The Honda Legend KC2 was meant to be Honda's answer to the likes of the Nissan Fuga and the Lexus GS and while the NSX-derived Sport Hybrid SH-AWD system sounds revolutionary at first, no one's really caught on because as I suspect, no one's interested in Honda's flagship saloon despite the NSX connection to it. To up the ante, a minor change was implemented, and looks like there's going to be a lot of explanation to do with Honda's flagship hybrid luxury saloon.
2018 Honda Legend
If you are aware of this, the 2018MY Honda Legend is now a Japanese equivalent of the recently facelifted Acura RLX and as hinted by the odd-looking hexagonal grille, the Jewel Eye headlamps that are not good for people with trypophobia, the redesigned front bumper, new wheels, and new rear design, you can really tell that Honda did spoil the good looks of the Legend in the same way Ford did with their Mustang. Yes, the pre-facelifted design looks nice but the facelifted design looks horrible to many.
2018 Honda Legend interior
2018 Honda Legend interior
The interior is still the same as the pre-facelifted Legend but refined with some added materials to keep it fresh. You are still greeted with the annoying dual-screen dashboard, some buttons in place of a gear lever, the Krell 14-speaker Audio System, head-up display system, and so on but still, you will have that "out on a limo" feeling when you experience its level of luxury.
2018 Honda Legend
Like its American equivalent, the 2018MY Legend's SH-AWD has been recalibrated for better dynamics but still, it has the same 3.5L i-VTEC V6 direct-injected engine mated with three electric motors that produce 314PS of power and 371Nm of torque while mated with a 7-speed DCT and torque vectoring. Fuel economy is still at 16.4 km/l by soon-to-be-outdated JC08 mode standards.
For safety, the Legend comes with Honda Sensing uite of safety tech such as a Collision Mitigation Braking System with automatic emergency braking, Lane Departure Warning, Forward Collision Warning, Lane Keeping Assist, Adaptive Cruise Control with Low-Speed Follow and Road Departure Mitigation.
The 2018 Honda Legend starts at 7,074,000 Japanese Yen and while the price sounds expensive for a Honda saloon, you can still afford one compared to the Lexus GS450h but why bother? There were only a few people interested in buying a Honda Legend and despite its new look, the status quo remains the same for now.
Available Colors: Majestic Black Pearl, Premium Crystal Red Metallic, Platinum White Pearl, Super Platinum Metallic, Gilded Pewter Metallic, Premium Deep Rosso Pearl, Modern Steel Metallic, and Obsidian Blue Pearl.
From the beginning to its discontinuation up to its revival, the NSX has been one of Honda's all time greats when it first came out in the dawn of the 90's. It was about as awesome to drive as a European exotic but unlike them, the NSX is driver friendly because of its reliability and accessible dynamics that was proven popular among speedo boys worldwide. So, how about a little history lesson round Suzuka?
So, the first of its kind? What is it? Of course, I don't need further explanation about the NSX apart from the fact that the legendary Ayrton Senna involved in the development of this car but what I want tell you about is how the NSX impresses me from the start. Of course, the NSX really is a budget supercar for those who don't have the funds to buy expensive sportscars like the Ferrari F355 or the Lamborghini Diablo, but while the pricing is the party piece for the original NSX, the performance is not what you called exotic standards. Because this is pure "Japanese" inside and out, it's only good for 180kph, the standard top speed for all Japanese cars on the road (with some exceptions to the rule).
It may not be as fast as a European exotic because it's too Japanese in its own but the dynamics are pretty impressive for a Japanese sportscar and even if you're not concentrating, it feels just so nicer to drive as any other JDM car I know. No wonder speedo boys fell in love with the NSX since the very start.
So, what about the facelifted version? Sure, Honda restyled the back, the front, and they replaced the headlights with fixed ones but it still behaves pretty much like the same thing. In the R, it pulls out all the right moves speedo boys really love. Look at the speedo, it now reads up to 300kph, which is not very "Japanese" at all and we love it and unlike today's GT-R, it doesn't have the sat-nav to restrict its speed. However, despite all the back-to-basics approach, the 3.2L V6 engine produces less than 280HP of power so it's not as powerful as its European supercar rivals.
Even though this NSX R is short on power compared to its rivals, the aerodynamics is what impresses the most and because of its aerodynamics courtesy of its new hood, new rear wing, and extensive use of carbon fiber, it's no wonder that it became the first street-legal road car to break the 8-minute barrier from the legendary Nurburgring.
It's hard to miss the original NSX the most because even though Honda stopped making one in 2005, its heritage will not be forgotten and the same thing goes to today's NSX.
With the promise of "Original Must Be Done", the NSX combines tradition with innovation and because it's now a hybrid supercar that is five times less expensive than the Hybrid Hypercar Holy Trinity we are familiar with, it combines performance and efficiency in a same pace.
