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“YOU DRIVE A TOYOTA PRIUS!? HA, WHAT A LOSER,” exclaims everyone who watched a little too much Top Gear in 2005. But here you stand, grown and matured, ready to tackle the 9-to-5. And it is you who shall have the last laugh. Or will you?

The 2023 Toyota Prius XLE is indeed as pedestrian as econoboxes come and always will be. The shape. The stigma. The acceleration. You can get a Toyota Prius in almost any color, but its personality was always never more than beige. It has never garnered much respect over the years despite all it has done over the years to polish its image and be the best damn everyday economy car money can buy, but no amount of gas mileage or interior space was enough. Not for enthusiasts nor for Dirty Mike and The Boys. But those who have welcomed it into their hearts and homes love it for a reason. If they didn’t, there wouldn’t be a new Prius.

So here we are. The Toyota Prius has gradually been honing its skills and changed threads every few years to get with the times to divisive reception, but this new one? Oh-ho, this new Prius. Toyota may have just struck gold thanks to some stints at the gym and a trip to its tailor, and now it’s here to ask the haters who are laughing now.

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• Specs
• Design
• Price
• Interior and tech
• NPC car
• Hypercool

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Author’s Note: This review was made possible thanks to Turo and the generous owner, who agreed to allow us to rent this vehicle for review purposes. Check out the app or site to see what rides are available in your area! 

Prius price and specs

In a world of astronomical price increases and rampant inflation, the Prius remains grounded in the ever-shrinking realm of affordability. This time, it does so with an extensive list of standard features and worthwhile upgrades over the outgoing generation, not least of which is a significantly more powerful hybrid powertrain with a larger two-liter gasoline engine and a heap of standard driving safety assists. Our vehicle was a 2023 model from Turo, but the equivalent 2024 XLE bases at  $31,095. 

Toyota Prius: see prices at CarGurus

Base price (2024):	$31,095
As-tested price (2024):	$33,925
Engine:	2.0-liter inline-four + 2 AC electric motors
Transmission:	CVT
Drivetrain:	front-wheel drive
Power:	194 horsepower
Torque:	139 pound-feet (engine only, total system not rated)
Redline:	N/A (no tachometer!)
Weight:	approx. 3,200 pounds
Zero-to-60 mph:	7.1 seconds
¼-mile:	15.5 seconds @ 92 mph
MPG:	52 city,  52 highway, 52 combined
Observed MPG:	50.3 mpg
Fuel Capacity:	11.3 gallons

(Author’s Note: Performance numbers reflected in Car and Driver’s review from December 2022)

Prius exterior design

Glow-up of the century

Don’t deny it. The new Prius is hot! Still an egg, yes. But it’s a smoking pistol compared to the car it replaced and the cars it rivals. More interesting than a Corolla. More understated than an Elantra. Yet, it’s sleeker and more aerodynamic than them all. Less goofy cues and proportions than an Ioniq Hybrid. Gone are the angular Gundam slashes that adorned the awkwardly shaped body of the last Prius, and in its place are smooth lines, soft creases, and a seemingly elongated nose complementing the short decklid. 

The rear lights are comprised of a single light bar, while the front angular C-shaped headlights are perhaps the sharpest lines on the Prius and arguably its most attractive feature. Further enhancing the sporty appeal of Toyota’s reborn hybrid hatchback is an upward sweeping side skirt that screams tuner car body kit.

A slippery little snake

Of course, the still-eggy silhouette of the Toyota Prius will forever be a staple of its design and an integral key to its efficiency, and the current generation rocks more than just a prettier face. 

Smoothened lines, grill shutters, and rounded edges contribute to the 0.29 drag coefficient or 0.27 with the lower trim levels’ smoother wheels, which are actually up from the previous car’s slipperier 0.24. This is likely due to the new Prius’ newfound inch of extra width and higher-trim wheel that value style over outright economy.

What’s hot?

– The same fuel miser it always was – Actually quick and dynamic-ish!? – As maneuverable as even smaller cars – Rapid-fire touchscreen response – Abundance of storage nooks in the cabin – Audio system engineer deserves head pats

Prius pricing breakdown

Prius pricing for current 2024 models starts as low as $27,650 for a stripper LE and rockets as high as nearly $43,000 for a loaded Prime plug-in XSE Premium. A 2024 equivalent for our non-plug-in XLE loaner will ring in towards the lower end of the spectrum, with the dual moonroofs and enlarged 12.3-inch touchscreen bringing the total to roughly $34,000 before taxes and fees. Other add-ons like a digital key, as is a smorgasbord of $300 to $450 carpet and all-weather floor mat packages, are available. Our XLE tester came standard with dual-zone climate and heated seats. However, higher trims offer heated rear seats and digital rearview mirrors as part of smaller options packages priced at a few hundred dollars. Solar charging is available on Prime plug-ins as part of its exclusive option packages, and Toyota’s AWD-e is available on standard Prius hybrids for $1,400. 

Not too bad, given how inflation has affected other vehicles far more significantly. Pricing is on par with what a Prius Four Touring cost in 2016, albeit with stronger performance, similar efficiency, and a much more attractive look inside and out. 

Prius interior and tech

As tech-savvy as always

Our Prius XLE came equipped with a lovably clear and ultra-fast-responding 12.3-inch touchscreen that handled nearly everything from stereo controls to vehicle settings, although a physical volume knob and power button are appreciated. I just wish it wasn’t on the damn passenger side. Seriously, why there? I’m right here, not there. At least the screen is big, bright, and quick to respond.

Besides a bit of confusion digging through the menus to set up CarPlay, the screen worked flawlessly. Bluetooth connection was quick to sort itself out on every start-up, and while wireless CarPlay does drain your battery, it’s nowhere near as taxing as other cars I’ve experienced. And if your battery is still a concern, the wireless charger is there to come in clutch with spring-loaded grips to keep your phone from flopping around over bumps. And it actually charges, too, unlike older Toyota wireless chargers where I found they just kept your phone held at a certain charge. 

Toyota’s Safety Sense systems are also standard, with blind-spot monitoring, adaptive cruise with lane-centering, and even a mild brake assist that leans into your hybrid system’s brake regen to help you slow down when it detects stopped traffic in the distance. It won’t fully stop and will flash a warning if you get too close, but it’s a nice little helper around town.

Faux luxury

And to think all of this comes wrapped up in a package that’s just as attractive as the outside. Dare I say you could probably slap on some wood paneling here and call it a new Lexus CT200h? It’s cozy and modern, like an overpriced luxury apartment.

Regardless of screen size, it’s saddled atop the dash right in the peripherals of the driver, as is the digital gauge cluster, which sits high but rather far down the long dashboard. And I mean a long dashboard (see gallery below). They are brilliantly lit and wonderfully crisp, like a 4K TV, and even the animation of sliding between screens and menus appears to be in 60 FPS, evoking thoughts of cars that cost multiples more. Even some Mercedes products don’t have screens this nice. But for those who admonish the overuse of screens, the hard buttons for the climate controls are a nice complement. There’s also no shortage of storage cubbies throughout the cabin, including the cheeky #HIDDENCOMPARTMENT bin beneath the climate controls. Clever, aside from the very obvious latch to open it.

The glass roof doesn’t open, but it does let an appreciable amount of light in for an even airier feel for the already-expansive greenhouse. Best of all, it’s tinted well enough that it blocks heat and UV quite well. Of course, if it’s still not enough, roll-up shades are stored in the center bar dividing the glass panels. The dashboard lightbar above the climate controls and soft white LED interior lighting are a fun touch for adding a splash of color and modernity to this frugal front-driver, and the optional gray interior would spur that theme further. I wouldn’t say it’s for everyone. It’s perhaps a little too youthful and videogamey in here. But it sure is nice to decompress after a long day of complaining on social media and shopping at Trader Joe’s. 

