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Fri, 06 Apr 2018 18:15:54 +0000
Car Awards – Automobile Magazine

What, you might ask, is a $31,200 (as tested) family sedan doing among these $100,000 to $300,000 stunners? Kicking their butts, mostly.

The Honda Accord is a legend among the car-buying public and automotive writers alike, and for good reason. It’s consistently one of the best vehicles on the road, often not because it excels at any one thing but because it’s so good at so many things for relatively little money. That’s still true for the all-new 10th-generation Accord.

In fact, it might be truer than ever. “I stepped out of the Lamborghini Huracán and into the Accord and didn’t feel the slightest bit of a letdown,” editor-at-large Arthur St. Antoine said. “That’s because the brilliant automotive engineering just shines through in this piece. In execution for its intended mission, the Accord Sport ranks as one of the true greats.”

At the heart of the new Accord lies a 2.0-liter turbocharged inline-four that shares much of its internal structure and parts list with the rabidly robust Civic Type R. “Particularly satisfying is the powertrain, which operates with such an absence of vibration it feels as if the entirety of its insides are coated in Teflon,” contributor Basem Wasef said.

Although the new 10-speed automatic offered with the 2018 Accord is sure to be the most popular pick, our example was fitted with a six-speed manual transmission. Pro racer Andy Pilgrim enjoyed the power from the new turbo-four and pointed out that “the manual gearbox is a bit sloppy, but fast operation is flawless.” Online editor Ed Tahaney took it a step further. “This is one of the rare vehicles that would probably be more enjoyable as an automatic instead of a stick,” he argued. It wasn’t the tightest gearbox we’ve handled in the past year, but the fact Honda offers a manual at all is a tick in the win column for most of us.

Wrapped around the potent yet smooth engine is an all-new body structure that’s not just re-engineered but also redesigned. To many of our eyes, it’s not a particularly attractive vehicle, either in silhouette or in detail. But beauty is in the eye of the beholder; in contributor Chris Nelson’s eyes, “The most enjoyable commodity sedan you can buy is more handsome than ever—modern, bold, clean.”

But regardless of its looks and its drivetrain, the Accord Sport is a winner for its overall package. Social media editor Billy Rehbock especially enjoyed the Accord. “I spent the most time in this of all the winners,” he noted. “It’s a no-compromise daily driver with loads of interior room, a big trunk, and driving dynamics that excite and engage.” Detroit bureau chief Todd Lassa noted the Accord lacks the “rich materials” of the more expensive Toyota Camry ($39,300 as tested) but said its “satinlike cloth seat inserts are rather nice—a neat departure from the usual pleather in this class of car.”

If there’s a weak spot in the Accord Sport’s likelihood for success, it’s one it can’t really help: It’s not a crossover. This was a theme picked up on by more than one of our evaluators, including senior digital editor Kirill Ougarov. “Hard to say that it’ll be a market mover,” he argued, “given the trend toward crossovers.” Contirbutor Marc Noordeloos expanded on the thought: “A shame that the sedan world is dying, because this car is better than nearly every SUV/crossover on the market—plus it’s cheaper and gets better mileage.”

We found the Accord Sport to be both comfortable and fun to drive in a way Honda has long been known for—not with hit-you-over-the-head performance like an AMG or even the finely tuned poise of a Porsche but with the simple, honest character of a car designed and built well—and built to be used, however you plan to use it. It’s a prime example of why you should appreciate the inherent Honda-ness of the Accord. “As easy as it is to hate on the idea of the Accord (No Boring Cars!),” Wasef said, “the 2.0T Sport does what it does with elegant simplicity, just as we’ve found with the best Hondas over the years.”

2018 Honda Accord 2.0T Sport Specifications

PRICE$31,200/$31,200 (base/as tested)
ENGINE2.0L DOHC 16-valve turbo I-4/252 hp @ 6,500 rpm, 273 lb-ft @ 1,500-4,000 rpm
TRANSMISSION6-speed manual
LAYOUT4-door, 5-passenger, front-engine, FWD sedan
EPA MILEAGE22/32 mpg (city/hwy)
L x W x H192.2 x 73.3 x 57.1 in
WHEELBASE111.4 in
WEIGHT3,362 lb
0-60 MPH6.2 sec
TOP SPEED124 mph

The post 2018 AUTOMOBILE All-Star: 2018 Honda Accord 2.0T Sport appeared first on Automobile Magazine.

