 2025

2025 Aprilia Tuono V4 and Tuono V4 Factory Aprilia Tuono V4 and Tuono V4 Factory score a fairing and aero revamp, updated electronics and a bump in power for 2025.

2025 Aprilia Tuono V4 Factory The fairing remains frame-mounted, now with more protection from air flow for the rider, while running two overlapping wings to increase vertical load by 2.5 kg at 250 km/h. Heat disipation is also claimed to have been improved, with more powerful radiator fans added. Side panels are also new, and better integrated with the style of the new tail, with a simple rear light cluster that allows the licence plate holder to be removed, as an easy step in track preparation, a change mirrored on the new RSV4. The frame on the Tuono is now painted.

2025 Aprilia Tuono V4 Factory The famous Aprilia 65-degree V-four engine will also be Euro5+ compliant, with power boosted to 180 hp, a 5 hp gain over the outgoing model, thanks to new 52 mm throttle-bodies and a revised exhaust system. As on the new RSV4, the cat has been moved to allow for easier fitment of the Aprilia accessory slip-on, but also decreasing heat build up near the rider. A first for the Tuono is also the frame being painted in matte black, rather than the traditional aluminium finish.

2025 Aprilia Tuono V4 On the electronics front, Aprilia are touting a new adaptive/predictive component to their algorithms, which they say continuously analyses the vehicles dynamic response and individual riding style, to offer more refined and effective electronic controls/rider aids. The six-axis inertial platform, Ride-by-Wire electronic throttle and three riding modes which manage the three levels of Cornering ABS come as standard on both models, as well as the controls that are offered by the APRC (Aprilia Performance Ride Control).

2025 Aprilia Tuono V4 Factory That includes: - ATC, Aprilia Traction Control that can be adjusted across 8 levels whilst riding without closing the throttle. This system now offers more effective intervention and works in synergy with the new ASC (Aprilia Slide Control) system, which can be adjusted across 3 independent levels (but is only standard on the Factory). - The new AWC, or Aprilia Wheelie Control system, can be adjusted across 3 levels, with predictive functions: the intervention does not abruptly step in to mitigate a wheelie that has already started, but rather acts gently before the event occurs, to the benefit of performance. The adaptive function, dedicated to track sessions, learns the rider’s characteristics and adjusts the level of intervention required to ensure the best possible performance. - AEM, Aprilia Engine Map, with three different mapping options to change the character and the way the engine delivers power. - AEB, Aprilia Engine Brake, the engine braking control system that can be adjusted across three levels, with a specific algorithm that optimises function whilst taking the lean angle into account. - AQS, Aprilia Quick Shift, the electronic gearbox for super-fast shifts without closing the throttle or using the clutch, with a downshift function that lets the rider downshift without having to press the clutch. Also allows downshifting with the throttle open.

2025 Aprilia Tuono V4 Factory The Track Pack expands out the electronics further, and comes standard on the Tuono V4 Factory, including: - Race Dashboard, the instrumentation configuration dedicated to the track. - ALC, Aprilia Launch Control, the launch control system for track use only, adjustable across three levels. - APL, Aprilia Pit Limiter, the system that makes it possible to select and limit the maximum speed permitted in order to ride along the pit lane of racetracks, or to enable easy adherence to the speed limits on normal roads. - New ASC, Aprilia Slide Control, that can prevent and limit the lateral slide of the rear wheel. Like the new AWC, the ASC also features predictive functions.

2025 Aprilia Tuono V4 Factory The Comfort Pack is another Tuono V4 Factory standard, including cornering headlights along with Aprilia Cruise Control. The Rack Pack is only available on the Factory and includes the GPS Module that also enables automatic detection of lap times on the track, plus the corner-by-corner function, a system that automatically changes the electronic ATC and AWC settings based on whatever the rider programs in. It is the most advanced version of the corner-by-corner electronics management system that Aprilia first introduced back in 2015. Requiring the GPS Module and also only available on the Tuono V4 Factory is also the Suspension Pack, which takes things even further by allowing the Öhlins Semi-Active Smart EC 2.0 suspension settings to be tuned corner by corner.

2025 Aprilia Tuono V4 Both the Race Pack and the Suspension Pack use the new fourth-generation Aprilia MIA, Aprilia’s multimedia platform (offered as an accessory on both models) which enables smartphone connection to the bike, extending the functions of the instrumentation. At the end of each track session, the data from the ECU can be downloaded and analysed on the computer – just like on the best racing bikes. The 2025 Aprilia Tuono V4 Factory comes as a single-seater, with Dark Kraken graphics and a two-tone saddle. The base 2025 Aprilia Tuono V4 instead runs Sachs suspension – fully adjustable – and will be available in Shark Gray and Scorpion Yellow, both matte.

2025 Aprilia Tuono V4 Arrival of both variants of the 2025 Tuono V4 in Australia is expected mid-2025, with pricing yet to be announced. Source link Read the full article

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Review / 2024 KTM 890 SMT

When the 2024 KTM 890 SMT appeared in early 2023, I thought I had this bike figured out: A full-sized supermoto, with aggressive handling and an engine far more powerful than a dirt bike (the usual basis for a su-mo build). I figured it would be something like the Super Duke GT, a backroad touring weapon (if I may use such an unlikely term). After a few weeks of riding the bike, I’d say that’s kind of what you get here. But not exactly. The secret to understanding this bike is all in carefully reading the name. SMT stands for Super Moto Touring, and that’s what you get.

It looks just like an ADV, until you notice that fat front tire. Photo: Zac Kurylyk The 890 SMT’s bones Here’s what we said when the 890 SMT was first introduced: At its heart, a supermoto is basically a dirt bike with slick tires. The 890 SMT takes that idea to the next level and offers an adventure bike with sticky rubber on 17-inch rims. The old SMT models used KTM’s V-twin engine, but the new 890 uses (as the name implies) the LC8c parallel twin that first appeared in the 790 series and now powers the 890 Adventure, among other machines. The engine, like the ADV models, is tuned to make less muscle than the 890 Duke. The SMT’s powerplant makes around 104 horsepower at 8,000 rpm, and 74 pound-feet of torque at 6,500 rpm, just like the 890 Adventure models. It has a 43-tooth rear sprocket like the Duke, instead of the 45-tooth as found on the ADV, and I think that taller gearing is noticeable on take-off. The electronics package is very similar, with Track mode subsituting for the Rally mode you see on the ADV bikes, but offering similar on-the-fly tuning for traction control and throttle response settings. The SMT also has Rain, Street and Sport riding modes, all governed by an Inertial Measurement Unit. Your leaning-sensitive ABS (with Supermoto mode!) and switchable traction control settings are tied to those riding modes. KTM also built in adjustable motor slip regulation and a quickshifter and cruise control. The bike I tested had all those perks.

One electro-perk my bike didn’t come with was heated grips. Hey, KTM! These should be standard equipment on a touring bike. Also note that some of the other electro features (Track mode) are pay-to-play add-ons that come with the Tech Pack. Photo: Zac Kurylyk Much of the chassis is identical or similar to the ADV models; the frame is all pinched straight from the 890 Adventure. The gas tank has a similar wraparound design, with lobes lowered down beside the engine, but it only holds 4.1 gallons of fuel instead of 5.3 gallons. That means less fuel range, but for street touring, it’s more than enough. I hesitate to state the range because I found it varied depending how hard I was on the throttle, but I think every 180 miles or so is when most riders will want to re-fuel. The wheels use cast rims instead of the spoked setups you often see on DIY supermotos. There’s WP Apex suspension fore and aft, with only 180 mm of travel. That’s a lot more than many streetbikes, but remember the 890 Adventure R has 240 mm of travel. As far as brakes, the SMT comes with beefy 320 mm front discs and four-piston J Juan radial-mount calipers.

The engine is the same as the KTM 890 Adventure. The optional quickshifter works a treat, and gear changes were slick with or without the clutch. Photo: Zac Kurylyk All in all, a very well-rounded package with a 428 pounds dry claimed weight. But the real question for me was: How did it ride, and was it a practical motorcycle for touring? The ride I don’t have a lot of experience on supermotos, but I do have a lot of experience on single-cylinder dirt bikes and dual sports, the basis for most supermoto builds. When I picked up the 890 SMT, I was just coming off a three-week jaunt on the GasGas ES700 Enduro, and I expected similarly aggressive feed back from the new twin-cylinder supermoto. That’s not what I got; maybe KTM retuned the 890 for the supermoto application, but it is still a less hard-edged machine at lower rpms when you compare it to single-cylinder dirtbike conversions. Like KTM’s other 890 parallel twins, you have to rev this engine up to get in the sweet spot. But when you do so, it’s a lot of fun.