Yep, the new Prius is still an NPC car

A coddling egg

But you certainly won’t complain about how the new Prius goes about its daily business. Ever heard jokes about NPC (non-playable character) cars? The new Prius is the definitive NPC car, and I mean that in the most positive and inoffensive manner possible. This car is a lovely and unbothersome place to eat up the many miles loaded into that minuscule gas tank. Like, damn near 600 miles out of 11.3 gallons, not including the full-EV stints you may accomplish. I hope you can remember what side the tank is on.

The seats are reasonably plush and supportive for a budget-minded car, and the expanses of glass yield impressive visibility everywhere but the rear quarter views. Back there, thick pillars and a lack of sizable quarter glass force you to rely more on the blind-spot monitor, which softly beeps when it detects you are signaling into a pesky hidden car.

Another nitpick inside would be that the glass roof impedes headroom, forcing my six-foot-plus friend to readjust his seating position. The spare tire kit protrudes upward into the hatch space, wiping away what could be feet of space had it not been for the annoyingly intrusive styrofoam tray of just-in-case-the-universe-hates-you tire sealant. Additionally, the digital gauges, while legible, are a tad small and in an awkward place far along the dashboard, which means some drivers who like their steering wheels a bit high, like me, may have their view partially obstructed. There’s always a catch with modern car interiors, isn’t there? At least everything else is as comfortable and ergonomic as can be for the price point.

The engine is a little droney, as Priuses have always been, but I’m happy to report it’s easy to drown out with the standard eight-speaker stereo that genuinely bumps when cranked up without sounding cheap or tinny. What an appropriate stereo to blast Eurobeat out of if Toyota didn’t wire it to the most inappropriate car for Eurobeat. I imagine the optional JBL system must be a certified banger. And for such a small cabin, there’s an abundance of chargers, including the wireless charger, ports beneath the climate controls, and USB-C ports for the rear occupants mounted on the otherwise minimal center console stand. Because charging matters more to your rear occupants than air conditioning. 

Drives as easily as it looks

Once you’re off, it’s immediately apparent how quick and light the steering is, meaning parking lot maneuvers are brainless. The Prius further buffs its maneuverability with a tight turning radius spanning parking spaces wide. Anyone who feels like pushing that turning circle will get an audible slap on the wrist from the handy (and perhaps a bit too overreactive) front parking sensors.

As for the highways, the Prius eats interstates like its GR86 stablemate devours corners. It’s been a while since I’ve been in a car that hasn’t jittered over expansion joints or wandered at the site of ruts. This thing just tracks straight and glides over asphalt, its newfound horsepower making short work of passes where the old car would wheeze its way to barely inch up. Hold it at 75 mph on a flat stretch of road, and you’re humming along in full electric-only mode for as long as the battery says it can.

Its 587-mile cruising range can stretch beyond that if you can hold it in electric-only driving. Nowadays, I’m starting to grow weary of press car stints in vehicles that need a fill-up at least once a day. With the Prius, 260 miles of driving over three days in my care barely knocked the fuel gauge down to below half. Note that lower-trim Priuses feature a more economical and aerodynamic wheel-and-tire package that delivers a meaningful boost in mpg, ensuring easily attainable 600-mile ranges all day long. Huzzah!

The B mode on the shifter is not brake regen like I previously thought but actually a slight engine braking mode to rely less on regen when the battery is fully charged. Alternatively, the aforementioned mild brake assist leans into the regen when the car detects stopped traffic head, which is handy for urbanites who wish to have every ounce of juice available. An actual EV mode exists, but like prior Prius models, it’s solely for parking lot speeds and deactivates upon too much throttle input or when exceeding 25 mph. See Prius Prime for all your I-don’t-want-an-electric-car-copium. 

But Sport mode, however…

How the hypermiler got hyper-cool

Oh yeah. In case it wasn’t already clear, the new Prius is fun. And kind of fast? I think. Nah, it is. This is a quick car with a competent chassis that just so happens to get over 50 mpg everywhere it goes when you’re not making it groan and howl like a garbage disposal. Thanks for that, CVT. But other than the droney engine noise, this thing is fun. Get that. A cool Prius? I didn’t think I’d ever see the day.

So about Sport mode. The new Prius has it. And it sure is something.

With Sport mode, throttle response and battery power ramp up and show you how far of a leap that 194 horsepower, two-liter hybrid powertrain is over the outgoing car’s measly 121 horsepower. Slam the throttle, and the electric powertrain whirs as the engine groans, their combined power thrusting you to 60 mph not far off the likes of the Fiat 500 Abarth, Ford Fiesta ST, Mk6 Golf GTI, or Scion FR-S/Toyota 86. This thing scoots! Or at least it scoots enough to piss off traction control from a stop. Don’t ask me how I know, wink, wink. But you won’t be pulling such antics in the last-generation car. 

Stoplight sprints are no longer a chore, and highway on-ramps are more of a pleasure than an obstacle, not only due to the power but also the Prius’ revamped chassis and steering that no longer wallow at the sight of a one-degree bend. Just as the Prius is surefooted and stable on interstate escapades, it’s a (kind of) playful and competent city runabout. No, it’s not a hot hatch. It’s not even lukewarm or even room temperature. It’s too numb for that, and the CVT is, well, a CVT. Not that the average Prius buyer cares. But finally, at long last, the Prius not only looks good but drives well enough, too. This is a likable driving experience.

What’s not?

– Groany engine noises – Tire repair kit interferes with trunk space – Glass roof may hinder taller occupants – Digital gauge cluster is small and in a stupid place – Lower trims get more efficient wheel-tire packages – Faces formidable competition from plug-ins, crossovers, and full EVs

New Toyotas: see prices at CarGurus

The near-perfect daily driver for almost anyone 

Never thought I’d say this. But the Toyota Prius? Pretty damn cool nowadays. Unfortunately for Toyota, Dirty Mike’s posse has more options than ever. EVs and plug-ins are edging closer and closer to mainstream relevancy each day, with advancements bringing greater range, more practicality, and improved infrastructure, even if it’s marginal gains. Rivals like the Honda Insight and Hyundai Ioniq are also highly compelling choices from rapidly improving and maturing companies, meaning the Prius doesn’t stand alone as the king of this hill anymore.

But even so, the Prius still makes a case for itself with its own suite of upgrades at a good value that ensures newcomers and veteran fans alike will find something worthwhile. I certainly have. It’s loaded with tech, all of which works quite well. The improved performance is a hoot for getting errands knocked out quicker at the Albertson’s Grand Prix and for turning the tides of rush hour death matches in your favor. And it does it all while still getting over 50 miles to the freaking gallon. Five-zero! 

The enthusiast who may snag one as a daily will greatly appreciate the improved dynamics and not paying a gazillion-bajillion dollars at the pump, while the average consumer will walk away from every commute unoffended by the maturity and composure the Prius now carries in spades. Those two attributes in tandem definitely make for a great car and a stellar consumer product. So who’s laughing now, Clarkson?

Now let’s urge Toyota to put a GR version into production.

The UAW has been on strike since September 15th, strategically walking out on various factories and parts distribution centers run by Ford, GM, and Stellantis. It’s called a stand-up strike, and these moves maximize the strike fund and poke holes in the Detroit automaker’s production lines. The latest was a massive one. The strike took aim at Ford’s Kentucky Truck factory, and when negotiations fell through after only 15 minutes, 8700 workers rolled right out the door. Shutting down one of Ford’s most profitable assembly lines. The plant makes the F-250 through 550 super duty pickups, Lincoln Navigator, and the Ford Expedition bringing in 25 billion a year for Ford.

“We have been crystal clear, and we have waited long enough, but Ford has not gotten the message,” Shawn Fain said on Wednesday. “It’s time for a fair contract at Ford and the rest of the Big Three. If they can’t understand that after four weeks, the 8,700 workers shutting down this extremely profitable plant will help them understand it.”