Like its predecessors, despite all the added power from its 3.5L V6 Turbo engine coupled with three electric motors and a Li-ion battery, it's not as fast as the Europeans but what it makes up from its shortcomings is fly-by-wire brakes that has no physical connection to the pedal because it needs to harvest all that energy to recharge the batteries and the Sport Hybrid SH-AWD works rather very well, resulting to impressive handling that makes you feel like you're driving a Civic while soothing your brows all the way home. And then there's the aerodynamics that can cool all the motors while promising generous downforce in all four wheels.
Well, with all that history lesson done and about, let's see how much the NSX has evolved from the past to the present with a quick lap round the track. Man, it's great to have Suzuka back in the world of Forza and with all of the ingredients here, this is going to be the most interesting history lesson yet!
And now the results...
E-NA1 - 2:41.975
LA-NA2 - 2:37.361
NC1 - 2:27.069
The original NSX made speedo boys driving a supercar less complicating than the Ferrari and with its hybrid successor, it really feels pretty much like the same thing. It's great to have Honda back at making the NSX but as years change, the NSX surely has some room for improvement and if you're listening, Honda, never stop improving. The NSX is a great supercar but when it comes to perfection, be like Nissan. Don't stop improving your beloved masterpiece until it's time to let go.
Facelifts, in automotive terms, a facelift is considered an improvement to a current generation model with some upgraded looks, features, and more. While some facelifted vehicles look as nice as a polite neighborhood, there are some facelifted cars that others said they have completely spoiled the once good looks and in this unscripted article, time to jot down with the not so prettiest facelifted vehicles on the market today, beginning with the Ford Mustang.
2018 Ford Mustang
2018 Ford Mustang Convertible
When Ford launched the sixth generation Mustang, the world rejoiced because for the first time, everybody in the world gets one because of its modern muscle car looks, modern interior, a choice of engines, and a new independent suspension that now behaves like a proper sportscar should. Now, with the 2018MY minor change, looks like the folks completely done it by spoiling the once good looks of the car and when they first showed it to the world, some would say it's disgusting, they prefer the pre-facelifted one better, and it is sad-looking. Yes, I keep hearing what they said about the recent minor change, even trying to convince that they borrow Darth Vader's looks won't cut it because like they said, it's sad looking. Although unimpressed by how it looks, the 2018MY Mustang still has that one horrifying feature and it's those rear indicators that when flickered, the indicators are sequentially flashing and that is as horrible as a butt crack. No one would want to see the back of the Mustang on the road because this is the last time they'll ever see one showing its butt on public. places.
On the inside, the Mustang now dons a digital instrumental panel with a customizable gauge layout that makes it as unique as personalizing your own tumblr page. Nifty, you see.
Under the hood, the Mustang now only offers a choice of a 2.3-liter EcoBoost four-cylinder engine and a newly improved 5.0L V8 engine that now churns out 460 HP of power and 420 lb.-ft. of torque, which is not bad, but get this; in addition to the 6-speed MT, both models are mated with an optional 10-speed gearbox like the one that you've experienced on the Ford F-150 Raptor and that sounds like overkill for a Mustang to possess a double-digit gear that thinks it can behave like a Fast and Furious gearbox but still you can never have too many gears for this. Also, the handling is now even better than ever thanks to the MagneRide Damping System inherited from the Ford Performance lineup.
Oh, and did I mention that the 2018MY Mustang now comes with a wide array of safety tech such as Pre-Collision Assist with pedestrian detection, distance alert, lane-departure warning, lane-keeping assist and Driver Alert System. Now that's a creepy way to put it in a sportscar like that.
The 2018MY Mustang starts at 25,585 US Dollars (Php 1.3M) and it comes in coupe and cabriolet. Let's admit it that despite its ugly looks, they never spoil most of the party pieces that made the Mustang great, even the V8 engine that now comes with added grunt.
Come on, if you all think the 2018MY Mustang is all ugly, perhaps take a look at an even more ugly offering, this time from Acura.
2018 Acura RLX
Like the Ford Mustang, the recent minor change of the Acura RLX did spoiled the once good looks by giving it a massive hexagonal grille that plagued the MDX and the TLX and that grille is as big as Diego's lips at least. If the grille wasn't the least of your problems, those who had trypophobia should better look away from the lamps now because the Jewel Eye headlamps still had the expression that it's got too many holes a person who has trypophobia feels like his skin is crawling. Ugly indeed that is but on the inside, there are just minimal changes around here such as the steering wheel.
Still, for a premium luxury sedan, it's rather not bad to get accommodated with because it kind of reminds you of the Audi A6 in so little ways and if you're trying to brave the RLX's ugly styling that scares away people with trypophobia, it's like a walk in the park.