Check out the fuel tank. It wraps around the engine same as the 790 and 890 tanks, but it holds less fuel as it’s not as low-mounted. The range probably isn’t needed for most SMT riders. Photo: Zac Kurylyk I left Halifax on the bike and headed for Route 2, running eastward along the Bay of Fundy’s northern edge on my way home. I was trying to get back before it was too late into the night, as I’d been gone about half of July at that point. In other words: I had a Super Moto Touring bike on a twisty road for a few hundred kilometers, which was the perfect testing scenario. And I was glad to have it, because the sitting-tall riding position with wide handlebar and a responsive engine as long as you kept it on the boil. Around the eastern end of Route 2 there was plenty of traffic to pass, but I carried a quick pace, bang-bang-banging through the gears (the quickshifter is lovely!) as I zipped around cars. This was the perfect bike for this sort of scene, with pavement kept in decent condition, the suspension easily soaking up any bumps and bangs on this secondary highway through tiny communities. However, when I got to Parrsboro, where I turned left onto Route 209 for the legendary Advocate Run, the bike showed that (surprise, surprise) it’s a streetbike.

The 890 SMT can handle a lot more banging and clanging than the Duke series, but it’s still not as well-suited for a rough road as the Adventure series; the 17-inch wheel makes for better steering, but there are trade-offs. Also: Check out those tires! I was extra-careful when riding on a rainy day, but never had any issues with them. Photo: Zac Kurylyk Route 209 is in terrible, unsafe condition, with massive potholes, gravel-covered corners, and long stretches where erosion under the pavement has left the road surface on a sketchy angle. I wondered if the 890 SMT would be able to soak up this punishment with aplomb, or would I wish I had an adventure bike instead, with larger-diameter front wheel and a suspension better-suited to the rough terrain? The 890 SMT steered around most of the trouble, but the big bumps that I hit were… unpleasant. I suppose tweaking and tinkering with the fork clickers might have made a difference, but given that I was riding on a cast wheel, I opted for discretion over valor and decided to dial back my pace as I frolicked amidst the potholes. The night ended with a long highway run from Amherst to home, maybe 300 kilometers. Like I said, this ride had a taste of everything, and I was glad to have a chance to see how the big supermoto ate the superslab. Whether we like it or not, a lot of our moto trips include long stretches of four-lane, and any serious touring bike has to be able to handle it.

That low windscreen was still enough to keep me comfort well into extra-legal highway speeds. Photo: Zac Kurylyk The 890 did very well here, despite the short cut-down windshield. I suspect many owners will bolt up a taller shield if they’re doing longer distances, but I had no complaints about the bodywork or any other part of highway performance. I can happily report that roll-on power on the highway was excellent, much to the embarrassment of a kid who tried to impress his girlfriend with an impromptu race down the highway … errrrr, hypothetically speaking, of course. Final conclusions I ended up getting the occasional ride in aboard the 890 SMT as the summer went on, but I focused more on dirt riding and the SMT spent more time in the garage than I thought. I didn’t get any more touring-style trips in on the SMT, but I did get a lot more backroad and urban riding in. I think, if that’s the majority of your riding, you might appreciate one of KTM’s other supermotos (KTM 690/Husqvarna 701/GasGas ES700) more, for that sort of thing. The SMT is indeed better suited for long-haul riding than braptastic hoonery, as the name itself implies. Not that it can’t do that sort of thing, it can, but a hardcore supermoto junkie would probably enjoy a lighter, more hairy-chested bike intended for traditional supermoto-style riding.

If you don’t intend to do longer miles, I think a buyer might be happier with a more aggressive, smaller supermoto, like KTM’s LC4-powered models. At least *I* would. But for other riders who enjoy flogging bigger bikes around irresponsibly, the 890 SMT might indeed be the ticket. If you’re curious, I think you should do your best to get a test ride. It will tell you if the machine is suitable for your needs. Photo: Zac Kurylyk But if you want to get a little farther away from home, then the SMT is the thing. It’s comfortable for hours on end; it has electronics that can save your butt when fatigue and the elements delay your reaction time; it has enough power to keep a fast pace. Just don’t expect it to handle the same kind of abuse that a true adventure bike will. I also suspect that KTM figures some riders are going to want to take this thing out for trackdays, given that a Track riding mode is installed. Given that I have zero experience on a racetrack, I won’t even pretend to comment on the bike’s suitability except for this: On a bumpy Canadian roadracing track like St-Eustache or Shubenacadie, I bet this thing would be a blast, even on the stock tires, which have barely any siping and frankly, look pretty close to trackday tires. For me? the SMT is a cool idea, but I’d prefer an 890 Adventure S with a 19-inch front wheel—but they don’t currently make one. Or a Super Duke GT, if I wanted high-speed touring … that bike is just a little more super than the SMT, even if it’s based off the Duke, not an ADV platform. My guess is that a 990 SMT model is coming soon, though, giving the SMT a muscle-up that would benefit its street cred. Source link Read the full article

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Review / 2024 KTM 890 SMT

When the 2024 KTM 890 SMT appeared in early 2023, I thought I had this bike figured out: A full-sized supermoto, with aggressive handling and an engine far more powerful than a dirt bike (the usual basis for a su-mo build). I figured it would be something like the Super Duke GT, a backroad touring weapon (if I may use such an unlikely term). After a few weeks of riding the bike, I’d say that’s kind of what you get here. But not exactly. The secret to understanding this bike is all in carefully reading the name. SMT stands for Super Moto Touring, and that’s what you get.

It looks just like an ADV, until you notice that fat front tire. Photo: Zac Kurylyk The 890 SMT’s bones Here’s what we said when the 890 SMT was first introduced: At its heart, a supermoto is basically a dirt bike with slick tires. The 890 SMT takes that idea to the next level and offers an adventure bike with sticky rubber on 17-inch rims. The old SMT models used KTM’s V-twin engine, but the new 890 uses (as the name implies) the LC8c parallel twin that first appeared in the 790 series and now powers the 890 Adventure, among other machines. The engine, like the ADV models, is tuned to make less muscle than the 890 Duke. The SMT’s powerplant makes around 104 horsepower at 8,000 rpm, and 74 pound-feet of torque at 6,500 rpm, just like the 890 Adventure models. It has a 43-tooth rear sprocket like the Duke, instead of the 45-tooth as found on the ADV, and I think that taller gearing is noticeable on take-off. The electronics package is very similar, with Track mode subsituting for the Rally mode you see on the ADV bikes, but offering similar on-the-fly tuning for traction control and throttle response settings. The SMT also has Rain, Street and Sport riding modes, all governed by an Inertial Measurement Unit. Your leaning-sensitive ABS (with Supermoto mode!) and switchable traction control settings are tied to those riding modes. KTM also built in adjustable motor slip regulation and a quickshifter and cruise control. The bike I tested had all those perks.

One electro-perk my bike didn’t come with was heated grips. Hey, KTM! These should be standard equipment on a touring bike. Also note that some of the other electro features (Track mode) are pay-to-play add-ons that come with the Tech Pack. Photo: Zac Kurylyk Much of the chassis is identical or similar to the ADV models; the frame is all pinched straight from the 890 Adventure. The gas tank has a similar wraparound design, with lobes lowered down beside the engine, but it only holds 4.1 gallons of fuel instead of 5.3 gallons. That means less fuel range, but for street touring, it’s more than enough. I hesitate to state the range because I found it varied depending how hard I was on the throttle, but I think every 180 miles or so is when most riders will want to re-fuel. The wheels use cast rims instead of the spoked setups you often see on DIY supermotos. There’s WP Apex suspension fore and aft, with only 180 mm of travel. That’s a lot more than many streetbikes, but remember the 890 Adventure R has 240 mm of travel. As far as brakes, the SMT comes with beefy 320 mm front discs and four-piston J Juan radial-mount calipers.