Other than fair wages and retirement, one of the big items on UAW President Shawn Fain’s list is the battery factories used for the shift to BEVs. While electric vehicles have been marketed as a brighter tomorrow for you, me, and the whole world, it has been a dark cloud hanging over the heads of the American auto worker. Because the factories assembling the batteries are a partnership between the Big Three and the battery manufacturers, they are able to circumvent the UAW. Fain is seeking to ensure that as the move to BEVs advances, even beyond just battery production, workers will be compensated fairly.

Stellantis, thus far, is also unwilling to add the battery plant workers to the UAW national contract, and in a rather cryptic statement on X on Thursday, Fain said, “Here’s to hoping talks at Stellantis today are more productive than Ford yesterday.”

It looks like only GM is willing to make the concession and put the battery plants under the national contract, which happened when the UAW threatened to shut down their Arlington Texas site. And while this is progress for the union, they still say there’s more work to be done with regard to everything else they need. The Big Three have a different view and believe what they have brought to the table is all they can manage. 

It’s hard to take the Big Three seriously. They’ve spent billions of dollars on stock buybacks since they recovered from the 2008 recession, a 40% increase in CEO pay over the past 4 years, while the UAW worker’s wages have stagnated. They’ve seen massive profits over the past 4 years as well and are expected to earn 32 billion in 2023. And, of course, it’s more complicated than just numbers written on a piece of paper. But it seems like the Detroit automakers could try harder to give their workers a better life.

As convenient as it is to stop by your local car wash on your way home from work, it doesn’t take long for those weekly hand washes to start adding up. And, if you’re regularly rolling through mechanized friction brushes, you have an even bigger bill to look forward to, in the form of a new paint job. Long-term, the least costly and least harmful choice is to wash your own vehicle. But where do you turn when you lack the supplies needed to get the job done right for a reasonable price? Well, for myself, as well as most people I know, Chemical Guys is the GOAT. (That’s GOAT as in “Greatest of All Time,” not Billy.)

Believe it or not, unlike the last Prime Day held just three months ago, the Amazon Prime Day automotive deals of October don’t suck as much. While it’s not the only brand on offer, Chemical Guys has stolen the spotlight from once-household names like Armor All, proof that prominent placement on the shelf at your local Walmart is no longer a viable substitute for cultivating brand loyalty.

Few car enthusiasts will tell you they only buy Armor All. But Chemical Guys is different. Despite being around since the late 1960s, the brand didn’t catch on until the early aughts when it started showcasing its products at car shows and other types of automotive events. With more people than ever doing most of their shopping online, seeing Chemical Guys cement its place in the hearts of enthusiasts comes as no surprise. In effect, its popularity trickles down to everyone else with a hose and a bucket.

It’s not just lip service, though. Chemical Guys products deliver. Hell, I have the waterless car wash and glass cleaner sprays sitting on my desk right in front of me. I gave my dad a Chemical Guys kit a few holidays back, and in return, he gifted me a different set a couple years later. Chemical Guys makes stuff that’s high quality yet affordable, a rarity in today’s economy. Chemical Guys also makes a lot of stuff, much of which is on sale for Amazon Prime Day 2023 – at least for the next few hours.

Chemical Guys 16-piece Arsenal Builder | 40% off

THIS – and I cannot stress this enough – is one of the best Prime Day deals you’ll find in the automotive department. When Amazon calls it a Big Deal, you know it’s a big deal. Whether you just started driving or you recently got a car you care about too much to let someone else wash it, the Chemical Guys 16-piece Arsenal Builder is a bargain at $91, or 40% off.

SEE IT FOR $91 AT AMAZON

Chemical Guys 14-piece Arsenal Builder | 40% off

If you can do without the Speed Wipe quick detailer spray and microfiber mitt, the Chemical Guys 14-piece Arsenal Builder is nearly identical to the 16-piece kit, but for $19 less.

SEE IT FOR $72 AT AMAZON

Other great Chemical Guys deals to consider:

• 30% off Torq long-throw orbital polisher kit | $210
• 30% off TorqX 9-piece polisher and compounds kit | $140
• 30% off Torq Foam Cannon and soap kit | $80
• 30% off Extreme Bodywash + Wax | $35
• 40% off Clean & Shine car wash starter kit | $24
• 40% off Microfiber towels (12-pack) | $21
• 30% off tire and trim gel | $17
• 30% off Clay Luber clayblock and clay lubricant | $15
• 30% off Total Interior cleaner and protectant | $14
• 30% off Gerbil wheel and rim brush | $8

SEE THE FULL SALE HERE

The hype. The banter. Everything you’ve heard about this car, no matter how exaggerated or convoluted. Is it true? It must be. From the first couple miles of taking delivery for my most recent press stint, I knew the 2024 Acura Integra Type S was a knockout winner. I just didn’t anticipate it to be this good. And while it’s far from perfect – no car is perfect, not even close – the Type S is as close as most cars in this price bracket ever hope to be.

But! We spout this same nonsense repeatedly with every new sports compact to come out like each one is the Messiah of motoring. Purity this, engagement that. Yeah. A Toyota GR86 also does that for thousands less than anything in this segment of steroidal family haulers. But what’s it like to live with one? Is it worth the price premium over its peers, and does the facade of a tuxedoed-up Honda Civic Type R fade away like every other honeymoon phase?

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• Specs
• Design
• Price
• Interior and tech
• Civil Civic
• Type S

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Price and specs

Well, well, well. The gussied-up Civic is priced and performs like a gussied-up Civic. Nothing too surprising here, although some slight tinkering yields a five-horsepower bump. Queue the Donut Media “MORE POWAH, BABY” sound bite. Given its badge prestige over Honda and the added luxuries that come with it, the Integra is expectedly pricier, stickering at $6,000 over the equivalent Civic Type R and $5,000 more than a base Volkswagen Golf R.

Acura Integra Type S: see prices at CarGurus

Base price:	$50,800
As-tested price:	$53,785
Engine:	2.0-liter turbocharged inline-four
Transmission:	6-speed manual
Drivetrain:	front-wheel drive
Power:	320 horsepower @ 6,500 rpm
Torque:	310 pound-feet @ 2,600 to 4,000 rpm
Redline:	7,000 rpm
Weight:	3,219 pounds
Zero-to-60 mph:	5.1 seconds
¼-mile:	13.7 seconds @ 105 mph
MPG:	21 city, 28 highway, 24 combined
Observed MPG:	26.4
Fuel Capacity:	12.4 gallons

(Author’s Note: Performance numbers reflected in Car and Driver’s review from July 2023)

Integra Type S exterior design

Dressed as sharp as it drives

The face is an angular, chiseled exaggeration of the standard car, giving it a sort of “jawline” that even the Integra A-Spec and Civic Type R lack. The design language carries over to the rear bumper, with its not-egregiously in-your-face diffuser and the large, tri-tip active exhaust.

And the cherry on top, those hypnotizing, drool-worthy fender flares. No need to turn to TOM’S or StreetHunter Designs. Acura already did it for you. They match the body perfectly in a way we wish came on other Honda products. But keeping it a Type S exclusive just makes it feel all the more special. Every arch, vent, and body line meld into a “Goldilocks” design language that’s more aggressive than relatively tame German rivals but less gaudy and wannabe touring car than some Asian competitors. 

More than just a pretty face

We must also note that all that fancy-schmancy aero that the Type R and other sports compacts pride themselves on is still present in some form. It’s just sneakier about it. Because exposed wings and canards are for overgrown children and Porsche GT cars.

A wing? Bah! You have to be adulting at the in-laws’ house in an hour, and you can’t be caught driving something with a goofy wing.