The RLX's drivetrain has been slightly improved like for instance, the one with the 310HP V6 engine Precision All Wheel Steer is now mated with a 10-speed gearbox like you get in the Ford Mustang and it's okay because this is a premium saloon, it won't count being an overkill to possess so much gears. Then, the flagship Sport Hybrid variant featuring the 3.5L i-VTEC V6 direct-injected engine mated with three electric motors has been recalibrated for better dynamics.
Yes, the Sport Hybrid variant with its SH-AWD draws inspiration from the NSX hybrid supercar that we all like but even with some minor touches, it still feels like it shares nothing in common with it but it is very good to drive in all sorts of road conditions even in the wet and with the good parts such as the 7-speed DCT and torque vectoring, this RLX would still eat the A6 in a country club while wearing pajamas.
Also, the 2018MY RLX still comes with the AcuraWatch suite of safety tech such as Collision Mitigation Braking System with automatic emergency braking, Lane Departure Warning, Forward Collision Warning, Lane Keeping Assist, Adaptive Cruise Control with Low-Speed Follow and Road Departure Mitigation.
The 2018MY RLX starts at 54,900 US Dollars (Php 2.732M) and while it continues to be lamented by many because of such ugly looks, it still ticks all the best spots a premium saloon offered and in the case of the hybrid variant, it's not half bad at all apart from the recalibrated SH-AWD.
So, the moral of this unscripted article? Well, despite the latest versions of the Mustang and the RLX are a tad ugly to look at, they still work their magic to cater every customers' desires and I think there's a bit of something we can all learn here.
A GT500-spec Lexus LC became the champion of the recently concluded Super GT season and it's not bad for those who are one with the young jumpstarts that edging the likes of the Nissan GT-R and the Honda NSX in the middle of Japan's premiere touring car championship. So what is it then, this Lexus LC?
That is a tricky one because, by the looks of it, it was heavily inspired by the LF-LC Concept Car from several years ago, making it one of the clearest examples of what happens when a concept car goes into production while retaining most of the striking aspects of the concept car it was based upon. And because it was utilized on a brand new platform, the new model delivers a near-perfect weight distribution that handles like it promised. Of course, while it was powered by the same 5.0L V8 engine from the F lineup but mated with the first-ever 10-speed AT, I wonder what is like driving Lexus' new halo car that promises LFA-inspired thrills like no other?
From what I can tell behind the wheel, this V8-powered Sport GT from Japan is very promising at first and as I kept on driving, the LC500 is still as promising as it was setting off for the first time. I think the Lexus folks used the second-generation Toyota Soarer, which is the first Lexus SC in the world market, as the inspiration for the LC's dynamics and because of the new platform, the new double-joint multilink front suspension, and the Lexus Dynamic Handling, the LC behaves like the Soarer from the last century while promising a well-civilized drive not bad for a grand tourer.
In my mind, the Lexus LC is a Japanese take on the Mercedes-AMG GT because while they're not as superior as their powerful predecessors, they still deliver a show of force purists can't get enough of. Well, the LC is an ideal purists' car because with no turbos or hybrids holding it back, the sonorous tone of its 5.0L V8 engine tweaked specifically for this car is music to their ears and for those who drive it, it didn't matter if today's turbocharged sportscars can beat it in a little game of Top Trumps because, for this car, it's all about being an enjoyable grand tourer made for the most discerning of drivers who want to drive a car that can tour around from one place to another. As I drove the Lexus LC on GT SPORT, it's hard to fathom how good is the ride because the more I keep driving with this car, the more I'm starting to enjoy it and I understand that.
The Lexus LC500 may be Japanese made but it behaves like a European sports car and sounds like an American muscle car it's all about the best of both worlds for Lexus's newest grand tourer that doesn't care about its results at the end of the day and for those who had numerous reasons to hate very fast European exotics, supercharged American muscles, or turbocharged sports cars should look further to this because to you, the Lexus LC is the best car and you would have it than any fast car with an extravagant price tag. Hmph. Only because you are a Gran Turismo fan and since the Lexus LC is now a certified Gran Turismo-exclusive, let's see how much you'll love your new favorite by pitting against its new rivals during their Super GT heydays.
I've been joined by Japan's best supercars, the Nissan GT-R and the Honda NSX, to teach the Lexus LC a painful lesson of what's it doing in GT SPORT for no reason at all. Of course, with these two cars being on every block now and then, they will use their experiences to teach this newbie LC a painful lesson and I went to Suzuka Circuit, one of the Super GT venues, to settle this issue once and for all. Of course, even without GT500 specs, these three latest Japanese sportscars are going to have a blast just like what happened during this season.
The GT-R may be the cheapest of the three but it is the most experienced because having been around for ten years, it continues to improve for the better until the inevitable metamorphosis occurred to our dear Godzilla. Of course, it still grips even with the traction control off, but in the pursuit of precision, the GT-R is known to set blistering fast laps just to demonstrate how much the GT-R has grown since its rebirth ten years ago.