The engine is the same as the KTM 890 Adventure. The optional quickshifter works a treat, and gear changes were slick with or without the clutch. Photo: Zac Kurylyk All in all, a very well-rounded package with a 428 pounds dry claimed weight. But the real question for me was: How did it ride, and was it a practical motorcycle for touring? The ride I don’t have a lot of experience on supermotos, but I do have a lot of experience on single-cylinder dirt bikes and dual sports, the basis for most supermoto builds. When I picked up the 890 SMT, I was just coming off a three-week jaunt on the GasGas ES700 Enduro, and I expected similarly aggressive feed back from the new twin-cylinder supermoto. That’s not what I got; maybe KTM retuned the 890 for the supermoto application, but it is still a less hard-edged machine at lower rpms when you compare it to single-cylinder dirtbike conversions. Like KTM’s other 890 parallel twins, you have to rev this engine up to get in the sweet spot. But when you do so, it’s a lot of fun.

Check out the fuel tank. It wraps around the engine same as the 790 and 890 tanks, but it holds less fuel as it’s not as low-mounted. The range probably isn’t needed for most SMT riders. Photo: Zac Kurylyk I left Halifax on the bike and headed for Route 2, running eastward along the Bay of Fundy’s northern edge on my way home. I was trying to get back before it was too late into the night, as I’d been gone about half of July at that point. In other words: I had a Super Moto Touring bike on a twisty road for a few hundred kilometers, which was the perfect testing scenario. And I was glad to have it, because the sitting-tall riding position with wide handlebar and a responsive engine as long as you kept it on the boil. Around the eastern end of Route 2 there was plenty of traffic to pass, but I carried a quick pace, bang-bang-banging through the gears (the quickshifter is lovely!) as I zipped around cars. This was the perfect bike for this sort of scene, with pavement kept in decent condition, the suspension easily soaking up any bumps and bangs on this secondary highway through tiny communities. However, when I got to Parrsboro, where I turned left onto Route 209 for the legendary Advocate Run, the bike showed that (surprise, surprise) it’s a streetbike.

The 890 SMT can handle a lot more banging and clanging than the Duke series, but it’s still not as well-suited for a rough road as the Adventure series; the 17-inch wheel makes for better steering, but there are trade-offs. Also: Check out those tires! I was extra-careful when riding on a rainy day, but never had any issues with them. Photo: Zac Kurylyk Route 209 is in terrible, unsafe condition, with massive potholes, gravel-covered corners, and long stretches where erosion under the pavement has left the road surface on a sketchy angle. I wondered if the 890 SMT would be able to soak up this punishment with aplomb, or would I wish I had an adventure bike instead, with larger-diameter front wheel and a suspension better-suited to the rough terrain? The 890 SMT steered around most of the trouble, but the big bumps that I hit were… unpleasant. I suppose tweaking and tinkering with the fork clickers might have made a difference, but given that I was riding on a cast wheel, I opted for discretion over valor and decided to dial back my pace as I frolicked amidst the potholes. The night ended with a long highway run from Amherst to home, maybe 300 kilometers. Like I said, this ride had a taste of everything, and I was glad to have a chance to see how the big supermoto ate the superslab. Whether we like it or not, a lot of our moto trips include long stretches of four-lane, and any serious touring bike has to be able to handle it.

That low windscreen was still enough to keep me comfort well into extra-legal highway speeds. Photo: Zac Kurylyk The 890 did very well here, despite the short cut-down windshield. I suspect many owners will bolt up a taller shield if they’re doing longer distances, but I had no complaints about the bodywork or any other part of highway performance. I can happily report that roll-on power on the highway was excellent, much to the embarrassment of a kid who tried to impress his girlfriend with an impromptu race down the highway … errrrr, hypothetically speaking, of course. Final conclusions I ended up getting the occasional ride in aboard the 890 SMT as the summer went on, but I focused more on dirt riding and the SMT spent more time in the garage than I thought. I didn’t get any more touring-style trips in on the SMT, but I did get a lot more backroad and urban riding in. I think, if that’s the majority of your riding, you might appreciate one of KTM’s other supermotos (KTM 690/Husqvarna 701/GasGas ES700) more, for that sort of thing. The SMT is indeed better suited for long-haul riding than braptastic hoonery, as the name itself implies. Not that it can’t do that sort of thing, it can, but a hardcore supermoto junkie would probably enjoy a lighter, more hairy-chested bike intended for traditional supermoto-style riding.

If you don’t intend to do longer miles, I think a buyer might be happier with a more aggressive, smaller supermoto, like KTM’s LC4-powered models. At least *I* would. But for other riders who enjoy flogging bigger bikes around irresponsibly, the 890 SMT might indeed be the ticket. If you’re curious, I think you should do your best to get a test ride. It will tell you if the machine is suitable for your needs. Photo: Zac Kurylyk But if you want to get a little farther away from home, then the SMT is the thing. It’s comfortable for hours on end; it has electronics that can save your butt when fatigue and the elements delay your reaction time; it has enough power to keep a fast pace. Just don’t expect it to handle the same kind of abuse that a true adventure bike will. I also suspect that KTM figures some riders are going to want to take this thing out for trackdays, given that a Track riding mode is installed. Given that I have zero experience on a racetrack, I won’t even pretend to comment on the bike’s suitability except for this: On a bumpy Canadian roadracing track like St-Eustache or Shubenacadie, I bet this thing would be a blast, even on the stock tires, which have barely any siping and frankly, look pretty close to trackday tires. For me? the SMT is a cool idea, but I’d prefer an 890 Adventure S with a 19-inch front wheel—but they don’t currently make one. Or a Super Duke GT, if I wanted high-speed touring … that bike is just a little more super than the SMT, even if it’s based off the Duke, not an ADV platform. My guess is that a 990 SMT model is coming soon, though, giving the SMT a muscle-up that would benefit its street cred. Source link Read the full article

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Honda Goes Electric / Honda Plans To Build Smaller Solid State Batteries For Its EVs

There are a few reasons why some buyers are reluctant to buy EVs in general, thats why Honda Goes Electric, but one of the biggest issues is the limitations of current battery technology. Now Honda appears to be tackling the problem head-on with its own built-in-house solid state batteries. Earlier in November, Honda revealed a new battery production line in Sakura City, Tochigi Prefecture, Japan. They explained the point of this production line this way:

While conducting technical verification to establish a mass production process on this demonstration line, Honda will determine the basic specifications of the battery cells, with an aim to begin applying its all-solid-state batteries to electrified models that will be introduced to market in the second half of the 2020s. Translation: They’re figuring out the design of the batteries they want to build, they’re figuring out how to build them, and once that’s sorted, these new solid-state batteries will be available in the next few years. Note the timeline: Honda says this is going to happen between 2025 and 2029, and in case you haven’t noticed, 2025 is just around the corner. If they want to figure solid state battery technology out, they’d better get geared up quickly. But also note that this timeline jives with previous statements Honda has made about drastically ramping up electric vehicle manufacturing—particularly electric motorcycle production—over the next few years, with new EV factories all over the world. See photos of the production line below; if Honda’s plans work out, these will be replicated in countries around the world. Honda says  its track record of achieving mass production with new technologies means they will succeed in their new electrification goals as well: Even before the battery materials and specifications are determined, the production engineering division has been participating in development and taking part in decisions on battery structure, materials, and production methods, which would be most suitable for vehicle installation. As a result, Honda was able to begin operation of this demonstration line quickly, and is making efficient progress in material selections. Honda is placing a big bet on solid state battery tech, saying they are the key to achieving this massive growth. The idea is to adapt li-ion technology into a new manufacturing process that will make batteries more affordable to produce, and more energy-dense: Based on the conventional production process for liquid lithium-ion batteries, the Honda all-solid-state battery production process adopts a roll-pressing technique which will contribute to an increase in the density of the solid electrolyte layers, a process unique only to the production of all-solid-state batteries, and makes continuous pressing possible. With the adoption of the roll-pressing technique, Honda will strive to increase the degree of interfacial contact between the electrolyte and the electrodes and also increase overall productivity. Moreover, by consolidating and speeding up a series of assembly processes, including the bonding of positive and negative electrodes, Honda will strive to significantly reduce the production time per cell. Furthermore, Honda is also working to reduce indirect costs of battery production, including power consumption, by implementing various measures, including the establishment of production control technology that minimizes the low dew point environment necessary to ensure work safety and battery performance. By increasing cost competitiveness of its all-solid-state batteries through the adoption of a highly efficient production process and by expanding application of the batteries to a wide range of Honda mobility products, not only automobiles but motorcycles and aircraft, Honda aims to further reduce battery costs by taking advantage of economies of scale. Through these initiatives, Honda will offer new value made possible by its innovative all-solid-state battery technologies to an even greater number of customers and expand the joy of mobility. Streamlining production and working on problems of economy of scale are just as important to this change as the actual design of the batteries themselves. Battery energy density and expense are the two biggest problems that electric motorcycles face currently—to make any amount of range possible, the manufacturers have to build big, heavy batteries that also cost a lot of money. If Honda can build more compact batteries and better production lines to reduce costs, it will go a long way to making electric motorcycles more practical. Whether that makes them more desirable to the anti-EV crowd is another question entirely. And that especially goes for the ADV crowd, where the ability to go long distances away from civilization is important, along with wanting low weight and practical DIY serviceability. Honda may be able to solve these problems, but convincing motorcyclists is another thing entirely. Source link Read the full article