But Acura has you and your judgemental family members covered. The underbelly is flat for improved airflow, while that diffuser actually works to cleanly evacuate the air. Within the enlarged jawlines of the Type-S’ mug are concealed canards that perform as they normally would in producing front downforce, except Acura keeps hidden from the prying eyes of tuner hype beasts. It’s undisclosed how much downforce, if any, is produced, but Acura does emphasize that lift is reduced dramatically, resulting in a significantly more stable ride at high speed.

What’s hot?

– Tenacious handling and composure – Actual steering feedback – Hardly a sacrifice on the commute – Shockingly spacious interior – Upholds its mature luxury car identity – Drop-dead gorgeous styling

Integra Type S pricing breakdown

Similar to the Civic Type R, not much goes into inflating the Integra Type S’ admittedly lofty price tag. It’s a $50,000 car. And after options, it’s, uh, yep. Still roughly a $50,000 car. 

Pricing starts at $50,800 before destination charges, with the only real options being $600 in fancy metallic paint, a $950 carbon fiber mini-duckbill spoiler, a $204 full-metal shift knob, and your choice of a $475 heated steering wheel or a $408 alcantara steering wheel. And of course, there’s your typical array of dealer-installed accessories, including floor mat packages, wheel locks, and different-colored badging. For a hair under $2,200, you can score, drum roll, the exact same style of wheels that are already on the car to begin with. Well, except, they’re bronze. So, if you have a blue car, you can build the world’s nicest Not-A-Subaru-WRX.

Platinum White paint, the carbon spoiler, a floor mat kit, and a $1,195 destination charge brought our tester to $53,785. For reference, that’s quite a jump from the Golf R and Type R and a significant leap from the GR Corolla and Elantra N. But stack it against peers from bonafide luxury marques, and the Type-S stands strong. Its base price slots slightly above lukewarm sports compacts like the BMW M235i Gran Coupe and Audi S3, on par with the CLA35 AMG, and well beneath firebreathers like the CLA45 AMG and Audi RS3.

But unlike all of those cars, the Teggy gets a six-speed stick as the one and only transmission. Winner: Acura.

Integra Type S interior and tech

Earning its luxury car status

Swallow any badge snobbery because Acura has been on a hot streak of well-designed products, and the little Integra is entry-level luxury done right. The interior is unmistakably an Integra, aside from the suede center inserts, which are a godsend in that they never get too hot or cold. The suede accents are always black, but you can choose red, black, or cream leather, depending on the exterior paint. Yes, Acura will bar you from making tasteless color combo choices.

Plenty of soft-touch materials are throughout, and the occasional pockets of hard plastic feel sturdy and tightly-snapped together. The interior brightwork does wonders to contrast with the red leather interior of our tester, and bits of red stitching in places like the shifter boot remind you that you’re driving something more than entry-level. And little nods to this car’s intentions are welcome, given you don’t get the full-metal knob as standard or the Civic’s supercar-worthy bucket seats. But given this car’s place in the Honda-Acura pantheon, the standard heated seats, which are still plenty supportive if a tad firm, are just fine. 

All the tech in the world except for one

Being a luxury item in today’s market means it comes standard with an arsenal of comfort goodies to make that 9-to-5 a little less painful. And when I say standard, I mean not a single option box is necessary to bask yourself in adaptive cruise control with lane following, collision detection, and blind spot monitoring. There’s even a heads-up display for speed and phone-integrated nav directions, which the Civic Type R does not offer. How generous of Acura.

The Integra also receives wireless CarPlay and Android Auto with wireless charging, which is great given that Acura and Honda decided not to include built-in nav in their otherwise simple and quick-responding 10.2” touchscreen. Weird. It’s a $50,000 car to start, and you’re pretty S.O.L. if you need a pointer in a place without cell service. During my mostly urban expedition, CarPlay was faultless, but damned are any drivers who’d need to punch in directions in the middle of the desert or high in the mountains. So, have that address loaded on Maps before you venture too far. Fail. 

But it’s okay. You can drown out the intrusive thoughts of why you’re only given a built-in compass with that banger of a 16-speaker ELS audio system, also a Type S exclusive. It helps you forget the bargain-bin decision to forgo any built-in nav and appreciate the rest of the mature and fairly opulent cabin, a beacon of Acura’s maturity. 

The Integra is a more civil Civic

It’s true! And don’t take that as insulting. The Integra is, as it always was, a slightly sportier, slightly nicer variant of the Honda Civic upon which it’s based. And the new Integra, Type S or not, wholeheartedly embraces that mantra and executes its mission gracefully. 

A commuter for cool dads

The adaptive suspension is tuned slightly softer than the Civic Type R, and while I can’t speak on the Type R’s ride quality without driving one, I can say the Type S is a friendly monster. Even on horrendous freeway expansion joints and tattered side streets, the Type S rides as cozily as possible, at least on its 19-inch wheels and thin sidewalls. The default drive mode, Sport, isn’t what I’d call harsh, but Comfort is almost indistinguishable from a regular Civic. Shut your brain off and forget the sportier exhaust and occasional hard impacts, and you’d be hard-pressed to believe this is anything more than a normal car, with a numbed throttle and steering light enough for one-finger parking lot maneuvers.

However, the significantly wider front track over a normie Teggy does result in a so-so turning circle. But thankfully, despite the widened track and muscular fenders, it’s still the perfect size for traversing the concrete jungle and fitting in most parking spaces. Even in the tightest, most crowded lots, there was no anxiety when dodging traffic, which deserves some praise given the cavernous inside.

With the sloping roofline, the rear seats may have questionable headroom, but legroom is as plentiful there as it is out front. There’s no center armrest, but the center seat has integrated cupholders as a half-baked apology. But it’s whatever when the rear seats can fold flat, expanding the already generous hatch space and turning the Type S into the world’s most awkwardly shaped cargo van. 

My only complaint is the meh fuel economy for a four-cylinder, even given its performance intent. Sure, it can get 28 mpg on the highway and probably well over 30 in the real world, and I managed a healthy 26 in mixed driving. But city mileage is a less-than-stellar 21 mpg, which will likely be less in reality without a light foot. At least the small tank means fill-ups are cheap, but they’ll also be frequent. 

A helpful hand and a watchful eye

And those safety tech goodies? Nearly flawless. Nearly. Adaptive cruise works like a charm and allows you to shift between fifth and sixth gear without deactivating. The self-steering for lane-following never ping-pongs and does a decent job at centering itself, but it sometimes likes to favor one side of the lane or another and hold itself there. Steering inputs are smooth and natural, and the car will flash a message on the dash, encouraging you to stay vigilant. Collision warning and blind spot monitoring are passive but grab your attention with an inoffensive tone when you’re too close to the car in front or signaling into somebody. 

Not bad when the performance model can nearly impersonate its doner car. Many sports compacts don’t know when to relent when it’s time to shut up and act normal, but the Integra impresses with its impossibly broad spread of talents. After half a day around in Comfort, you almost forget this car is every bit the canyon-carving giant killer of a track weapon its sibling is.

Type S must stand for “Super-radtacular-to-drive”

What did you expect? For the softened suspension to dull the Type S’ reflexes, or for the lack of wing to hamper its high-speed stability?

Nope. Nothing but good times and unrelenting handling chops. Over the mountains and through The Crest to driving nirvana we go. A few turns of the wheel at speed, and you see why the Honda-Acura twins have been nothing short of perennial favorites that know nothing beyond the pedestal they stand on, and their engine is part of that claim to fame. 

Engine by the gods

The two-liter turbocharged K20C8 four-cylinder is how all turbo four-bangers should be. Sort of. It builds power all over the rev range, having enough torque to chug along at low revs in traffic yet not getting short-winded past its peak like many other engines like it. It’s effortless to wring out and slam right into that 7,000-rpm redline. It just pulls and pulls and pulls some more! Buttery smooth until you reach that upper echelon, and then the K20C8 buzzes just a tad to emphasize there’s something alive under the hood without being intrusive.