Honda's new NSX may be the most expensive Japanese car sold because of the fact it was imported from America but despite being built in the state of Ohio, it's Japanese at heart and while it's basically a hybrid supercar with a turbocharged V6 in the middle, it still retains the spirit of the original NSX in every way. I know that it has SH-AWD but because it behaves like an Audi R8, it can be downright tricky to get it right because of such nature unheard for hybrid cars. It's amazing that Honda managed to move on from the lackluster CR-Z to the new NSX and I'm amazed by the fact they made hybrid cars engaging enough to break the stereotype.
I already told you about what's like to drive the Lexus LC and now that I have my opinion about these three Japanese sportscars, let's find out what happens when I send these three for a quick lap around Suzuka to see which one is best...
After a hot, well-cool one, and a lap around Suzuka, it's time to see which one is the quickest...
GT-R - 2:28.242
NSX - 2:32.550
LC500 - 2:36.308
Huh, looks like the legend is still going strong when it faces the young upstarts like the NSX hybrid sportscar and the LC grand tourer but still, looks like both the GT-R and the NSX are giving what the Lexus LC deserves because of being a GT-exclusive car.
I know, I may have ruined my experience with the Lexus LC at the end because I called the Lexus LC a Gran Turismo exclusive, and car enthusiasts should know better but despite what went horribly wrong here, the LC is still one of the most enjoyable sports cars you can drive on GT SPORT. It may not be as fast as the GT-R or the NSX but for the thrill of it, the LC500 brings the power to the drivers and despite its technology-induced chaos enveloping this grand tourer, it really is a decent halo car that can pass the candle from the likes of the Soarer and the Lexus LFA.
The Acura TLX maybe known to be a wilder side of the Honda Accord with a more engaging powerplants, including the one with the DCT on it, but having been around on the road for three years, one can say that whoever drives a TLX can easily find its faults hidden beneath that contrasting design and while some call it more engaging than the Honda Accord, others call it a flaw because its dynamics didn't live up to its expectations.
Now, there's a new version and with that, the TLX tries to become as sporty as the Germans, although the only benchmark the new TLX is in its sights is an Audi A4. At first glance, it comes with the new Acura grille as seen on the facelifted MDX which most observers say it is very ugly to look at, and weird face aside, Acura revamped the wheels and the rear as well as the new sport-oriented A-SPEC trim to make it more convincing than before, although the results aren't typical by some.
The interior remains the same as usual but the hardware's been improved so that now, it features Apple CarPlay and Android Auto compatibility. That sounds pretty nice and even though it looks the same as before, it's rather nice to live with even though this is regarded as the Accord's wild sibling. It can still seat five people as with all the other saloons, and it's got numerous amenities to toy around with such as the ambient lighting which is as good as penlights on a concert.
The choice of powerplants remain the same as before such as the 2.4L i-VTEC engine with P-AWS and 8-speed DCT and the powerful but efficient 3.5L V6 VTEC with Variable Cylinder Management and mated with a 9-speed AT and comes with either P-AWS and a more capable SH-AWD. Because of its same choices, it remains the sane opinion that
some call it more engaging than the Honda Accord, others call it a flaw because its dynamics didn't live up to its expectations. Well, the V6 variant with SH-AWD is the redeemable variant because it tries hard to be Subaru-ish while gunning down the Audi A4 in its crosshairs but when reality sticks in, the handling's starting to unravel as told by your aching arms but despite that, the behavior is good and with AcuraWatch safety features, it lets drivers drive with confidence.
With prices start at $33,000, the 2018MY TLX is more expensive than the Honda Ccord but less than the Audi A4. Despite the ugly face, the 2018MY TLX tries hard to be as enjoyable as the next one and while it's not as exciting as it seems, it still is good to drive.
The new Honda/Acura NSX is a great-looking hybrid supercar when it made a comeback after its decade-long hiatus but for Japan-based Liberty Walk, they're gone overkill with the American-made Japanese supercar with their new body kit made specifically for this thing.
Unlike most Liberty Walk-tuned machines, this NSX doesn't have bolt-on fenders but in typical Liberty Walk fashion, it has been lowered to the ground thanks to its air suspension as well as giving a new carbon front splitter, side skirts, rear diffuser, and a massive GT wing that can easily confuse this for a racing NSX. It even comes with a new Forgiato alloys to give it a stanced look speedo boys are raving about.
Of course, they didn't touch the 3.5L V6 turbo engine with three electric motors on it, but for the words of speedo boys, who cares. They just want a lowered-down, racecar-look, NSX that can woo the crowd at their nearest car meets.
The Alpinestars Car Pack for Forza Horizon 3 gave us one of the most sensational cars of 2016 and by no means one of the most hotly anticipated comebacks in the history of automotive industry. Ladies and gents, say hello to the brand new NSX from Acura. Precision Crafted Performance.