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Moto News | Wilson slams Friese | AUSX | WSX | MX | Baja + more

Dean Wilson lets fly after injury Dean Wilson has spoken out against competitor Vince Friese in an Instagram post, saying he ‘just drove it into me‘ at Round 3 of World Supercross, dislocating his shoulder and tearing his labrum, putting the rest of Wilson’s season in jeopardy. Dean Wilson “I wish it was something positive after the weekend. But enough is enough. I got hit really hard, didn’t see it coming, cause… I had guys in front of me, I didn’t see any need for it, typical Vince shit I’ve said this millions of times, where’s the punishment now he’s actually hurt someone, what’s his next goal to paralyse someone? He never gets penalised for anything he does and I’m sick of it, he raced a race the night before – the Super Final – he didn’t even make it into and got points for it.

Dean Wilson “I may need to get surgery, all the races I have planned is all in jeopardy. To say I’m frustrated is a very light way of putting it. It just sucks I was on a pretty good roll, my racing was good, I’ve just seen the doctors last night and got the MRIs done and all that. So I’ll do therapy and figure out if I want to get surgery or not. But I just think it’s bullshit.” Kaleb Barham breaks wrist at Perth SX Kaleb Barham crashed in the whoops while contesting the Perth event which left him with a broken wrist and some what battered and bruised. Barham has since returned to Brisbane where he will undergo surgery on his wrist and will be out of the remainder of the year. Kaleb Barham “It’s a disappointing way to end the year,” Barham laments. “I was feeling pretty good and had a good run going through the whoops when the front end missing one and then dropped into the next and spat me over the ‘bars. The bike then come over and slammed me as well. I knew my wrist wasn’t good and was a bit dazed, so I was taken to hospital where I was checked out and then kept overnight as my hand was also dislocated and it took it sometime to get it back in again. It’s part of racing, but it’s the part that sucks the most.” AUSX OPEN returns to Melbourne this weekend Australia’s largest and most prestigious Supercross event, the AUSX Open, makes it’s emphatic return this Saturday night, November 30, inside Marvel Stadium, in Melbourne.

Jett Lawrence Queenslanders Jett and Hunter Lawrence, departed Australia to compete professionally nine years ago, with this weekend’s event marking their first race on home soil since climbing to the pinnacle of global motorcycle racing in Europe and the USA.

Hunter Lawrence Joining both, is American superstar and two-time World Champion, Cooper Webb. Fresh off a victory in the famous Paris Supercross event and runner up placing in the AMA Supercross Championship in the USA, Cooper aims to be the spoiler in the Lawrence brothers homecoming parade. Set to be the largest supercross event in history outside of the USA, over 40,000 people are expected to descend on Marvel Stadium.

AUSX OPEN Champions will be crowned in the Fox Australian Supercross Championship as the Melbourne event marks the fifth and final round of the series. In the SX1 (450cc) category, American Joey Savatgy , leads over Honda team-mate Dean Wilson with 97 points over Wilson’s 89. Kawasaki mounted aussie favourite Luke Clout, sits in third, with 80 points and might be able to move forward if Wilson’s injury woes from Perth last weekend holds the Scot back. In the SX2 (250cc) class it is another American, Shane McElrath who is poised for Championship victory with a ten point lead (88 points), over his Honda team-mates, Brodie Connelly (NZ) and Cole Thompson (CAN) with 78 and 74 points respectively.

AUSX OPEN In SX3 (250cc), the future of Supercross shines with promising young riders aged between 15 and 18 years old. Seth Burchall, Koby Hantis and Jake Cannon, currently lead the charge, all hoping to prove their capabilities and earn a professional, factory backed ride, for 2025.

AUSX Open Fan Day  AUSX Open Fan Day – This Friday! The AUSX Open Fan Day is set to take over Marvel Stadium Square this Friday, November 29th, giving fans early access to meet the world’s best supercross riders ahead of the Australian Supercross Championship Grand Finale AUSX OPEN! This is a FREE family-friendly event promises an action-packed afternoon filled with early rider access, autograph signings, Q&A sessions, giveaways, and exciting brand activations – all bringing fans closer to the action than ever before. Meet the worlds best supercross stars, including Jett Lawrence, Hunter Lawrence, and Cooper Webb. Australian Championship contenders include Joey Savatgy, Dean Wilson, Luke Clout, Matt Moss and more. Enjoy live Q&A sessions with riders, special guests, and event ambassadors Charlie Dixon. Plus exclusive autographs during rider signing sessions, and giveaways. 2024 AUSX OPEN details - Date: 30th November 2024 - Location: Marvel Stadium, Melbourne - Event Type: 2024 Fox Australian Supercross Championship Grand Final round - Format: Triple Crown, featuring three main-event races for each of the SX1 (450cc) and SX2 (250cc) Championship classes - Talent Line-Up: Supercross stars including Jett & Hunter Lawrence, Cooper Webb, Dean Wilson, Joey Savatgy, and more - Fan Opportunities: Meet-and-greets, rider signings, Merchandise, Live Music, FMX stunts, Activations and the ultimate Fan Fest. - Tickets: for AUSX Open are now available, with various packages and general admission options to suit all fans. - Visit www.AUSXOpen.com.au or www.ticketmaster.com.au to secure your seats - Broadcast: For fans who can’t attend in person, the action will be streamed live on KAYO Sports in Australia, Sky sports New Zealand and MAVTV worldwide.

King Kellett defends FIM Sand Races World Cup title Todd Kellett stormed to his second consecutive FIM Sand Races World Cup title in the Moto class when he claimed victory on day two of the Monte Gordo Sand Race – the fifth and penultimate round of the series – to secure the weekend’s overall win, maintain his maximum points score and move into to an unassailable lead. Kellett secured the title last year in Portugal’s famous Algarve sand and made sure of a repeat performance today after his conclusive win on Saturday. Already leading Valentin Madoulaud by over five seconds following the opening lap, the 27-year-old British star quickly asserted full control of the hour-long race.

Todd Kellett – Image by Frederik Herregods Photography By the halfway mark he had stretched his advantage over Madoulaud out to 32 seconds and by the time Jérémy Hauquier moved into second he was out of reach, eventually winning by 51 seconds with an impressive total of twenty laps. Todd Kellett “It’s absolutely awesome to wrap it up today,” said Kellett. “It feels like it’s been a long time coming with the opening round back in February making it a long season so to get the victory is incredible, especially to do it again in Portugal.” With second added to his third-placed finish on Saturday, Hauquier is virtually assured of second in the series and Madoulaud’s two-three finishes make him a solid contender for third at the end of the year alongside Maxime Sot – Fantic who was fourth. Winner of Monte Gordo last season, former MXGP racer Yentel Martens was running fourth in the early stages, but slipped back to fifth at the finish on twenty laps as he continued his comeback from injury. Already confirmed as Moto Women class champion at the previous round in Italy, Amandine Verstappen repeated her win from day one while unbeaten French sensation Paolo Maschio also doubled up to top Moto Junior 2, a result that guarantees him the title with next weekend’s deciding round – the Ronde des Sables Hossegor Capbreton – still to run.

Amandine Verstappen – Image by Frederik Herregods Photography After finishing second last year, 25-year-old Verstappen has dominated all season and the Belgian remains unbeaten in 2024 with her latest victory in Portugal following wins at the Enduropale du Touquet Pas-de-Calais, the Enduro del Verano, the Ronde des Sables de Loon-Plage and the Bibione Sand Storm. In a reversal of day one’s top-two, Dominique Mieuzet led home Moto Veteran series pace-setter Gregory Deleu – Fantic who retains his points lead and Felix Faure raced to his second win of the weekend in the Moto Vintage class to make sure of the title after Sebastien Antony once again failed to finish. Completing his double win in Moto Junior 1, series leader Matheo Gerat finished twenty-one seconds in front of Maxime Miet with both riders one lap ahead of Moto Junior 1 Women class winner Ema Satabin. Mattia Guadagnini joins Seewer on Desmo450 MX for MXGP Mattia Guadagnini will be Jeremy Seewer’s teammate on the official Desmo450 MX that the Borgo Panigale manufacturer will field in the 2025 MXGP World Championship in collaboration with the Maddii Racing team.