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Tue, 03 Apr 2018 15:30:03 +0000
2018 AUTOMOBILE All-Star: 2018 Honda Accord 2.0T Sport

When the Lexus LF-LC concept—the car that would become the LC 500—rolled onto the floor of the 2012 North American International Auto Show, the buzz was louder than a beehive after being whacked like a piñata. Sure, Lexus had built the LFA, but that was a V-10-powered, carbon-fiber-clad, relatively unobtainable supercar—and it wasn’t exactly gorgeous.

Styled in Southern California by the company’s Calty studio, the LF-LC presaged a decidedly more attainable flagship coupe wearing what was the most expressive version yet of the brand’s now-ubiquitous spindle grille and L-shaped headlamp styling cues. Toyota CEO Akio Toyoda wanted to bring some sexy to Lexus, and the Calty team didn’t disappoint the boss.

Although it took some time for the LC to make it to production, the end result was a dead ringer for the concept on the outside. Not that anyone complained about that, including design editor Robert Cumberford. While he picked some nits with the design as a whole, Cumberford lauded its proportions in our previous issue (“that stance tho,” in today’s parlance).

“Amazing looks that cause everyone to gawk,” remarked features editor Rory Jurnecka of the Infrared-sprayed LC with a carbon-fiber roof we tested. Even those of us who aren’t fans of the Lexus mug begrudgingly gave it some props. “The ugly Lexus nose works on the LC much better than on its other products,” contributor Marc Noordeloos said.

Praise was more universal for its lavishly appointed cabin. “The LC 500’s interior feels like a Gucci by Tom Ford spaceship teleported from the 1970s,” contributor Basem Wasef opined. In typical GT style, you’re not going to fit any adults in the rear seats, but the kiddos would be fine back there, as would some gear for a long weekend. The front seats are eminently comfortable for extended journeys while also being snug enough for more aggressive driving—at least the Alcantara-swathed buckets that were part of the test car’s optional $5,960 Performance package. About the only demerit anyone issued was for the Lexus haptic touchpad and controller setup, which, like the grille, is an acquired taste.

Dynamically, the LC 500 is a car you need to put into context. Again, this is a GT, not a balls-to-the-wall, track-attacking super sports coupe, though we bet an F version could be if Lexus develops one. (LC race cars have already competed and won in Japan’s Super GT series.) Lexus is one of the few carmakers left that offers models with a naturally aspirated V-8, in this case a 5.0-liter unit with 471 horsepower and 398 lb-ft of torque hooked up to a 10-speed automatic with magnesium paddle shifters. (A greener LC 500h featuring a 3.5-liter V-6 with 354 total hybrid system horsepower is also available.)

The V-8 won’t send anyone to the chiropractor after you put your foot to the floor, but it’s no slouch cowering in the corner, either. It sounds downright mean at times. Throw it into Sport+ mode, and the LC predictably sharpens up. Its active rear-steer feature (also part of the Performance package) helped keep what is a relatively heavy car lapping pretty well on the track.

“It makes nice noises, especially the blip on downshifts—pure race car,” pro racer Andy Pilgrim said. “Solid, predictable handling on the street, and it’s not bad on the track considering its mass.”

A couple of editors had some issues with the steering feel near its limits, but the open road is where the LC will do most of its roaming and where it does its best work. At 92 large to start, this car will not sell in bulk. Rather, this is a coupe that wears the crown, a car that Mr. Toyoda can point to and say the team nailed the brief.

“The LC 500 is a halo product Lexus should be proud of,” contributor Chris Nelson said. “The grand tourer has animated styling, exemplary fit and finish, and lavish trim with a tactile feel. On the highway, it’s effortless and heavenly.” It’s also a car we’re proud to call a 2018 All-Star.

2018 Lexus LC 500 Specifications

PRICE $92,995/$105,710 (base/as tested)
ENGINE 5.0L DOHC 32-valve V-8/471 hp @ 7,100 rpm, 398 lb-ft @ 4,800 rpm
TRANSMISSION 10-speed automatic
LAYOUT 2-door, 4-passenger, front-engine, RWD coupe
EPA MILEAGE 19/26 mpg (city/hwy)
L x W x H 187.4 x 75.6 x 53.0 in
WHEELBASE 113.0 in
WEIGHT 4,280 lb
0-60 MPH 4.4 sec
TOP SPEED 168 mph

The post 2018 AUTOMOBILE All-Star: 2018 Lexus LC 500 appeared first on Automobile Magazine.