Gearing is snappy, making every bit of that 320 horsepower and 310 pound-feet feel like this K-Series is punching above its weight. It’s fast fast. “Push you into your seat” fast. And made all the more delightful by that typical Honda trademark manual shifter. Short throws with crisp engagement make for something you want to shift mindlessly in traffic, even when you don’t need to. Disappointingly, the clutch is feather-light for commuting, but its engagement progression is perfectly linear, meaning you have to be a total dunce not to drive this smoothly.

The only real letdown is the exhaust, which, although it’s a bit louder than the Civic’s and belches out more subtle pops on full-throttle lifts, is still too quiet for how raucous the engine is. This is perhaps the only segment where the Hyundai N division takes an easy victory. But that’s okay. It’s an Asian sports compact. You won’t be short on aftermarket exhausts or any other go-fast add-ons.

Chassis by the Titans

In the mountains soaring high above LA and Malibu, the adaptive suspension remains supple, even in Sport+, with the steering gaining a decent amount of weight that’s appropriate for steady inputs without being artificially stiff. And best of all, there’s feedback.

What a novel concept! Steering feel! In a new car sold for 2024! Who would have thought steering that wriggles and kicks with road imperfections and lightens or stiffens per grip level would be a great idea? Not BMW, apparently. Ford used to. Kind of Hyundai. But Acura and Honda understood the assignment, for sure. There’s no better steering this side of a Cayman to command the motions of the well-sorted chassis.

The softened suspension remains adaptive and adjustable, except all modes are compliant and seldom upset by road imperfections. Sport+ can be a little harsh here and there, but the default Sport has proven to be the perfect middle ground anyway. Body motions are kept well in check with no severe crashes nor wallowing, and the not-so-racey seats of the Integra still do a decent job at holding you in place despite their unassuming appearance. Still, leather-wrapped versions of the Type R leather-wrapped buckets would’ve been a nice option. But most impressive has to be the way this car reacts to adjustments. 

This thing hooks. And its ability to resist torque steer while on throttle, tuck deeper into a corner, and even get some tail wags at the hint of lift or trailbraking is intoxicating. Kudos to the dual-axis front suspension design and the hyper-aggressive front limited-slip diff. The Elantra N exhibited a similar degree of neutrality, but the Integra Type-S does it better with notably more outright grip, enabling it keep pace with a colleague in an Audi S3 loaner and its DCT and all-wheel drive buffs. 

Kudos once more to the 265-wide Michelin Pilot Sport 4S tires. For reference, that’s ten millimeters wider than the front tires of a non-Handing Package Mustang Dark Horse, which makes 180 more horsepower and tips in over 700 pounds more than the Teggy’s svelte 3,219 pounds. Acura loves to tout how it’s only marginally heavier than the Type R despite the added tech, but it’s also hundreds of pounds lighter than its German counterparts.

Brakes? No complaints. Four-piston Brembos biting down on 13.8-inch rotors work exactly as advertised. However, the pedal is somewhat soft in the first inch of travel, but that makes it easy to modulate, and the performance was purely confidence-inspiring and fade-free, even in some of Malibu’s tightest downhill passes. The two-piece rotors certainly look premium and likely contribute to weight savings and improved heat dissipation.

What’s not?

– Okay-ish fuel economy and small tank make for frequent fuel stops – No built-in nav for trekking far away roads – No option for a more aggressive bucket seat – Even this louder exhaust is still too quiet – Numb, overly-light clutch pedal – The Civic Type R exists

New Acuras: see prices at CarGurus

The greatest driver’s car I hope no one forgets

By now, you’ve surely noticed my nagging comparisons to the Type R. But that’s because the Teggy, as unfortunate as it’ll be, will always be forced to justify itself and its price tag when standing in the shadow of the Nürburgring front-wheel-drive record holder. How its bulging arches and understated demeanor will court fans is yet to be seen, but they must not let it fade into obscurity like so many other drivers cars in history.

I’m rarely left so hot and bothered by a car, but the Acura Integra Type S just beckons for another summer fling. Apparently, it does it for many people, just as its Honda counterpart has done for years. But if you stripped away the Acura’s rowdier twin and left this to stand alone as the flagship performance car for the street and the track, could it? Oh, I think it can. Easily. It rides nice, goes like hell, and turns, brakes, and feels like a real sports car should, all wrapped up in show-stopping sheet metal.

I wouldn’t say it’s outright better than a Type R. It’s just different, taking what that car does best and twisting it to better suit an identity befitting of Acura. And if mature performance with a splash of giddiness is your jam, then have at it. What more could you want?

A wing? Ugh. Okay. That’s fair.

Formula 1 fans, strap in! Fat Bear Week is upon us! Wait, what?

It’s a magical time of year when the brown bears of Katmai National Park in Alaska roam free to finish their final bulk up for winter. Since 2012, a live cam from Explore.org has given the world insight into the beauty and wonder of the national park and these fantastic beasts. It stays up 24 hours a day and is nestled near one of the premier fishing spots for the bears.

Fat Bear Week (yes, that is very much a thing) became a spectacular byproduct of this innocent happening. It’s a celebration of these bears’ resiliency and tenacity against the elements and each other. Much in the way you would fill out your March Madness bracket, eight bears make the final cut and are voted on each day from October 4 to October 10. The victor is announced and crowned on Fat Bear Tuesday. Don’t worry. There is still plenty of time to vote.

Now, you might ask, “Sheilah, what does this have to do with F1?” Thank you for asking. I love Fat Bear Week, and I love F1. Once I read the bears’ descriptions, I couldn’t unsee many of the drivers within them. It’s also extremely likely Max Verstappen will win his third World Championship this weekend. So I say let’s celebrate all winners, be they Ursus arctos or Homo sapiens.

747 “Colbert” / Max Verstappen

Colbert is a bear who popped onto the scene with vibrancy and salmon-catching accuracy, which is truly a form of art. Max Verstappen crashed onto the F1 scene with brash ambition as well. After a few altercations with hardened veterans, he honed his skills and turned onto a very successful path. He is also a two-time champion, though Max will be a three-time champ after Sunday. If you think about it, they both have over 20 years of experience in their perspectives fields of bearing and driving. Max basically started carting at three. So, yes. That pans out. The parallels here are scary.

480 “Otis” / Fernando Alonso

Otis is a grizzled (ha, get it?) old veteran spending his days fattening up and basking in the fruits of his labors from over the years. With four titles under his bulky belt, he’s always a threat to knock a youngin’ off their perch. And just because Otis is now mostly toothless, that doesn’t make him any less fierce. Fernando Alonso, now in his 22nd year of F1 racing, has two World Championships and over 100 podiums. He’s still got that dog, uh, I mean, bear in him. Never one to be counted out, we have seen a kinder, gentler Fernando this year at Aston Martin as he has taken Lance Stroll under his wing. Fernando is the most amazing driver and person ever, please don’t Google anything about him before 2023 and just believe me!

32 “Chunk” / Valtteri Bottas

Chunk has been a regular fixture and a familiar face for Fat Bear Week. He has yet to be an overall Champion, but he has gotten dang close. Each year, Chunk is an impressive presence known for his big fluffy head. He is also easy to pick out as he has a few battle scars from scraps he’s been in over the years. My beautiful Finnish man, Valtteri Bottas, is the perfect driver to equate with Chunk. A lover of the outdoors and not one to be afraid of bearing it all, Valtteri is, too, an almost-champion. These days, he is known around the paddock for his dazzling helmet designs and the fabulous flowing mullet underneath.