Mattia Guadagnini joins Seewer on Desmo450 MX for MXGP The Ducati Desmo450 MX is the bike that marks the entry of the Borgo Panigale company into the specialist off-roading world, a segment that in the coming years will see a complete range of 450 and 250 bikes. The Desmo450 MX will be available to order at selected Ducati dealerships at the beginning of 2025, with deliveries scheduled to start in June (here is the link to stay up to date on the bike that has already won the 2024 Italian Motocross Championship). Source link Read the full article

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Countdown: Must-watch AUSX Open storylines

This weekend’s highly-anticipated return of the AUSX Open at Melbourne’s Marvel Stadium has all the ingredients for a spectacular night of competition, featuring a full-sized, world-class track, all Australian Supercross Championship titles still on the line, and of course, the much-awaited return of Hunter and Jett Lawrence to Australian shores. These are the must-see storylines you need to follow in this Countdown feature.

Image: Octopi Media.

7. Last chance for best-placed Australians to shine:

Melbourne signifies the last opportunity for Australia’s top-performing Australians to end the 2024 season on a high note, especially in the SX1 class. With Cooper Webb and the Lawrences descending on this final round, wins/podiums are going to be harder than ever to earn for Australian national front-runners Luke Clout (Empire Kawasaki) and Jed Beaton (CDR Yamaha Monster Energy). Clout has been the only Australian to steal a race win from Honda Racing imports Joey Savatgy and Dean Wilson, while Beaton has steadily improved as the season progresses, culminating with his first-ever supercross round podium in Adelaide. In the SX2 class, Empire Kawasaki’s Reid Taylor and KTM Racing Team’s Kayden Minear will be aiming to finish their seasons strongly after contrasting wildcard appearances at the Perth round of the FIM World Supercross Championship (WSX) last weekend. Taylor dislocated thumb on his way to 14-14 results from the two rounds, while Minear impressed there with 8-7 results.

6. Dean Wilson’s status:

Wilson’s AUSX SX1 title defence took a knock at Adelaide’s fourth round when he finished runner-up to series leader Savatgy in what really was a must-win round for him. If he’d managed to beat his Honda Racing team-mate there, the gap between the two would only be two points instead of eight heading into the season finale. But Wilson’s entire campaign has a big question-mark hanging over it after a SuperFinal clash with Vince Friese at Perth’s WSX round saw him end the night with a torn labrum (shoulder). It’s a major blow for Wilson and it’s unclear if or when he’ll undergo surgery. Even if he does line up on Saturday, he could be operating at a lot lower capacity and will need to rely on some luck going his way if he wants to secure back-to-back championships.

Image: Octopi Media.

5. The Connolly vs Thompson showdown:

There is little love lost between Honda Racing team-mates Brodie Connolly and Cole Thompson, and just four points separate the New Zealander and the Canadian heading into the AUSX Open. They’ve found each other on the track at every round so far, with little to separate them once the gate drops. Both the SX1 and SX2 classes will again race three finals on Saturday night, meaning there will be plenty of opportunities for these two to clash again. The fast-starting Connolly has been something of a revelation in his first-ever supercross attempt, while Thompson has proven multiple times that he can quickly slice through the pack and position himself well for wins, should the opportunity present itself.

4. The AUSX Open reboot:

It’s been five years since the AUSX Open was last held in 2019 in front of more than 35,000 fans. The covid pandemic put the brakes on, shortly afterward, then the promoters – Adam Bailey and Ryan Sanderson at the time – focused their energy on trying to get the WSX off the ground with SX Global. Now effectively operated by AME Group, which is now led by Kelly Bailey, the AUSX Open has finally been resurrected and expectations are high that it’ll carry on where the previous events left off. Securing the Lawrences and Webb is a real coup and carries on the event’s tradition of attracting the world’s best riders, while the return of the FMX Best Trick competition, the Yamaha bLU cRU YZ65 Cup, and the final rounds of the SX3 and CR22 85cc Cup will ensure plenty of on-track action all evening.

3. Honda Racing to again win both titles:

Regardless of how things shake out on Saturday, it’s looking likely that Yarrive Konsky’s Honda Racing team will again secure both major championships, capping off a spectacular year of racing for the team. In SX1, Savatgy has won three of the four rounds after being beaten by an in-form Wilson at Redcliffe 1. He might now have an eight-point lead over Wilson, but he’s got a 17-point gap on third-placed Clout. Meanwhile Shane McElrath has asserted his dominance on the SX2 class and comes into Melbourne with a 10-point lead over Connolly. The highest-placed non-Honda Racing rider is Taylor in fourth, but he’s 24 points off the top spot. While Clout and Taylor are both mathematical chances for the two titles, it’s a very long shot against the log-jam of Honda riders ahead of them.

Image: Foremost Media.

2. Cooper Webb and the role of spoiler:

While most of the hype has been around the Lawrences’ homecoming, Monster Energy Yamaha Star Racing’s Cooper Webb is more than capable of throwing cold water on the party. Just two weeks ago, the double AMA 450SX champion was crowned ‘King’ at the Paris Supercross, where he also went up against the Lawrences over two nights. While Jett won five of the six races and DNF’d one after crashing into a lapped rider while leading, Webb proved consistency is key. He finished the weekend with one race win, three runner-ups and two P3s. Afterwards he paid respects to Lawrence as the fastest racer on the weekend, but also stated that he’d gained confidence from the fact that he was never that far behind the young Australian. Hunter also raced at Paris and finished the event fourth overall behind Webb, Malcolm Stewart (Rockstar Energy Husqvarna) and Jett.

1. The Lawrences return home:

Not since the last AUSX Open in 2019 have Australian fans been able to watch one of the Lawrence brothers in action on home soil. Five years ago a 16-year-old Jett Lawrence made his professional supercross debut at Marvel Stadium, while Hunter hasn’t raced in Australia since 2015 when he won the ‘MX Rookies’ outdoor championship at Coolum. A lot has eventuated since then, with the two brothers setting the standard in the US, claiming almost every title available, and finishing 1-2 in this year’s SuperMotocross World Championship (SMX). The Team Honda HRC pairing are two of the very biggest stars in the sport and the opportunity to watch them first-hand in their final race of a long season has fans eagerly counting down the days. Source link Read the full article

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Why one of ASBK's most high profile teams isn't racing in 2025

The decision to close the team behind Penrite Racing SBK – formerly GTR MotoStars – didn’t come easy for owner Heath Griffin, but with both Max Stauffer and Cameron Dunker’s futures all but locked in, the high profile independent effort won’t continue into the 2025 season. Griffin – a former national level racer himself – formed the team in 2020 with Stauffer and Archie McDonald, before later bringing Dunker in for 2021 as a development-type platform competing within the lower tiers of ASBK competition. While Stauffer graduated to the Superbike ranks for 2022 under the guidance of his dad Jamie Stauffer – the 2006 and 2007 ASBK champion with Yamaha Racing Team – and Griffin to begin learning the ropes in the premier class, Dunker won both the national Supersport 300 and R3 Cup categories with GTR.