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Wed, 21 Mar 2018 21:00:52 +0000
2018 AUTOMOBILE All-Star: 2018 Lexus LC 500

I tested a Mercedes-AMG GT3 race car about a year ago and excitedly anticipated the chance to drive the street version, the AMG GT R, ever since then. Somehow, I managed to not drive it on the road before our All-Stars track day at Speedvegas. So when the track opened, I was strapped in and ready to roll despite temperatures in the low 30s.

In a real racing environment, cold temperatures and wide, low-profile tires can make for some wicked entertainment, and that was my initial situation with the GT R. I wrestled with it for three full laps before I got even a little help from the frozen tires. By that time, my passenger, who had mistakenly jumped in the car right before I set off, was about to recycle their breakfast and was turning purple. I pitted and wrote in my notepad, “This car is not for herbivores. Driving it makes you crave raw meat!”

Emotion seems to erupt around this car. Upon exiting it, editor-at-large Arthur St. Antoine exclaimed, “Holy Mother of Affalterbach! With that long hood and all that V-8 up front, I never expected this brute to turn in like Baryshnikov. But it does. Brilliant on its feet!” social media editor Billy Rehbock echoed, “Holy hell is this thing good!” Executive editor Mac Morrison climbed out, stared at the GT R hard for a good 10 seconds, and performed a little head shake. “I’m absolutely blown away not only by how well this car handles and attacks this racetrack but also by how easy it is to drive quickly and aggressively,” he said. “This is one of my favorite cars in years.”

Later in the day, temperatures warmed up a bit, so I grabbed another run. The driver setup is excellent in terms of pedals, steering wheel placement, and a well-bolstered driver’s seat. It is a superb driver’s office and extremely comfortable.

The engine makes 577 horsepower and 516 lb-ft of torque, sending it all to the huge 325/30R-20 rear tires in a flash, pulling hard all the way to redline in a most unturbolike way. The sensation of unrelenting acceleration is aided by a brilliant dual-clutch gearbox, which I felt shifted as quickly as the latest Porsche PDK. The brakes are exactly what you would expect from a car like this, superbly effective with loads of feel. Engine sound is a growling V-8 rumble that is a little reminiscent of old American big-blocks to my ears.

The GT R’s on-track performance makes it just as much fun as, perhaps even more than, every other high-priced supercar we had at our disposal. Frankly, it was kind of ridiculous how late I could leave my braking and then how I could—while still trailing the brakes heavily—almost violently rotate the R into an apex then immediately get back to the gas with almost zero steady-state throttle time. The excellent traction control allows as much power to the tires as they can take while still pulling massive cornering loads. Nothing but impressive.

Later I found something interesting in my notes to possibly explain why I and others felt so comfortable aggressively manipulating the 577-horsepower R through every turn. “I think the long hood, a more rear-placed driver position, and a superbly connected steering feel combine to give a unique driver perspective out the windshield. It felt like I had extra time to get the car sorted on turn-in, almost like changes were in slow motion. This perspective also seemed to give me a really early indication of when the car was even thinking about getting out of shape.” The result was immediate trust and confidence driving the GT R at the limit. I wasn’t the only one. As Tahaney declared with enthusiasm, “Oh my God, it’ll make a rock star out of anyone—even me.”

Cabin controls are typical Mercedes quality, and the infotainment system seemed a little more user-friendly than most. Cabin noise was surprisingly quiet, especially when compared to most of the other quick cars we had rolling on huge rubber. There is an impressive amount of storage room in the GT R as well. The rear trunk is plenty big enough for a couple of sets of golf clubs and bags for the weekend. This all adds nicely to the car’s case for being a great daily driver, too.

The GT R might be the best example of brute force with no ignorance I’ve ever had the pleasure of driving. Now all many of us can think about is, when do we get to have another go?

2018 Mercedes-AMG GT R Specifications

PRICE $157,995/$187,345 (base/as tested)
ENGINE 4.0L DOHC 32-valve twin-turbo V-8/577 hp @ 6,250 rpm, 516 lb-ft @ 1,900-5,500 rpm
TRANSMISSION 7-speed dual-clutch automatic
LAYOUT 2-door, 2-passenger, front-engine, RWD coupe
EPA MILEAGE 15/20 mpg (city/hwy)
L x W x H 179.0 x 79.0 x 50.6 in
WHEELBASE 103.5 in
WEIGHT 3,650 lb
0-60 MPH 3.3 sec
TOP SPEED 198 mph

The post 2018 AUTOMOBILE All-Star: 2018 Mercedes-AMG GT R appeared first on Automobile Magazine.