128 “Grazer” / George Russell

Grazer is a beloved fan favorite. She’s got a soft, strong, and classy energy. She’s also noted as being quite tall with lush blonde fur. She’s also always in the conversation as a top finisher. I am a recent George Russell convert, and when I read this description of Grazer, I knew immediately. As one of the tallest drivers on the grid, his coif has become very iconic and the topic of many F1 TikToks. George radiates a stern but understanding parental vibe, complete with dad jokes. And if we are discussing posh posture, it’s him.

284 “Electra” / Carlos Sainz

Electra is known for two things: her silky fur and her very distinct finishing technique. Called the “dash and grab,” catching her in action is said to be a blessing unlike any other. A true beauty in both looks and skill. If you were thinking it would be a man in red, you are correct. Who has a mane that could mesmerize the whole paddock? Well, that has to be Carlos Sainz. Who has suave proficiency? The literal “Smooth Operator” himself. Carlos has had some tremendous overtakes in his career, and I believe he’s the first to do so to Max.

806 “Junior” / Oscar Piastri

This bear is named as such because he is a former Junior Champ. Think of that as the F2 system of the Fat Bear world. This year, Junior has shown up braver and thicker than ever. He is definitely ready for the challenge ahead. Not afraid to take on any of the veterans, this young cub has earned his spot. Oscar is far and away the Rookie of the Year. He’s already made it to the podium with an impressive first year. At the time of writing, he’s thrust into the top ten in the Driver Standings and looks to finish this season very strong. If you aren’t rooting for this Gen Z Aussie wunderkind, check to see if you have a heart.

Bear 402 / Lewis Hamilton

A nurturing mainstay around Brooks River, 402 is as protective as she is valiant. Easily recognizable, you can see her dashing around teaching her cubs and looking out for the next generation. She even had to successfully rescue one of her babies from a roaring river last summer. 402’s got a heart of gold. Knowing how much Lewis Hilton has done to promote diversity for the next generation within Mercedes certainly aligns him with 402. But beyond his Mission 44 foundation promoting STEM programs for youngsters, he has also helped bring a new perspective to a rather stuffy F1 hierarchy. A man who stands out in the paddock for all the right reasons, Lewis has used his resources and platform for good.

If you are interested in catching the Qatar GP on Sunday, it will be on at a very reasonable 1 p.m. (EST) on ESPN in North America and, as always, on F1TV.

Earlier this year, Tesla announced an expansion to the Gigafactory in Nevada in order to bring production of the Tesla Semi electric truck to a higher volume. It appears those efforts are reaching further with the addition of ten new job postings to the Tesla career page — each relevant to the Tesla Semi.

Back in August, a new manufacturing leader had been hired to spearhead the Gigafactory Nevada expansion. As it stands, reportedly only about 70 Tesla Semis have been built since the beginning of the year. The new jobs related to building and designing the production line could get the wheels turning on this gargantuan project.

The new Tesla job postings are as follows:

• Sr. Architect, Semi
• Structural Modeling Lead, Semi
• Factory Design Engineering Leader, Semi
• Lead Plumbing Engineer, Semi
• BIM Manager and Virtual Design Coordinator, Semi
• Staff Iot Network Engineer, Infrastructure Network Engineering
• Electrical Construction Project Mangement, Infrastructure Programs – Semi
• CAE & CFD Thermal Engineer, Battery Engineering, Semi
• CAE Analysis Engineer, Structures & Durability, Semi
• Mechanical Design Engineer, Structural Design, Semi

We are still likely months or even longer away from seeing work begin on the Gigafactory expansion. Our best estimates would suggest not to expect new Tesla Semi production until the back half of 2024.

A cool breeze and steady clouds rolled over LA to remind us that autumn weather was around the corner. Angeles Crest became the set of some derivative horror flic and dampened any enthusiasm to soak up the nonexistent rays in Malibu. I was in town sampling yet another press car, but nothing more. How uncharacteristic of me, as I always try to find other immersive things to do, other stories to tell. Might as well when in such a hub for culture, food, and driving. But this time around, nada. Already wished Porsche a happy 75th at The Petersen. Already visited the Lady of the Lake at The Mullin. Maybe one day, I’ll hit the apexes at Willow, but not this weekend. What to do.

I wasn’t about to be the airhead who sucks at planning so bad they couldn’t find anything to do in LA on a weekend. But thankfully, a nifty little Instagram post pointed me towards a new garage in Gardena to spend my Saturday morning. A local group, Brekkie Car Club, was the crew putting on the show, but an outsider like me knew next to nothing of them. I expected a small parking lot meet like those I had been accustomed to and maybe a coffee stand.

I probably should’ve browsed their page and done my research before showing up with the lackadaisical attitude I initially had. Now I feel rude for making any assumptions.

Cool breeze, warm coffee, fiery cars

The alley was mostly full, so I parked the Acura Integra loaner in an overflow lot across the street with the other late attendees who had already begun spilling out of the entrance. The howls of Japanese straight-sixes and German flat-sixes clash as attendees come and go down the street. Even the cars spilling into the street and the overflow area were among the cleanest examples of tuner cars, even the ones that were clearly for show or casual street use. And this was before you entered into the actual show.

Humorously, being set in the alley of a parking facility in Gardena, it was definitely the largest Cars N’ Coffee I’ve attended, longitudinally speaking. Cars stretched down seemingly a couple hundred feet of tarmac, lining the entrance to this newly-minted garage and culminating in a pocket of vendors and top-shelf cars. 

On display was among the broadest spread of diversity in American car culture, a gathering for many tastes with people from all walks of life. And no, this sort of event isn’t exclusive to solely this region, but you don’t see it in such droves in many other places. It’s somewhat alien yet completely on-brand for this corner of the country. From home-brewed tuners to shop-built restomods. From sport compacts to supercars. There was plenty to behold. Peep at the slammed truck that I’m willing to bet is lower than the actual lowrider in attendance. 

Growing up in Las Vegas, our car culture is but a scaled-down caricature of what lies 300 miles westward. It was a scene I knew but turned up to scale I rarely experienced back home, with a rainbow of personality and creativity to match. My home has some bang-on Cars N’ Coffees. I will not deny them that. But it’s not often I see a kei truck and kei van sitting pretty next to a 911 Carrera lowered on WORK wheels. Nor is there ever a Vorsteiner booth with Europe’s finest rocking sets of circular artwork.

Seriously. Get a load of the rollers on the gray Urus. And the 991.1 GT3’s bronze two-piece center-locks with the polished rim? It’s like something out of a Speedhunters post.

Typical in this day and age, you’re never short on grayscale cars, but the blinding paintwork of vehicles from the Chevelle 454 SS to the pair of old and new BMW M2s do just enough to pierce through the otherwise dreary backdrop of clouds. 

And did I mention the Fast & Furious Supra, complete with nitrous bottles and a fully dressed-up interior? No? Right. Nevermind then. Forget ‘bout it, cuh (I had to). 

There was no shortage of heavy-hitting knockouts on display. In addition to Vorsteiner’s Urus and Huracan STO demo cars and the armada of Skylines and 911s outside sat the illustrious, drool-worthy collector pieces inside the facility. Truly the stuff of dreams and living legends. Try the cleanest Mitsubishi Lancer Evolution X you’ll ever see outside of a magazine cover from 2015. Or not one, but two Carrera GTs. Or if you’re more into modern performance, there’s no going wrong with a GT2 RS.

And it’s not like everything in attendance was a minty-fresh collector’s piece pulled from an RM Sotheby’s auction ad. Some cars were textbook definitions of pristine. Others preferred patina. It was a healthy mix of cars made to look as if they were on the assembly line and ones made to tell the stories of their history. Every drive, every adventure, and every nick from probably following a dump truck too closely.