Image: Foremost Media. As a rookie in 2023, the talented teenager Dunker won the Supersport title in his first attempt, while at the top end of town, Stauffer managed to break through for a first Superbike podium at Phillip Island’s penultimate round. A union with Deon Coote’s title-winning ER Motorsport team – which had split with Honda following Troy Herfoss’ decision to embark on an international career – for 2024 then saw Dunker join close friend Stauffer on YZF-R1M machinery, rebranded as Penrite Racing SBK after Coote had brought in the Australian-owned oil company as title sponsor. His arrival also saw additional personnel added, including decorated technician Paul Free, while on Dunker’s side of the garage he was partnered with former racer Glen Richards. The team’s presence increased significantly, with Stauffer eventually claiming a career-best fourth in the final standings and 16-year-old Dunker finishing seventh. Both will be beginning new chapters from 2025, however, with Stauffer, 20, heavily linked to a seat at YRT alongside Mike Jones following Cru Halliday’s departure, while Dunker has already been announced at MotoGo Yamaha with new Supersport champion JJ Nahlous. Still, it’s unclear if both deals are set in stone. For Griffin, the realities of running a top-level ASBK Superbike operation have taken a toll in recent years in between his own family commitments and running a business from day-to-day, and with the underlying goal of helping to firmly establish the careers of Stauffer and Dunker, his time is now up as a team owner in the sport. From the outside, it never really was clear just how the Griffin/Coote partnership was in fact operating as one behind the scenes, which makes the abrupt end after a single term together even more of a head-scratcher. “We’re not continuing for next year,” Griffin told CycleOnline. “It’s been a hectic workload with two riders on Superbikes and I’ve got my own kids just starting high school and they’re playing rep sports on their own, so just the amount of workload on me for this season has been unsustainable. “It’s been building for a while and I know it seems as though we’ve been ramping up, but the fact is that my goal was always to get Max and Cam into a situation where they can have professional racing careers. After that, I could take a break, and that’s always been the plan.

Image: Foremost Media. “I spoke to those guys probably three months ago and said I was not intending to run a team next year and that we should start looking for alternatives for them in 2025, which I have been doing. They are both looking like they’re going to have good, competitive team rides for next season. “Both will be continuing in Superbike for next year in a competitive situation. It’s been taking too much time from my business and family, and in order for us to take another step forward for next year I would have pretty much had to double that. That just wasn’t possible.” As for Coote, he has indicated that the intention is to continue in the paddock for 2025, complete with ongoing Penrite support. Speculation that Honda will be back on the grid in an official capacity appears unfounded at this point, while Coote is yet to confirm if he has plans to rebuild a proper ER Motorsport team or if he’s going to partner an existing organisation for the second time in as many years. Both options, he says, are on the table. Source link Read the full article

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4 Cheaper But Smaller Alternatives To The Cadillac Escalade

What do David Beckham, Kim Kardashian, and Taylor Swift have in common? They are just three of the many celebrities that own a Cadillac Escalade. Known for their luxury and comfort, this SUV has become a symbol of success as more and more celebrities are spotted with their own model. Its plush, detailed upholstery, paired with its huge screens, scream old-school money and classy comfort. But at a minimum price of around $90,000, the 2025 Cadillac Escalade may not be attainable for everyone looking for a spacious, high-end SUV. The Cadillac has grown into an iconic car brand since it was established in 1902. However, the Escalade isn't the only big, bold, and beautiful SUV available for fans of its roomy and feature-heavy interior and tasteful exterior. There are some cost-effective alternatives to the Cadillac Escalade for drivers that want the same red carpet effect without breaking the bank. These SUVs may be smaller, but they still have a plethora of high-tech and comfort-focused features — some of which may even surpass the Escalade.

Volvo XC90

The Volvo XC90 touts itself as a luxury SUV, promising a refined, intuitive, and stylish experience. What makes it a direct competitor to the Escalade is its focus on old-school vibes blended with up-to-date technology for maximum comfort and convenience. The Volvo XC90 has three rows of seats, an air purifier, and plenty of assistance options. Its performance is equally focused on comfort, promising smooth takeoffs and decent fuel economy. It actually has much better miles per gallon than the Escalade, at 26 mpg compared to the Escalade's average of 16. A 2025 Volvo XC90 starts at $57,400, putting it at a much lower price point to the Escalade. Even the plug-in hybrid Volvo XC90 model will save you some racks compared to the Escalade at $71,900. This price point does come with some downsides, however, like the Volvo XC90's lack of power. Its four-cylinder engine produces under 300 horsepower despite it being over 4,500 pounds.

Audi Q7

The 2025 Audi Q7 is known for being a luxury family SUV, so maybe it doesn't have the glamorous image of the Cadillac, but it's honestly a stylish direct competitor due to its many upgrades in the newest model. Outside, the Audi Q7 has a two-tone wheel that looks simple yet bold, an illuminated Audi logo on the grille, and blacked out trim all along the side. The biggest updates, however, are to the interior features. The high-end version has plush, memory seats, dual screens with a lot of included apps, and plenty of space and headroom. When it comes to the driving experience, Audi Q7 has a lot of fans. Owners say that the handling and turning is impressive for a car of its size. During SlashGear's first-drive review of the Audi Q7, we found that it "floats" down the road, even rockier ones. But at 5,000 pounds, don't expect the Audi Q7 to have a ton of pep or impressive top speeds. Of course, it's a family-focused SUV, so safer driving is expected. At $60,500 (or around $90,000 for the top package), the Audi Q7 is a great alternative to the Cadillac if a comforting, smooth, and luxurious ride is what you're after.

Genesis GV80

Starting at just under $60,000, the Genesis GV80 has everything you expect and more — even the base model. All 2025 Genesis GV80s come with an infotainment touchscreen, heated seats (plus arm rests), and three classy interior shades to choose from. This beautiful and feature-heavy SUV also has all-wheel drive, drives in almost complete silence, and reaches 0-60 mph in a little over six seconds. The 3.5T Advanced trim, which is still just $75,000, also has leather upholstery throughout, adaptive cruise control (with lane centering), automatic climate control, and a sunroof. With a turbocharged 2.5-liter four-cylinder that produces 300 HP, the base model 2025 Genesis GV80 doesn't perform much differently from in the past. However, SlashGear reported that the GV80 exchanges this engine for a 3.5-liter twin-turbo V6 with 375 horsepower and 391 lb-ft of torque. Not quite the Escalade's 420 to 682 horsepower, but this massive SUV also weighs around 1,000 more. When it comes to the two SUV's performances, the smooth, comfortable ride is the true comparison that shows why the GV80 is a great competitor even at its lower price point.

Porsche Macan

The other luxury SUVs on this list were first, but the Porsche Macan may do it better. It's better late than never: The 2025 Porsche Macan EV and internal combustion engine (ICE) models both blend comfort with performance in a way that others on this list don't. The trick is choosing whether you prefer the battery-powered EV or the engine-powered ICE. The Porsche Macan has an overall smaller interior than the Escalade, which comes with a few setbacks. The cargo space is on top of the list of inconveniences, followed by a lack of legroom for backseat passengers. You also have to pay extra (like a few thousand) for leather seats. But the Porsche Macan makes up for these shortcomings with an impressive driving experience beyond what you'd expect from a larger SUV. The Macan EV base model starts at $75,300 but jumps to over $107,000 when you get to the Turbo model. Meanwhile, the ICE base is just $62,900 and reaches $76,000 at the highest trim. The Porsche Macan EV is a battery-powered SUV with rear-wheel drive that generates up to 335 horsepower (355 when using launch control), and can go from 0-60 mph in 5.4 seconds. We clocked it at 136 mph on the track. This performance is already quite better than the Escalade, making up for its lack of space and luxury. If you want even more from the Macan, however, the ICE version is even faster. This is because the EV version weighs a lot more. Whichever model you choose, however, expect it to perform better than the Escalade when winding through back roads or heading off the beaten path. Source link Read the full article

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2025 Honda NT1100 Review: Time to Reconsider that ADV Purchase?

The updated 2025 Honda NT1100 embodies the ethos of omotenashi, apparently. For the uninitiated (which included me until it was uttered at a presentation before the launch ride in Spain), omotenashi doesn’t directly translate to a single word in English, but rather, it’s all about a feeling of hospitality and mindfulness, and is closely associated with the hosting of the Japanese tea ceremony. Right. Linking that to riding a motorcycle seems a bit of a stretch, but I can see what they’re getting at. The NT1100 is a bike that’ll look after you, and whisk you to your destination in about as much comfort as is possible for something on two wheels. And thanks to a raft of changes, it should be better than ever at completing that task.

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To suss out the effectiveness of the changes, I rode the bike in DCT form with the electronic suspension specced at the international launch in southern Spain.