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Sun, 18 Mar 2018 00:00:34 +0000
2018 AUTOMOBILE All-Star: 2018 Mercedes-AMG GT R

Supercars, sports cars, and crossovers with plenty of cool. Even a wagon made an appearance. Our 2018 All-Stars evaluation was arguably the most stellar constellation of vehicles this publication has ever assembled in one place. Of the 26 on hand, this year we landed on eight to represent the best the market has to offer, the All-Stars. You can take it all in beginning on here.

In the run up to our annual All-Stars event, we scan every major automaker’s roster and identify the all-new, significantly revised, or otherwise interesting variants of vehicles on sale or about to be in the 12 months preceding our test each December. Then we cull our exclusive list of invitees from there. While we aim to get every last car we’d like to evaluate and think you’d enjoy knowing more about, sometimes we aren’t able to do so. For example, Dodge couldn’t pry loose a Demon, Porsche wasn’t able to score us the 911 we wanted, and we couldn’t get our grubby hands on a Tesla Model 3. Bummer. Some cars hit the market just after our test, so we endeavor to have them along the following year, with the Alfa Romeo Giulia’s inclusion this year being one of the latest examples.

In the spirit of the founders of Automobile, our All-Stars test is as representative as possible. So there are no rules about prices and no complicated and convoluted criteria. Our only goals are to give every vehicle on hand an honest and thorough evaluation and have a little fun—because almost every one of them is an absolute blast to drive, and they’re all special in their own ways. Simply put, the ones that move us the most are the ones that make the podium after our vote, with 19 judges submitting ballots for 2018.

Since I’ve been in this position, one of my greatest satisfactions has been working with our crack squad of staffers and contributors as we continue to develop our signature event. Each year we add more information on every car we bring for evaluation, more video components, more social media, and more photography. Our top flight creative team is evolving the All-Stars branding, and we’ve partnered for the second consecutive year with the Amelia Island Concours d’Elegance for our awards presentation. Indeed, we’re always thinking of new opportunities, new ways of bringing the All-Stars to you.

This year was one of those star-aligning times car-wise, with some of the most impressive high-performance machines in the world available to us. From the McLaren 720s to the Audi TT RS, the Ferrari GTC4Lusso T to the Honda Civic Type R, there were superstar offerings in almost every price range. Interestingly, and going against the grain of what’s happening in the marketplace, no crossovers made the final cut, but the Volvo XC60 and Range Rover Velar might have made it through had they not been in this batch of vehicles. It’s also probably one of the last years where an all-electric vehicle won’t be in the mix. The Bolt EV was a 2017 All-Star. There are more to come, with the Jaguar I-Pace headed into showrooms possibly as early as this year.

Despite the march toward electrification and the doom and gloom surrounding what many believe to be a future where we’ll be autonomously chauffeured around in shapeless, electric-powered pods, things still look bright for people like us who love to drive cars and want to learn more about everything from a Honda Accord Sport to exotic unobtanium like the astonishing Ford GT.

Next year’s All-Stars list is already shaping up quite nicely. We’ll be all over the monstrous Chevy Corvette ZR1, and just maybe Porsche will bestow a dazzling 911 GT2 RS upon us. The new BMW M5 and 8 Series, Ferrari Portofino, Aston Martin Vantage, Audi RS 5, Mercedes-AMG GT sedan, and Mercedes-Benz CLS-Class are some of the other performance-oriented machines also on the way. Buick is bringing a new Regal GS to showrooms, and the Volkswagen Arteon is set to spice up the German manufacturer’s lineup. Hyundai is rolling out a hot-looking N-performance-branded version of its Veloster hatch, and Genesis will show off its all-new G70 sedan.

More compact crossovers are coming, of course, including the Jaguar E-Pace, Volvo XC40, and BMW X2. The new Jeep Wrangler is headed for the trails, and the Mercedes G-Class, though capable enough to hang off-road with the Wrangler, will do most of its work preening in fashionable locales and fancy mall parking lots.

No matter what vehicles show up in succeeding years, there’s one thing you can be sure of: We’ll keep grinding away, keep building, and keep the focus on bringing you the best All-Stars presentation possible

The post Surveying the Superstars, Present and Future appeared first on Automobile Magazine.

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Fri, 16 Mar 2018 21:00:01 +0000
Surveying the Superstars, Present and Future

The 2018 Honda Civic Type R sets an astonishingly high benchmark in the performance-per-dollar category, and it easily stole many hearts and minds at this year’s All-Stars shootout.