Before getting too excited about taking behind the wheel of the brand new NSX, let's take a quick briefing about what's it all about this reborn sportscar that rose from the ashes of its decade-long absence. It was the year 2012 when Honda/Acura announced that they will revive the NSX sportscar since its 2005 discontinuation and with their concept version first shown at the 2012 North American International Auto Show, anticipation is sensing towards the rebirth of the NSX, which occurred about three years later at the same venue.
Now as a hybrid sportscar, NSX is powered by an all-new 3.5L V6 Turbo engine coupled with three electric motors and a Li-ion battery, generating an overall power output of 581PS and mated to a 9-speed DCT built exclusively for the NSX. Performance aside, the new NSX features a Sport Hybrid SH-AWD drivetrain with instant acceleration and direct yaw control as well as multi-material body construction to make it lighter and more rigid unlike any other. Aerodynamics aside, the new NSX's total airflow management allows this car to be more stable at high speeds and it has the lowest center of gravity.
Although wary at first the moment I became part of the NSX experience in Forza Horizon 3, I am very more than happy to get my first dibs on the American-made, Japanese-engineered, hybrid sportscar that serves as the new gold standard in performance while trying to pick a fight against the Nissan GT-R. For a hybrid car of that caliber, with the Sport Hybrid SH-AWD locked and loaded for action, the new NSX feels so rewarding at so many levels and the more you're driving this car, the more you'll start to realize that this could be your favorite car in FH3 by a long mile. Trust me, you can get really hooked to this sportscar by the moment you set foot on this one.
Now that the all-new NSX has arrived on Australian roads for us to see how it works, work time has begun for me as the filming for this car has commenced in a metropolitan area they called Surfers Paradise, but first, it's off to the make-up room it goes for the new NSX.
Didn't see that thing coming, did you? I've been planning for this moment to come as I came up with a special NSX featuring the same color theme as Dia Kurosawa, a character who appears at the Love Live! Sunshine!! TV series. Dia's a student body president of the Uranohoshi Girls High and a very strict girl who...um...let me look back at the dossier... Aha! There it is. She's prideful and perfectionistic in her ways and she can't abide it when things are done wrong. She has a little sister named Ruby.
Anyway, let's move on to my new work of art because this specially prepped NSX which is now themed after Dia is what you can call the "five-letter-curse-word-that-starts-with-b in the red dress." Sorry, can't do expletive dialogue in her but you get the idea because of (sigh) women. The trouble with women.
With everything set, I'm getting my clapper ready and my butt on the director's chair to witness this red rogue in action. However, since this is Dia I'm talking about, I gave a very special privilege for her. NOTE: I used a temporary perk that allows my car to start in 1st place for four races. So, with a special privilege set, the stage is set and the spotlight is on her. Lights, motor, action!
So, the new NSX, what can I say? Well, even though this is a hybrid supercar that is nowhere near as powerful as the P1 and the LaFerrari, its performance and dynamics are top-notch and I believe this is starting to behave like a Nissan GT-R on so many levels, although both may result in a possible dead heat in a cold light of day as the opportunity rises. With Europe's finest sportscars got into its crosshairs, the new NSX is a definite threat to the opposition and for speedo boys everywhere, this calls for a celebration that we can have our dibs on the rebirth of the iconic legend that was made two and a half decades in the making.
It truly is an ORIGINAL that MUST BE DONE. Now, if you excuse me, I need to take a break after all the fun I had in the new NSX.
Dubbed as one of the most anticipated models in the late 2010s, the legendary sportscar that made a mark in the history of Honda or Acura, after a ten-year absence, has been resurrected and the new-generation NSX is now ready to take on the world's finest sportscars with its unparalleled performance that will raise some eyebrows among speedo boys everywhere, although I'm not quite sure about the NSX's rebirth in any way that gave me some jitters.
2017 Honda NSX
2017 Acura NSX
Sticking true to the concepts, the all-new NSX features a striking design that makes it a perfect fit for a sportscar revived after a 10-year hiatus. It's like reviving a once-famous fantasy show that became a hit ten years ago and as a result, all the elements that made the new NSX one of the most anticipated sports cars in the late 2010s come full circle. One look and you'll know that the new NSX is ready to rewrite the hybrid history books even for a fact that this is actually a hybrid engine-wielding masterpiece that incorporates the knowhow of Honda's motorsport pedigree with a bit of Gran Turismo flair on it ever since its concept version got featured in Gran Turismo 6 three years ago, although unsure if or when this production-version NSX will make it to the upcoming Gran Turismo Sport game, but whatever it is, the new NSX's ties to the Gran Turismo video game will make me condemned that this is a serious hybrid sportscar for those who had enough of driving the hybrid hypercar trio or anything else.