The side profile of the new bike

Price, colours and availability

The base model NT1100 (manual gearbox) will be available in the UK for £12,679, making it the same price as the previous model year version. Likewise, the NT1100 DCT will cost no more than previously at £13.679. The new flagship model in the range, the NT1100 DCT Electronic Suspension, will be landing in UK dealers with a list price of £14,099, meaning the trick Showa suspension upgrade is only a £420 premium. Looking at the competition, the closest to the top-spec NT from Yamaha comes in the form of the Tracer 9 GT which commands a price of £13,216. The £15,569 Kawasaki Versys 1000 SE could also be looked at as a competitor to the new top-spec NT, although with more power than the Honda, its slightly higher price seems justified. The bikes are expected to be in UK dealerships in the new year (hopefully around January) and each variant of the bike will be available in either Mat Warm Ash Metallic, Gunmetal Black Metallic, and Pearl Hawkseye Blue, each of which is a new colour for 2025.

a front view of the 2025 NT1100

What’s new with the 2025 NT1100

Starting with the engine of the bike, which is the same across the range, the 1,084cc parallel twin-cylinder unit now features a new larger 33mm intake ducts, and intake trumpets that are 65mm longer than before. The NT1100 also features a revised combustion chamber and a new exhaust system, as well as updates to the ECU to suit the revised engine.

The engine of the 2025 NT1100 The updates are responsible for boosting low and mid-range torque by a claimed seven per cent without sacrificing any peak power - a claimed 100bhp at 7,500rpm. Peak torque is also claimed to have increased, from the 76lb ft of the 2024 bike up to 82lb ft of the new machine. Peak torque is also achieved slightly lower in the rev range arriving at 5,500rpm on the 2025 model, not the 6,250rpm of the 2024 model.

Nissin brake calipers The bore and stroke of the Africa Twin-derived engine are the same as before (92mm with an 81.5mm stroke) although the changes to the combustion chamber have raised the compression ratio slightly, taking it from 10.1:1 to 10.5:1. As before, there’s a 270-degree crankshaft to give an offset firing order. As before, riders can either choose fully automated shifting or button-operated shifting via the paddles on the left handlebar. Shifting schedules for automatic mode remain as D, the most economical, and S which has three levels to choose from - with three being the most sporty and aggressive.

The TFT screen of the NT Along with the electronic and mechanical updates for this year, the NT1100 will also feature revised styling, headlined by a new fairing which is partially constructed from a bio-degradable material called Durabio. The front fairing is said to give the 2025 bike a ‘smaller, sleeker ‘face’’, while the tail unit has also been tweaked. Nestling on top of the redesigned fairing is a revised screen, which features 167mm of adjustment through five steps. Rounding out the new bodywork is a 150mm longer front mudguard for improved weather protection.

New indicators are included One welcome addition to the new model is the revised indicators which are now incorporated in the headlights, and not on their own stalks as was previously the case. The positioning of the indicators on the outgoing model meant the positioning lights would reflect in the fairing-mounted wind deflectors which could be a little distracting, hopefully mounting them within the projector headlight (which also features a DRL) should cure that issue.

The panniers are now larger than before Another upgrade for 2025 is the inclusion of larger panniers that are claimed to be large enough to stow a full-face helmet within. The new boxes are 25mm deeper than before, yet still mount to the existing fixing system, and now boast 37 litres on the left and 36 litres on the right, up from 33 and 32 litres provided by the outgoing machine.

Cornering on the NT1100

New Showa EERA for 2025

Probably the most headline-grabbing update to the NT1100 for 2025 is the inclusion of the new DCT Electronic Suspension version of the bike. Like the existing Africa Twin ES models, the new top-spec NT’ gains the Showa Electronically Equipped Ride Adjustment (EERA) system. Equipped with settings specifically developed for the NT1100, the system automatically adjusts the damping based on information from the ECU, the IMU and a stroke sensor. The system is claimed to adjust the suspension just 15 milliseconds after the calculations are completed. Because of this, the Showa system can automatically tweak the suspension of the bike in line with how the machine is being ridden, firming the damping as the speed increases and softening it once the speed reduces. There are three pre-determined suspension modes, Urban, Tour, and Rain, along with a User mode that allows the rider to choose their own remound damping and preload setting. On top of this, the EERA allows the rider to adjust the rear preload of the bike through 24 steps while on the move, regardless of which suspension mode the bike is in.

The 2025 Honda NT1100

What’s it like to ride?

Perhaps the most useful part of the whole press ride wasn’t on the 2025 version of the bike, rather, one on 2024 machine that tagged along with the group. A ride back to back with the new one highlighted just how good that new electronic suspension is. The ride is noticeably busier on the 2024 NT1100, even on reasonably smooth Spanish asphalt. Switch to the 2025 bike, and suddenly everything is ironed out and just shrugged off. Yes, in the hard suspension setting you can still get bounced out of the seat when tackling particularly rough bits of road, but the comfort and composure are still better than on the passive-damped bike. It never crashes through its travel.

A new semi active suspension version is available The medium mode is, perhaps unsurprisingly, probably your best bet for most situations, and works nicely when combined with a bit of extra preload at the rear. The NT doesn’t become wallowy in the soft setting, but there’s noticeably more brake dive. Meanwhile, the engine tweaks result in a parallel twin that seems more eager and refined, although it still feels like a bit of a workhorse, especially compared to Honda’s higher-revving twin found in the XL750 Transalp and CB750 Hornet. It’s gutsy, but not the most exciting. Admittedly, the DCT might well be sapping a bit of fun out of it - slick though the gearbox is - and you do start to warm to the engine when using the shifters on the left-hand switch cube, deciding yourself when exactly you want to buzz up to the redline or short-shift.

The screen can now be adjusted on the fly In sport mode, I never quite felt like I agreed with the shifts the gearbox was making, particularly in the S3 mode in which the bike is too keen to hang onto gears. This leaves the revs sitting annoyingly high long after you’ve calmed down to cruise through the village rudely interrupting your twisty road fun. S2 is a better balance, but still, I found myself wanting to partake in some manual intervention.

The launch event was blessed with perfect weather and roads It’s smoother and more consistent off the line thanks to the nerdy DCT changes, though, and for cruising around normally in D, it’s ideal, with a quiet brilliance to the way it seamlessly shuffles ratios. At that point, you forget all about it, which is the biggest compliment you can pay to a system like this - you’d only be noticing it if it was doing annoying things. And cruising is generally where the NT1100 excels. Yes, it can do the twisty stuff, and much better than you might expect. In fact, much of the route involved winding mountain roads, and up to a point, the NT hides its near 250kg bulk quite well. As soon as things get tighter and more nadgery, though, it starts to feel a little unwieldy, and more pronounced steering inputs are needed to get the thing turned.

Cornering on the NT1100 It also feels as though the foot positioning could be further tweaked. Several times I had my boots brushing the floor when heavily leant over, and I wasn’t the only rider to experience the same on the launch. The new screen is far easier to adjust than the old one, which required you to get off the bike, grasp it with two hands and wrench it up or down in a way that made you wonder if you were going to break the damn thing. The new setup is a little fiddly, but can be done on the move easily enough. I found myself running the screen at half extension, though. When up as high as it’ll go I experienced a helmet-wobbling turbulence at anything over about 50mph. Admittedly, I am six-and-a-bit feet tall and a lot of motorcycle screens aren’t much use to me - if you’re a bit shorter, you’ll be better cocooned.

LED lights feature from the front to the back Something that hasn’t changed is the design of the left-hand switch cube, and it remains spectacularly busy, a bit ugly, and difficult to get your head around initially. In time, I’m sure you’d get used to it, but when so many other positive changes have been made, it seems a shame this bit of the bike has been left as is. It’s also worth pointing out the USB socket is of the A variety, which is fast becoming old fashioned. At this point, though, we’re splitting hairs.

New styling is a subtle tweak compared to the previous NT1100

Should you buy a 2025 Honda NT1100?

Look, I’m not going to judge those who buy an adventure bike for touring, and then never take the thing off road. It happens enough in the car world with people buying high-riding SUVs, with the closest thing they do to off-roading being parking up in a gravel car park. And yet, a more traditional tourer like the NT1100 is going to better serve a lot of these riders who are eying up ADVs, Honda’s own (and NT-related) Africa Twin included. They’re great bikes for munching miles, but to borrow from that pre-ride presentation again, just not quite so omotenashi. There are, though, touring bikes that’ll be more fun at the mountainous destination of your tour while barely any less comfortable on the way there, for instance, the Yamaha Tracer 9. The NT1100 is perfectly competent and does all it needs to, arguably going a little beyond that point, especially given that Honda calls it a ‘tourer’ and refuses to stick the word ‘sports’ before it. The changes make the bike more appealing than ever. What’s more, it’s still excellent value, and if you’re already looking at a DCT-equipped bike (two-thirds of NT1100 buyers go for the auto), it’s such a small jump to spec the electronic suspension that it seems like a no-brainer. Source link Read the full article

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Who Makes The Engines For NASCAR Truck Series?