In my experience coming from the racing side of the automotive business, it is not normal to find a gaggle of journalists waxing lyrical about a vehicle that costs less than $35,000, especially when they have access to a bucket full of supercar keys and the green light on a racetrack. Proving the point: Out of the 26 vehicles at this year’s All-Stars event, the Type R was the only one picked by every single contributor as part of their top-10 list. St. Antoine confirmed, “Hands-down the No. 1 All-Star at this contest.” Online editor Ed Tahaney added, “A real-deal, six-speed pocket rocket and a serious bargain.”

No surprise, the Type R’s styling inspires people to passionately join warring camps. Design guru Cumberford critiqued it as “the perfect daily driver for an enthusiast, a truly excellent, pleasingly fast, good-handling car spoiled by its exterior.” Rehbock countered, “You’ll forget about the goofy looks, which I’ve come to love, the minute you step on the pedal, bang through the excellent manual transmission, or tear through a corner.” A pragmatic retort from Tahaney said, “Total All-Star! Get over the looks already.” From my perspective, I don’t hear many negative opinions expressed about the arguably silly-for-the-street, winged appearance of a Porsche 911 GT3 RS or a Mercedes-AMG GT R. Apparently the Type R’s World Touring Car looks don’t rate highly. Maybe if Honda charged $150,000 for it, some folks might like it better.

Move past that debate, though, and there was universal agreement about anything associated with the Type R’s performance. The Honda-developed seats are very comfortable and supportive for everyday street driving and track use. The steering wheel and pedals are well-placed, providing excellent usability. Seat adjustment is manual; we had no issues finding a perfect driving position.

The engine pulls hard enough to make you think this Civic has more than 306 horsepower. Amazingly, it exhibits zero torque steer under full acceleration, thanks to its brilliant dual-axis strut suspension up front. The engine/induction/turbo sound inside the cabin is most pleasing in Race mode, but even then it’s still pretty quiet and not as racy-sounding as, say, the Ford Focus RS.

The brakes are superb and exhibited no fade while lapping at full-tilt speeds in the process of trying (and managing) to lose a well-driven 603-horsepower Mercedes-AMG E63 S. Talk about an overachiever. The Type R’s handling is so well-sorted that I’m not sure I’ve ever driven a better-handling street car on a track right out of the box, not counting far more exotic models that usually have a starting price four to five times greater than the Honda’s.

The six-speed manual gearbox is brilliant. The shift gates are spaced perfectly, and it’s easy to shift ridiculously fast. I only heard praises for this wonderful transmission from our judges at All-Stars, and not a single grind was heard on street or track.

I used the most comfortable settings most of the time while driving on the road. This nicely softens the suspension and the throttle response, effectively turning the R into a compliant and economical daily commuter. (I saw better than 34 mpg during one 90-minute run.) Wasef summed it up best, praising “a delightfully revvy powerplant, nimble handling that belies its front-drive configuration, and a driver-focused demeanor that begs for apex hunting.”

When it comes to real-world performance on today’s roads, the Type R delivers about as much fun as we would ever want or can reasonably use. On a track, the R will ably punch above its weight, and it’s no stretch to put it in the same driver-satisfaction category as the Porsche 718 Cayman S, a major compliment. The Honda Civic Type R is a practical rocket ship, an incredible value, and a most worthy All-Star.

2018 Honda Civic Type R Specifications

PRICE$34,775/$34,775 (base/as tested)
ENGINE2.0L DOHC 16-valve turbo I-4/306 hp @ 6,500 rpm, 295 lb-ft @ 2,500 rpm
TRANSMISSION6-speed manual
LAYOUT4-door, 4-passenger, front-engine, FWD hatchback
EPA MILEAGE22/28 mpg (city/hwy)
L x W x H179.4 x 73.9 x 56.5 in
WHEELBASE106.3 in
WEIGHT3,106 lb
0-60 MPH5.4 sec
TOP SPEED170 mph

The post 2018 AUTOMOBILE All-Star: 2018 Honda Civic Type R appeared first on Automobile Magazine.

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Wed, 14 Mar 2018 16:50:55 +0000
2018 AUTOMOBILE All-Star: 2018 Honda Civic Type R

The amusing thing is, we didn’t plan to invite the 2017 Porsche 911 Carrera GTS to this year’s edition of All-Stars. We wanted the latest GT3 and believed we had it locked in. But a ripple in Porsche’s test-vehicle pool meant the car originally earmarked for our evaluation was sent packing back to the mother ship in Germany, leaving us empty-handed.