Perhaps my personal favorite was locked in a three-way tie between the Honda N600 rocking an interior adorned with stuffed toys and knitted seat covers, the Evasive Motorsports Honda S2000R restomod in all its carbon fiber and Championship White glory, or the Bugatti Type 35 continuation car by Pur Sang. But is it wrong to even mention the S2000R and the Pur Sang in the same breath, let alone park them within a couple dozen feet of each other? Or is that just the time we live in, where a Japanese sports car of the 2000s can transcend its original platform and stand on the same pedestal as something that belongs at Concours d’Elegance?

Or, here’s a better question. Who cares?

A melting pot of metal and memories

Prestige matters little when both vehicles exist as symbols of their creators’ love and ingenuity. Here, they sit for a like-minded audience to gawk over every intricacy that makes them special, even if they’re worlds apart. The co-existence of these cars in one space puts the intimidated or uninitiated at ease and encourages them to branch out of their wheelhouse to discover cars they wouldn’t have otherwise discovered.

The same goes for every car here. A 911 GT2 RS shares the same square footage as an S14 240SX and an Evo X. Mustangs and Camaros intermingle with M cars and Supras. Because why the hell not? There is no segregation of the various cults like I often see with other events. There are no “Mustang people” or “Porsche people” here. They’re just car people.

This level of variety in car culture and its people proves, when done right and not with the foolish delusion of chasing clout and outlaw stardom, that it’s more than just an exercise in materialism and vanity. And it’s this melting pot that makes for great memories and meeting new people.

But why on a cloudy day in some industrial park alleyway in Gardena? Surely, there was no one staging for quarter-mile drags in the hopes of appeasing triad bosses or winning pink slips to ten-second cars (bam, two references in one piece). Brekkie’s show was more of a celebration than anything else. A celebration of diversity in car culture, as well as the grand opening of a new garage for these cars to potentially call home. 

Celebrating a new home for our four-wheeled friends

Hell, that venue had to belong to someone, right? Right. So hats off to auto journalist and TheSmokingTire co-host, Matt Farah, who celebrates the opening and unveiling of the Westside Collector Car Storage South Bay location in collaboration with Brekkie Car Club. His 90-car garage presents itself as a hub for dedicated hobbyists to give their cars a home when they themselves can’t, delivering a much-needed service to the local community seldom seen throughout the LA area and other densely populated metropolises.

Tucked deep into this otherwise unassuming alley gives the location a lowkey vibe. If you didn’t recognize the signage out front, it’s almost speakeasy-like for cars. Its privacy and security are to be further bolstered by the later construction of a concrete wall, and that’s only a fraction of future developments soon to follow. Being more sprawled out given its location, the WCCS South Bay facility will soon exceed the capacity of its original Playa Vista location, which made headlines upon its opening for its impossibly ingenious use of such a compact space. Adopting the second building adjacent to the now-opened garage will reportedly allow car capacity to inflate to 170, with room to spare for indoor and outdoor lounging, a conference room, a kitchen, and a dining area. 

Get that. A kitchen. In the same place you’d park your weekend toy. To some, it may just look like a glorified parking structure. But the enthusiast in me, who probably watched too many movies and played way too many games, sees a lounge for car clubs, a hub for drivers’ meetings on rallies, and your character’s starting garage should they ever make a Test Drive: Unlimited game in California. 

Excessive? In all the best ways. So think of it as a gift to the community, because as much as we love them, cars are a hassle in big cities. After all, the eclectic customers who will soon fill these bays surely deserve some treat for keeping our increasingly niche hobby alive with cars that are becoming more like museum-worthy exhibits with every passing year.

And I mean. Come on. It doesn’t sound like a bad place for the valet to take their sweet time when they give you a place to kick it.

So yeah. I’m a fan of this idea and of gatherings like this. And you should be, too. People like Farah and his crew at WCCS make being octane-blooded in concrete jungles feel less like wedging your passion between a rock and a hard place. And it’s lively, community-driven shows by groups like Brekkie Car Club that keep the flame burning for veteran hobbyists and hopefully light a flame in the hearts of the new and curious.

Not a bad assessment, huh? And to think all I wanted to do was kill a Saturday morning.

Behold the most star-studded write-up about what’s seemingly the most lazily hashed-together roadside solution to ever come with any new car or sit on shelves at your nearby Autozone. But! I insist it’s worth talking about. Hey, you clicked on this, didn’t you? You made that choice. Now sit here and read about me rambling all about tire sealant and tire repair kits.

Story time!

You know, those gimmicky little toy chests that come under the back seat or in the trunk of your shiny new car? Or perhaps you’ve seen them collecting dust on shelves at stores. They’re those things you read about in dealership brochures or press releases and think, “Oh geez, I really wish you just included a damn spare tire at that point.” But turns out, at least for anything short of your tire exploding or being straight-up stolen, we shouldn’t underestimate tire sealant.

While we’re on this, allow me to also state that road debris should not be scoffed at, no matter how small. If they weren’t, I wouldn’t be writing this stupid article. But no. Some missing chunk of someone’s crap-pile jalopy at a turnout in Angeles Crest Highway chose me as its lucky winner and dressed the tire of my Integra Type-S loaner as Venom Snake from Metal Gear Solid V. There was a triangular shard in the center tread block, which would have been repairable if not for its size creating a big enough slash for America’s Tire to deem it as a must-replace.

Thankfully, the Acura press fleet manager notified me that they had full replacement wheels and tires on hand and could swap out the impaled rubber so long as I could make it from my friend’s place in Palmdale to their HQ in Torrance. So I made the journey the morning after the puncture after having already racked up 50-ish miles and was about to rack 80 more. As sketchy as that was, it was a trip I couldn’t have completed if the tire sealant kit in the trunk didn’t do such a commendable job at, well, its job.

People always taught me sealant kits were gimmicks and to never bother with them. And to a degree, which we’ll discuss at the end, they’re kind of right. But man, in a pinch, these can save you from being stranded waiting for a tow atop a mountain or the annoyance of working a shitty car jack to mount some shitty spare donut. The bag-o’-goo sloshed inside the tire, made its way to the puncture, and sealed just enough to hold air pressure for the following evening and morning until I could limp it to an America’s Tire and the press fleet HQ in Torrance, totaling well over 100 miles on the still-impaled tread block. Tire sealant works. It’s not the best nor the most permanent. But it works.

It spared me a weekend of headaches and can work for you, too. Yes, this is propaganda. Here are some preemptive solutions to any future tire woes you may or may not have, followed by the facts on what’s the deal with tire sealant.

Tire sealant kits for sale

Fix-a-Flat Tire Sealant 2-Pack

What’s better than one can of Fix-a-Flat? Here’s a perfect pick for a multi-car garage or if you’re just unlucky enough to keep having this problem. This two-pack of aerosol cans can come in larger quantities or be changed to a six-pack if you’d like.

See it for $21 at Amazon

STP Tire Fix Sealant and Inflator

Presenting yet another gift from a household name in car-care goodies. STP, also known for its filters, fuel additives, and oil treatments, delivers a quick and easy way to have some peace of mind on the road. This 16-ounce aerosol touts its ability to create a proper seal for punctures up to a quarter-inch wide for up to three days.

See it for $16 at Amazon

Slime 2-In-1 Tire & Tube Premium Sealant 1-Gallon Jug

Now, here’s a fun one for owners of off-highway toys or trailers. Or maybe you’re just especially unlucky, and the tire gods hate you. Either way, this one-gallon unit is great for tending to tire impalements for non-car applications like motorcycles, ATVs, or trailers. Because yes, even the tow rig needs a hand from time to time. Keep an air compressor handy, however, as there’s no method of inflating the tires with what’s essentially a repurposed Fast Orange jug. 

See it for $29 at Amazon

FAQS

Q. Is tire sealant a permanent fix for a punctured or flat tire?

• No. Absolutely not. So don’t even think about filling your tire with that sticky slop and calling it a day for the next 10,000 miles. If anything, tire sealant kits are the least “permanent” and most volatile method for fixing a tire. Like my situation, it’s best in a pinch, and even I pushed it much farther than the generally recommended maximum of three days or 100 miles. After use, it’s best practice to hurry to a tire shop for repair or replacement. So don’t be me and push your luck.