Grindstone Media Group/Shutterstock NASCAR has been the premier stock car racing league in the world since its inception in December of 1947. And as the NASCAR brand has grown, it's incorporated new series into its schedule in an attempt to garner more viewership and bolster its fanbase. In June 1949, NASCAR held the first-ever Strictly Stock race. This single race would evolve over the years into the NASCAR Cup Series, the league's top series and its division for the world's best racers and some of NASCAR's most powerful engines. Over 30 years later, NASCAR would expand its reach by introducing the company's second-tier racing competition known as the Busch Late Model Sportsman Series in 1984. That series is still held today as the Xfinity Series. Following the breakout of the Busch Late Model Sportsman Series, NASCAR decided it would develop another national series, but this one would be catered towards pickup truck racing. As a result, NASCAR created the Truck Series in 1994, which is still being run today as the NASCAR Craftsman Truck Series. Though that series has undergone some changes over the last 30 years, the current form of this competition wouldn't be possible without Ilmor Engineering — the company responsible for building NASCAR Craftsman Truck Series engines. How Ilmor Engineering got its start

Bruce Alan Bennett/Shutterstock Ilmor was founded by Mario Illien and Paul Morgan, who sent a letter to Penske founder Roger Penske in 1983. In the letter, Morgan and Illien mapped out the idea for a company that would specialize in designing and building turbocharged engines for the IndyCar Series — an open-wheel car racing series that competed with NASCAR. Less than three months after their proposal, Penske decided to back Morgan and Illien, leading to the creation of Ilmor Engineering. With access to Penske's IndyCar Racing Team, Illien was able to pair his design skills with Morgan's manufacturing experience. Thanks in part to funding from General Motors as well, Mogan and Illien were able to build Ilmor's first eight-cylinder, turbocharged Chevrolet engine. Soon after completing that engine, four-time Indianapolis 500 winner Al Unser became the first person to use an Ilmor in a race in 1986. Just one year later, Automotive Hall of Famer Mario Andretti made history by becoming the first person to win a race using a vehicle outfitted with an Ilmor engine in 1987.

Ilmor Engineering expands into other areas of racing

After Mario Andretti's signature win in 1987, Ilmor became a household name. Using this newfound momentum, Ilmor began to cement itself as one of the best engineering companies in the world of racing. By 1993, Ilmor had teamed up with Mercedes to make a special engine built specifically for Indianapolis 500 racing, dubbed a pushrod engine. This MB-500I engine helped Al Unser Jr. — Al Unser's son — win the Indianapolis 500 in 1994. Piggy-backing on the success of the MB-500I, Ilmor expanded its Mercedes-Benz partnership by agreeing to design an engine for Formula 1 racing. That Ilmor engine would eventually help the McLaren team secure back-to-back F1 World Championship victories in 1998 and 1999. Around the same time, the company launched the Ilmor Special Projects Group (SPG) and began working on a NASCAR program with Daimler Chrysler. By 2000, Ilmor had started working with the Indy Racing League, developing a GM-designed engine that secured victories at the 2001 and 2002 Indianapolis 500.

Ilmor Engineering's deal with the Truck Series

Grindstone Media Group/Shutterstock After almost 30 years of undeniable success, Ilmor landed one of its biggest deals when it joined forces with NASCAR. In 2018, NASCAR announced that it would be using Ilmor's NT1-spec engines for its NASCAR Truck Series. Of the 32 teams that participated in the 2018 NASCAR Truck Series season, 27 of them elected to use Ilmor's motor. Legendary NASCAR driver and team owner Jennifer Jo Cobb had nothing but praise for Ilmor's engineering when speaking in 2018 about the deal the company had reached with NASCAR. "They call it the NT1-optional engine, but I like to say built by Ilmor because Ilmor has done so much for all the teams," she said. "Their engineers treat me as good as they treat the top teams, so it's been really cool to have that support ... I'm excited for what this is going to mean for the shorter tracks. I think these engines have so much more torque, and the shorter the track it's just going to continue to get better." Ilmor Engineering still dominates the NASCAR Truck Series in 2024. Ilmor says that its engines give teams and drivers the performance, reliability, and technical support needed for racing success. And with "on-going product development," there's no limit to what NASCAR Truck Series drivers will be able to achieve in the coming years using Ilmor's potent engines. Source link Read the full article

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2025 NFL Draft: Raiders Trade Up for Shedeur Sanders in Latest Top 10 Mock | News, Scores, Highlights, Stats, and Rumors

1. QB Jaxson Dart, Ole Miss The biggest concern about Jaxson Dart's game happened to be how he'd handle top competition when Ole Miss' quarterback-friendly offense didn't provide an expansive runway. Last week's performance against the Georgia Bulldogs was supposed to be his defining movement. Instead, the 21-year-old signal-caller couldn't hold it together against the Florida Gators. "Dart started the game strong and fast," Parson said, "but his performance dwindled. He struggled to complete passes outside the numbers and down the field. His processing and field progressions were concerning as the coverage became tighter. "His decision-making with the game on the line was particularly troublesome. He threw passes into multi-defender windows, showcasing uncontrollable aggressiveness, leading to two interceptions and losing the game for his team. If things are not easily schemed up/open, Dart has not responded well."

2. Edge Nic Scourton, Texas A&M Texas A&M's Nic Scouton should be a consistent presence on a weekly basis because of his outstanding all-around skill set. That's not always the case, though. "While Texas A&M's heart-breaking loss to the Auburn Tigers didn't fall on Scourton's shoulders, he didn't help the cause," Holder said. "He was a ghost, failing to record a single tackle and didn't get much pressure as a pass-rusher. "The Purdue transfer had the potential to establish himself as the top edge defender in this year's draft class but has been rather pedestrian for the majority of the campaign." 3. CB Will Lee III, Texas A&M In Auburn's four-overtime win over the Aggies, the Tigers eclipsed 300 passing yards. Texas A&M cornerback Will Lee III showed a lot of promise early in the season, but he hasn't been the same player as of late. "Lee's draft stock is on a slight down trend due to inconsistent play and coverage lapses that have been exposed in recent games," Giddings said. "While his size (6'3", 190 lbs) and athleticism are promising, He has struggled with his transitions with off-coverage, often losing ground and giving up leverage to receivers, especially when pressed with speed. "A notable example came in the Auburn game, where he gave up a touchdown early due to these issues, leading to him being limited to under 20 snaps in that contest and none in the second half of that game. "His habit of sitting on routes and struggling to regain leverage has made him vulnerable to bigger plays, and his hand-usage in press coverage has been too aggressive, sometimes resulting in penalties. "Although Lee's physical traits and tackling ability are strong, these coverage inconsistencies and mental lapses are raising questions about his readiness for the NFL, leading to concerns about his development at the next level." 4. OT Kelvin Banks Jr., Texas Josh Simmons' season-ending leg injury opened the door for another prospect to secure the mantle as the 2025 class' OT1. Texas' Kelvin Banks Jr. was the obvious option. He's failed to do so, though. "Banks has maintained a solid level of play over the last couple of weeks but has recurring balance and re-leveraging issues after initially getting overextended that has led to him falling off of a couple of blocks a game against slippery defenders," Thorn said. "These typically occur on angle-drive blocks on the frontside when he has to navigate space before contact and defenders are able to shift prior to contact. This changes the aiming points and Banks doesn't always adjust well to a shifting target causing him to lean and then lose control when defenders sidestep, creating soft edges. This is also something that occurs in pass protection and is one of the primary reasons why many evaluators have mentioned Banks being a best fit at guard at the NFL level. "Banks is executing his job at a fairly high level this year. Upon deeper inspection, these issues remain a concern when projecting to him dealing with NFL defenders." 5. QB Jalen Milroe, Alabama Jalen Milroe's draft stock may be the most volatile of any prospect in recent memory. He looked phenomenal against the Georgia Bulldogs and LSU Tigers. Yet the Crimson Tide QB played poorly against the Tennessee Titans and Oklahoma Sooners. Which version is going to show up at the next level? "Milroe continues to be a roller-coaster ride of quarterback play," Parson said. "Against Oklahoma, he threw three interceptions and zero touchdowns. His explosive running ability was contained, and, without it, he was ineffective in throwing the football from the pocket. "Milroe's 2024 season has been nothing more than a flash of passing ability and inconsistency from the pocket. He has some tremendous traits. But he's a high-risk option." Read More Read the full article