As a hybrid engine-wielding supercar, the all-new NSX features a bold new powertrain that was inspired in most models from its stable. Take this, Sport Hybrid SH-AWD, for instance, the Legend/RLX has one but this is a different powertrain for the NSX rebirth because at the heart of it all lies a 3.5L V6 DOHC Twin Turbo engine bolted to three electric motors that take care of the Power Drive Unit and a li-ion battery that takes charge on the Intelligent Power Unit. With such power sources, the new NSX delivers an overall power output of 581PS, more than the recently-facelifted Nissan GT-R had, and it's mated to a 9-speed DCT built exclusively for the NSX. Nine gears in a hybrid sportscar? With such gears, it's starting to feel like a Fast and Furious gearbox, minus the dramatic shifting part that you saw from those flicks, you know what I mean?
Aside from its performance, the new NSX is made to be aerodynamic thanks to a clever feature that produces more downforce while retaining its sharp styling. As for the body, it was made entirely from aluminum, carbon fiber, and high-strength steel, to make it more rigid and light on the corners.
Because this is a hybrid equivalent of the Audi R8, the new NSX takes things seriously through the corners with a precision that keeps this sportscar afloat, no matter how messy things are, and because this is a four-wheel drive car, just like a Nissan GT-R, the NSX is an ideal all-weather multirole that can take on various road conditions, be it dry, wet, or freezing, and whereas most supercars getting scared on a slippery-when-wet condition, the NSX is not afraid to feel the slip and with such dynamics, the NSX feels like a this is a take-on-all-comers on the supercar empire.
2017 Honda NSX interior
2017 Acura NSX interior
As a handcrafted sports car made by the finest materials forged by the artisanship of experts at the Performance Manufacturing Center in an American state considered a battleground for the two rivals who really run this world in a very dangerous game, the NSX is a delicate item for a prized collector who really values this car more than anything else and because of its handcrafted status, let me give you a tip...
In the US, the NSX will set you about $156,000, but here in Japan, because they consider it as an import from American soil, they will set you up for a mega-expensive 23,700,000 Yen, making it the most expensive Japanese car ever sold in Japan. It's about more pricey than the Nissan GT-R if you asked them regarding the car that can return up to 12.4kmpl of fuel economy based on Japan's JC08 Mode standards. Also, selected Honda dealers across Japan, labeled as NSX Performance Dealers, will start accepting reservations and deliveries take place in the February of next year. That's a lot of time, but if I may disregard the mega-high price tag, the new NSX is going to be a flip-flop for me apart from its Gran Turismo ties that set me off. The performance is great for me but when it comes to gaining ties to this car, this will be a challenge because while some are getting jealous on wishing to get their hands on the NSX rebirth, there are a few who are opposed to it due to its ties with Gran Turismo. This should sound like a decent challenge for the hybrid sportscar masterpiece.
The Legend has served as the flagship saloon of Honda and its been around for four generations since the first one was launched in 1985. 2015 is the Honda Legend's 30th birthday and to celebrate the occasion, well, after three years since the previous Legend was discontinued, it's back and this time, it's a hybrid premium saloon that features a next-gen hybrid powertrain that the next NSX supercar will have. Ah yes. The Sport Hybrid SH-AWD system.
There's more to it than just the revolutionary Sport Hybrid SH-AWD system because here on the brand new Legend, it features the first-ever Honda Sensing safety system, the advanced heads-up display system, the new Krell 14-speaker Audio System, and much more. Let's talk about the key points later but first, the design.
2015 Honda Legend
2015 Honda Legend interior
As observed, this is the Japanese version of the Acura RLX sold in North America so by the looks of it, the hideous-looking exterior is highly similar to its North American cousin, especially the Jewel Eye headlamps that make people won't go to eat dinner tonight after their prolonged exposure with these headlamps. Those headlamps are not made for those who had Trypophobia. I know...
On the inside, there goes that annoying dual-screen dashboard where the second screen is made for touching and the first screen is made for viewing. There's no gear lever present here and it's been replaced with some buttons where when the driver pressed the D button, it really sets to Drive. That sounds high-tech but I have bigger doubts about this so-called clever shifting mechanism that makes gear levers a thing of the past.
The seats are rather comfortable, especially at the rear seats where your boss will most likely feel comfy and the rear legroom is not so bad for a flagship saloon of this caliber.
The Krell 14-speaker Audio System is one of the key points of the Legend's interior and utilizing their know-how from their home theater systems, the expansive audio experience can now be heard on the new Legend. Play in your favorite audio CD or Bluetooth connectivity with your iPhone or USB, whatever you're doing, and listen to the Krell magic do the music for you and when you listen to it, it sounds so crystal clear-ish. Not bad...unless it was spoiled by the radio's static noise.
Another key point of the new Legend's interior is the head-up display system and it displays most of the information from your car based on your driving. It can display turn-by-turn navigation, adaptive cruise control, a tachometer, speed dial, power distribution, and more. That sounds nice but sadly, the HUD is too faint to be seen on your windshield unless its getting dark outside.