“But wait,” Porsche Cars North America inquired. “Would you like us to send the new GTS?” We looked at each other for a brief moment, huddled together, and reviewed this 911’s case for attending. We remembered how we laughed last year when we realized this 450-horsepower, turbocharged, rear-drive Carrera is much faster than the turbocharged, rear-drive 993 GT2 of the 1990s, a car that collectors have recently paid millions for. We considered the fact Porsche positions the GTS between the standard Carrera and the “real” 911 Turbo without being as hard-edged as the GT3. “You know,” one of our staffers whispered, “this might be the best 911 Porsche builds right now. Possibly?” Hmmmm. So we picked up the phone and dialed PCNA in Atlanta. “About that GTS … ”

Another funny thing: Halfway through our All-Stars program, you would have thought no one was paying attention to this white coupe. The GTS uses larger turbochargers and a little more boost than the Carrera S, giving it an additional 30 horsepower and 37 lb-ft of torque in comparison. It comes standard with Sport Chrono and the different drive settings the package includes. Dual-clutch-equipped versions such as this one also feature Porsche’s Sport Response “push-to-pass” instant-power button on the steering wheel. Then there is a sport exhaust combined with less sound deadening to turn up the volume, plus those cool center-lock wheels. Not to mention a lower sport suspension setup (optional on Carrera S) and the mean-looking wide-body shell everyone loves on the Carrera 4; this and the GT3 are the only rear-drive 911s to receive it. Additionally, this test car came well-equipped to the fight, carrying both the optional carbon-ceramic brake and rear-wheel-steering packages, as well as Porsche’s active anti-roll bar setup.

Yet for the first day or two, little was said about the GTS as our drivers ran it up and down Mount Charleston. The same proved true at Speedvegas. For some bizarre, unspoken reason, our drivers appeared to have struck a deal to keep whatever excellence they found in the GTS to themselves. Yet when the final discussions and voting for this year’s All-Stars began, the floodgate of positivity burst open.

“This car cannot be faulted and may in fact be the best-value, all-around street-oriented 911 sports car option,” pro racer Andy Pilgrim declared. “Sick brakes, too.” OK, no one ever rolls up to another car at a stoplight, looks over, and challenges, “I bet I can outbrake you,” but his point was well taken: The GTS does everything well. Some felt the active anti-roll bars were overkill, perhaps diluting some of the chassis feel, but more members of our team could not have cared less. “This is some of the best steering on the planet, a chassis that’s hardwired to your backside, brakes that never say ‘uncle,’ and speed you literally have to see on the speedo to believe,” editor-at-large Arthur St. Antoine said. “And the thing just reeks of quality. Probably the best all-around 911 ever.”

Amazingly for our group of wags, those sentiments were almost unanimous, making the GTS a clear All-Star. Everything about this Carrera whispers balance, the kind that makes it a joy to drive even moderately fast. “Porsche’s decades of refinements come through perhaps most clearly in this model, which provides just enough edge without abusing or overstaying its welcome,” contributor Basem Wasef concluded. “Short jaunt or long road trip, the GTS is equally adept at either.” No one was compelled to argue with him.

Does that make it the best new 911 available? With no less than 23 911s to choose from, a formula for almost anyone’s taste, it’s impossible to unequivocally hand the Carrera GTS that title. But we’ll be hard-pressed to debate for long with anyone who reaches such a conclusion. As for why our crew kept its praise to itself until the end of our All-Stars event? The only explanation we’ve come up with says that after countless combined years behind the wheel of 911s, no one expected anything less.

2017 Porsche 911 Carrera GTS Specifications

PRICE $120,050/$151,995
ENGINE 3.0L twin-turbo DOHC 24-valve flat-6/450 hp@ 6,500 rpm, 405 lb-ft @ 2,150-5,000 rpm
TRANSMISSION 7-speed dual-clutch automatic
LAYOUT 2-door, 4-passenger, rear-engine, RWD coupe
EPA MILEAGE 20/26 mpg (city/hwy)
L x W x H 178.3 x 77.9 x 51.0 in
WHEELBASE 96.5 in
WEIGHT 3,241 lb
0-60 MPH 3.5 sec
TOP SPEED 192 mph

The post 2018 AUTOMOBILE All-Star: 2017 Porsche 911 Carrera GTS appeared first on Automobile Magazine.

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