Q. Is tire sealant and a tire repair kit the same thing?

• Kind of. Technically, tire sealant is a type of tire repair kit. Tire repair kits can generally be anything from a patch kit or plug to that gooey stuff in a can that auto stores and automakers love so much. But no, a tire repair kit is not exclusively a tire sealant kit, but a tire sealant kit is definitely one of many forms of tire repair kits. 

Q. What are the disadvantages of tire sealant kits?

• A big reason for tire sealant’s lack of permanence is that the formula can dry out and harden over time, reducing its ability to maintain its seal over the puncture. It’s also easy to use improperly. Additionally, failure to properly distribute the sealant evenly around the tire could possibly result in a weight imbalance that causes slight wheel vibration. So use with care and follow those instructions, folks. 

A few days ago, images of the trophy for this weekend’s Qatar Grand Prix were unveiled. It was a bit underwhelming, given the other awards we’ve seen this season. In a partnership with Pininfarina (an Italian automotive design firm), this trophy came together over three months and was meant to express both the firm’s and Formula 1’s passion and dedication to moto design. Qatar’s circuit, the Lusail International Circuit, has had a bit of a revamp, even with it only ever being raced once in 2021. So it felt right for a new trophy to emerge as well. In my opinion, it is neither good nor bad, but here are some of our favorite Formula 1 trophies to grace the podium in the last few decades.

Japanese Grand Prix 2023

What is a long-standing tradition of trophies in sports? To give one a big ol’ smooch after a hard-fought battle for victory. This is a universal action seen all over the globe in every sporting activity. What would make finishing first in a Grand Prix even better? If the trophy was also kiss-activated. The most recent entry on the list is this year’s Japanese Grand Prix trophy, and it does just that. Developed with Lenovo, this trophy lit up in the colors of the Dutch flag as Max Verstappen was yet again a winner. Only the first-place trophy did this. A bit of a bummer but understandable. I truly hope they keep this one as a beautiful representation of how intertwined tech and automotive ingenuity are.

European Grand Prix 1993

Would you believe me if I told you Sonic is a Formula 1 winner? Well, kind of. While super-speed Sonic seems the most plausible of Sega characters to win a GP, he did make an appearance in 1993 at Donington Park in the United Kingdom. The race, formally known as the Sega Euro Grand Prix (yes, it was called that), the Sonic trophy was used purely for promotion. So, while this famous pic of Ayrton Senna hoisting Sonic is fantastic, it wasn’t the trophy he was actually awarded. But it is still fabulous. The Sonic trophy is currently in a display case at the McLaren Technology Centre.

Australian Grand Prix 2019

This wouldn’t be a Sheilah list without including a trophy the one and only Valtteri Bottas has lifted. The simplicity of this trophy is honestly what makes it so brilliant. Now and then, Formula 1 does something correct in honoring the old and blending it with the modern era of the sport. Molded after the 1956 Cooper-Climax steering wheel of Australian racer, Sir Jack Brabham, this is a gorgeous and shiny tribute to both him and the history of the beloved Albert Park Circuit. This race also gave us one of my favorite Valtteri radios, “To whom it may concern, fuck you.”

French Grand Prix 2021

There have been a few iterations of this one. This 2021 piece Max received is the cleanest in design. But honestly, it’s no less badass. Because who wouldn’t want a roaring gorilla to remind you of your time in France? Prominent French artist and sculptor, Richard Orlinski, designed this extremely unique trophy for a few years. As guessed, he is well-known for his large-scale animal pieces. I have yet to uncover definitively why it’s a gorilla other than the artist saying it’s big and scary. Sadly, Le Castellet has been dropped from the calendar for the foreseeable future but could potentially return.

Hungary Grand Prix 2023

I’m a big fan of trophies that tie local history into culture. I’m also a fan of aesthetics and craftsmanship, and this year’s Hungary Grand Prix trophy gave us all that. All three drivers receive one of these spectacularly painted porcelain trophies that each take six months to handcraft to perfection. We were also gifted a rather interesting incident that has since become a running joke when Lando Norris is on the podium. Lando destroyed Max’s trophy (on accident) in a matter of seconds with his signature champagne pound. It made for some fun jabbing and extra content for both the Red Bull and McLaren drivers. And yes, McLaren did foot the bill for repairs.

Monaco Grand Prix 2022

Okay, so this is more of an honorable mention because it is a trophy plus something extra. If you ask anyone to name one thing they may know about Formula 1, Monaco will be in that response. Probably the most famous and well-known circuit on the schedule, it exudes everything this sport is: luxury and decadence. If Louis Vuitton isn’t that, then I’m not sure what is. This stunning carrying case was designed to fit the outline of F1’s crown jewel of the year. I am a big fan of track layouts like this. Some say boring. I say chic.

If you are interested in catching the Qatar GP on Sunday, it will be on at a very reasonable 1 p.m. (EST) on ESPN in North America and, as always, on F1TV.

We’re Ford Mustang fans here at Acceleramota. I’ve long been a die-hard fanboy, and our founder and CEO claims to have converted after witnessing them in the flesh in Detroit. So of course we’re excited to see more of the inner workings behind one of the most intriguing and exciting tuner ponies, the RTR Mustang, which had recently completed suspension testing and validation. And thanks to their press release shared with reputable forum, Mustang7G, we have the scoop on everything that goes into making a fast Ford go faster.

Following months of exciting launch events, photos, and a dealership tour, the RTR Ford Mustang officially completed suspension testing at the North Carolina Center for Automotive Research or NCCAR. At the helm and relaying feedback to the development team was IMSA driver, Billy Johnson. The young driver recently championed the Ford GT GTE cars during their stint and previously helped develop the Ford GT supercar, the Shelby GT350 and GT500 sports cars, and the Mustang GT4 and FP350S race cars.

Under Johnson’s guidance, the RTR team could fine-tune every aspect of the dynamics, both on track and over 20,000 claimed street miles, to pursue confidence-inspiring neutrality with plenty of room for adjustability. To achieve this goal, it meant fiddling with the adjustable dampers, sway bars, and different tire packages.

Different sizes for the Nitto NT555 G2 tire packages and adjustable suspension will allow customers to skew grip levels to their liking and induce traits such as under or oversteer. RTR intends to offer a squared set of 275-wide tires and a staggered set of 305-wide front and 315-wide rear tires, mimicking packages found on the Dark Horse and previous Mustang Mach 1 and Shelby GT350.

According to their test results, the RTR Mustang lapped NCCAR two seconds quicker than a stock Mustang GT Performance Package. Even cooler, a stickier tire setup on top of their suspension package shaved another 1.2 seconds, widening the gap between a modified and unmodified Mustang GT to a lifetime in motorsports. Mind you, this is merely their “mid-tier” Spec 2 model, which still leaves room for a supercharged Spec 3 and (fingers crossed) a widebody Spec 5.

In a separate walk-around video, two-time Formula D champion and RTR founder, Vaughn Gittin Jr., expresses transparency regarding the current RTR’s base setup. It reportedly won’t strive to be the winner at any given driving discipline, but it will ship with a neutral chassis setup that’s still potent on track out of the box but easy to tune for customers wanting more.

Founded in 2011, RTR Vehicles – Ready To Rock – has been acclaimed for what are perceived as the most youthful Ford Mustangs, forgoing the alleged “Boomer” status of legacy tuners like Roush or Shelby American, for slightly less money. And while its eccentric identity may deter some would-be buyers, there’s no denying the individuality and tunability rarely seen from rival tuners or factory cars. Or at least not for the same money. 

So yeah. We’re Mustang fans here at Acceleramota. And the RTR Mustang might just tickle our fancy a little bit more.