2015 Honda Legend
The newly-developed Sport Hybrid SH-AWD plays a critical role in the new Legend. While essentially derived from the upcoming NSX sportscar, this powertrain not only excels at delivering 382PS of total system power output and a 16.8km/L fuel economy but its handling is unlike any other.
The 3.5L i-VTEC V6 direct-injected engine is mated with three electric motors; one at the front and two at the back. The front electric motor delivers a modest torque during hard acceleration and better fuel economy at low speeds. It also houses Honda's brand new 7-speed Dual Clutch Transmission. The rear electric motors, on the other hand, produce a well-balanced torque through a curve so handling is not so bad after all. That's called torque vectoring and by working together, the electric motors deliver power for standing starts, low-speed cruising, and vigorous rolling acceleration.
The new Legend is the first to come with the breakthrough Honda Sensing, a new array of driver-assistive technologies that allows the driver to sense things they might miss while driving. It features Collision Mitigation Braking System, Adaptive Cruise Control, Lane Keeping Assist System, Lane Departure Warning, and the exclusive Pedestrian Collision Mitigation Steering System. Those new arrays of safety systems keeps the Legend in charge of the road while delivering peace of mind for the occupants inside. Now that's some cleverness but drivers need to be extra careful while taking advantage of these clever features.
The new Legend starts at 6,800,000 Japanese Yen (around $70,000) which sounds more expensive than the Nissan Fuga Hybrid. When compared between these two, you will notice that the Fuga Hybrid is more fuel efficient and cheaper to own than the Legend even though they both have 7-speed DCT and 3.5L V6 engines the Legend is more unique than the Fuga because it has the most power and it has four-wheel drive so choosing between these two is a risky gamble and the odds of choosing one is slim because there are so many things to consider about these two but for me, the new Legend is the all-rounder of the two. Although the looks are bothersome, the hybrid powertrain is what got my thoughts and hearts into thinking that this NSX-derived powertrain will give us hope.
Available colors: White Orchid Pearl, Super Platinum Metallic, Graphite Luster Metallic, Crystal Black Pearl, Pomegranate Pearl, and Gilded Pewter Metallic.
The brand new Acura TLX is a brand new executive midsize sedan that not only replaces the TL but also the Euro Accord-based TSX. This is like killing two birds with one stone, if you know what I mean? Anyway, while this is a brand-new model, the TLX is the first Acura model to come with two very unique automatic gearboxes; one is an 8-Speed DCT (Dual-Clutch Transmission) with torque converter for the 2.4L 4-cylinder engine, and the other one is an excessive 9-speed automatic transmission for the V6 model. 9 gears! That's a lot more than what the legs of the octopus have. All right, let's find out if this new model is any good...
Hey wait a minute...aren't this one's Accord-based?
The TLX, just like the TL and the TSX it replaces, is mechanically similar to the Honda Accord but the TLX is not like the Honda Accord because while the Honda Accord available in Japan only comes with the hybrid powerplant, the American-made Acura TSX is available with two petrol engines mated with unique gearboxes. Wait a minute, do I need to repeat that statement above?
Yes, please.
Anyway, the 2.4L 4-cylinder model comes with Acura's first 8-speed double-clutch gearbox. If you're not sure how it works, here's a common example; when I placed it in 2nd gear, the second clutch pre-prepared the 3rd gear for me. When I shift it, it changes faster than flipping to page 2 of a book I'm reading. The double-clutch gearbox may not be a bad choice but let's hope Honda will not face some problems just like what happened to the Honda Fit Hybrid's double-clutch gearbox several times.
What about the V6 model?
Now here's something I'd like to say. The TLX with the 3.5L V6 model comes with the most excessive number in gearbox history and I'm referring to its 9-speed automatic gearbox. In this model, the gear lever is not here and what you'll see are buttons that take control of the gears. There also the Integrated Dynamics System which allows you to switch through three driving modes; Normal, Economy, and Sport. This new gearbox has so many gizmos to choose from depending on your driving style and that's good, probably.
What do you think about the design?
2015 Acura TLX
2015 Acura TLX interior
Design-wise, the TLX is not quite bad at all and it feels more like an improvement from the bland-looking TL and the not-so-bland looking TSX so it's the best of both worlds, except for the front view which, in my opinion, is far too much for Acura, employing the same look over and over again. On the interior, the TLX will still disappoint buyers because of its stale dashboard looks. Feels like Acura's taking some notes from BMW, adopting the same interior on different models. What a pitiful sight but it doesn't even matter.
The software's now revamped for this model and it's capable with the next generation of AcuraLink telematics system. The new AcuraLink now comes with two-way communication, greater interaction, and a host of available services. You can even try using your smartphone to lock or unlock your car. How convenient is that? Feels like the future is now thanks to science after all.
What's it like to drive?
2015 Acura TLX
For a sport sedan of this magnitude, the TLX is not quite bad at all on the city streets and on the open roads, although I find the standard P-AWS a bit too problematic on the bends. Sure, this drivetrain feels lighter and more lively on the bends but it feels as soggy as a salad with some cheese-flavored dressing. However, there is one thing that the TLX able to redeem itself and that's the ace of the hole; the SH-AWD. SH-AWD or Super Handling All Wheel Drive lets its rear-axle torque vectoring sharpen the handling considerably. I'd like to enjoy driving the TLX with the V6 engine and the AWD drivetrain because it feels like there's an upperclassman approaching through his day job but sadly, that's just part-time job because while the SH-AWD is the ideal powertrain for the TLX judging by its unprecedented handling style, the use of comfort tires just spoils it and prone to understeer.
Should I buy it?
The TLX with the 2.4L model starts at $30,995 while the 3.5L V6 model starts at $35,220. Although the base TLX model with the 2.4L engine costs less than the base Cadillac ATS sedan with the 2.5L engine in it, it's not what you called "you get what you paid for" because the TLX needs more improvement if it wants to get its head in the game. If you want one, it's all up to you to decide.
Available colors: Crystal Black Pearl, Graphite Luster Metallic, Bellanova White Pearl, Basque Red Pearl II, Fathom Blue Pearl, Black Copper Pearl, and Slate Silver Metallic.
The Honda Integra Type R, if my memory serves me correctly, was the first ever front-wheel drive Type R model ever made. When it comes to the word "Type R", you know what that means. Yep, it's total noise pollution to the suburbs and speedo boys from around the world are indulged in such a phenomenon that caused a stir in the neighborhood. Hondas are like...gangsters or criminals in the past because when night falls, the noise from every souped-up Hondas' exhausts kicks in and it's...TOTAL NOISE POLLUTION. He he he...When a Honda gets tuned by a speedo boy, that's what this kind of carnage gets. He he he...
Anyway, the Integra Type R, I know this is a memorable car but let's remember, this is the car that gave a spin to the Type R moniker. Let's start with the DC2 model, the first of its kind...
The first of its kind...
The Honda Type R roots pay tribute to their first ever winning F1 car and essentially high-performance versions of their respective models. Type R models have unique features such as a red Honda badge, improved VTEC engine, weight loss, and special Championship White paint.
The Integra Type R, based on the facelifted DC2 model, was first introduced in Japan in 1995. The Integra Type R is available in either a 4-door saloon or a 3-door liftback. The 1.8L VTEC engine was uprated to 200PS of power and it was equipped with a 5-speed manual and Helical LSD.
Basically, Integra Type R models are made for homologation purposes to meet FIA certifications to compete in N-series and World Cup racing. Little known fact that for each model sold, Honda lost money even though extra dealer markups sometimes made for excessive dealer profit.
Start the clock...
The DC2 Integra Type R did it in 1:32.562...
Okay, so what about the Acura equivalent?
Japanese Type R vs. American Type R.
For 2000, the Type R model was joined in the Acura Integra lineup and for this Acura version of the Integra Type R, it has the same 1.8L engine as expected from the JDM Honda Integra Type R but the power output is lowered by 195HP of power and 130lb-ft of torque but on that time, it was one of the most powerful 4-cylinder powerplants available in America.
For the Type R model, the ride height has been lowered and features a revised shocks, springs and sway bars for sharper handling. To reduce weight, the Type R provided less sound insulation, a 10% thinner windscreen, and lightweight wheels.
During its 4-year production run, about 3,822 Type R models were sold in North America.
Start the clock!
...the Acura Integra Type R lapped round the track in 1:32.501...That's about almost as similar as the JDM DC2 Type R, even though the Acura Integra Type R has less power and torque.
And now...the last Integra Type R ever made...the DC5! Imagine!
Here comes the DC5!
Shortly after the Honda Integra gained a full model change in summer 2001, the high-performance Integra Type R model was also offered and for the DC5 model, the 1.8L engine from the old model was replaced with the K20A 2.0L DOHC i-VTEC four-cylinder engine capable of delivering 220HP of power.
Aside from its new engine, the DC5 Type R features Recaro seats, four-piston Brembo front brakes, a close ratio six-speed manual transmission, a limited-slip differential, and a stiffer suspension.
In the spring of 2006, Honda announced the discontinuation of the Integra because of the diminishing coupe market but because of customer feedback, Honda will keep producing the car until July 2006 and produce 150 more Integras.
Start the clock!
The DC5 Type R Integra did it in 1:29.190, and thanks to its improved power from its 2.0L engine, that's worth the capability even though the DC5's heavier than the DC2 Integra.
It was worth a shot giving a tribute to the first front-wheel drive Type R in Honda history and even though the Integra's no longer with us since its discontinuation in 2006, it's still a Speedo Boy's favorite next to the speedo boy favorite...the Honda Civic. Sure, the Integra's dead, the Civic's dead, the Type R's dead. Short story...
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