MotorWeek

Hi, I'm John Davis and this is MotorWeek !

We'll pop the liftback of the updated Acura Integra A-Spec... Then, crack the video vault for a dual between '90s muscle car rivals... We've got the expert insight into why new tires might disappoint... Then, it's back on the road with a compact chap, the MINI Cooper S... So, come drive with us, next!

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JOHN: The Acura Integra was reborn for 2023, and after spending a lot of time with this entry-level performer, it fully met our "A-Spec-tations" by delivering plenty of Civic-minded luxury and fun.

Well, Acura is hoping some updates for '26 will push our performance eval into the exceeds expectations category.

The reborn Acura Integra has been on the job for just 3-years but has already staked a major claim in the premium compact sedan landscape.

Always looking to expand their horizons, Acura unleashes an improved 2026 Integra, integrating better tech and more style.

Acura's parent, Honda, may not be the largest carmaker, but they are the world's largest manufacturer of internal-combustion engines, and this 1.5 liter turbo-4 is a great example of their craft, making good power along with reliability and efficiency.

This engine has been around for 25 years, though only arrived here in the U.S.

in 2016's Civic.

In the Integra, output is 200 horsepower and 192 pound-feet of torque, same as the Civic Si on the Honda side.

A CVT remains standard but a six-speed manual is available, as optioned here in our A-Spec with Technology Package.

For Acura, A-Spec does not signify a track machine, but rather a sportier option for the street with something extra in the riding in style department.

Here, in the Integra what we noticed first was the firmer suspension, thanks to retuning and the addition of an Adaptive Damper setup with four-mode Integrated Dynamics, where Dynamic Mode leads to sharper turn-ins and a more purposeful demeanor overall.

Things are much less hyper in Normal mode; a good compromise of handling and comfort.

There's still not much feel in the clutch, with a very high take-up point, just like we remember from '23.

But those are about the only challenges to overcome when it comes to nailing a good launch.

Otherwise, it was a pretty straightforward affair to 60 in 7.3 seconds.

That's 2/10ths quicker than we got back in '23.

Only a hint of low RPM turbo lag as this tiny terror of an engine aggressively winds itself up and sounds surprisingly good while doing it.

We finished the quarter-mile in 15.4 seconds at 93 miles per hour.

It was incredibly dialed in through our handling course, with great balance, not presenting any noticeable oversteer or understeer.

Steering was tight and accurate with good feedback, and there was very little body roll.

It had good stability in our braking test too, with stops averaging 101 feet from 60 miles per hour.

(car whooshing by) If you've watched any of our prior encounters with the Integra, you know we're already big fans of the way it looks, and stylish new details for this A-Spec make us like it even more.

It adds an aero kit that includes spoilers integrated into the front fascia and sill extensions that are both functional and handsome.

These black 18 inch wheels are also new, as is this Apex Blue Pearl paint, one of three new color options available.

Tech upgrades include a larger standard 9.0 inch touchscreen; it's not only bigger by 2.0 inches, but processing speeds have increased for better operation.

Wireless connectivity for Apple CarPlay and Android Auto is also now included.

Alongside the legendary Legend, the Integra helped kick off the Acura brand 40 years ago.

It was then available as a 3- or 5-door, both of which we called a whole bunch of fun, though we loved that the 5-door came with the space and flexibility of a compact station wagon.

Today, government Fuel Economy Ratings stand at 26 city, 36 highway, and 30 combined.

We averaged a good 31.0 miles per gallon of Premium.

That's a slightly better than average Energy Impact Score with Consumption of 9.9 Barrels of Oil Yearly and 4.8 Tons of CO2 Emissions.

While, there are a wide variety of sporty sedans out there, Acura packs a whole lot of features and fun into the A-Spec's starting price of $36,295; base Integras, cheaper still at $34,295.

The 2026 Acura Integra's updates are not a drastic improvement, but they didn't need to be.

It was already one of our favorite drives.

But they do make for a tastier icing on a perfectly baked cake.

JOHN: Replacing worn out tires on your vehicle is always a good idea, but that fresh rubber may also come with an unexpected dip in fuel economy and range.

Well, Greg Carloss is here to demystify the ins and outs of rolling resistance, with a little help from some friends.

GREG CARLOSS: The condition and type of tire you choose to put on your vehicle has a huge impact on fuel economy, safety, performance, and longevity.

Now today, I'm joined by two experts who really know the nitty gritty about where the rubber meets the road.

Eric, you run an independent tire testing group, and Scott, you're a research engineer who actually studied the effects of tire friction on fuel economy.

So, what did you find?

SCOTT SLUDER: Thanks Greg.

Well, yeah, so tire friction, or rolling resistance, describes how much energy it takes for your tire to roll down the road on your car.

As your tire wears, and its tread blocks, uh, decrease in thickness, the tire friction actually goes down, so your EV actually gets a little bit more range, but it happens gradually, so most drivers probably don't notice it.

ERIC VANCE: Yeah, we've found that customers who have replaced the exact same tire on their EV, when it's worn versus brand new, they notice a significant difference in the range of their vehicle.

When we've done testing, it's about 9.0 percent that we noticed the difference between new and used.

GREG: Now, when we're talking about hybrids, plug-in hybrids, EVs, we always hear the term "low rolling resistant tires."

Is there an actual definition for that?

SCOTT: There's actually not an objective test in the United States yet, although it is being worked on.

Uh...so, that designation is really just a manufacturer, uh, differentiating, uh, tires in their tire line that are more efficient compared to others that have, uh, other, uh, focus points, such as performance.

GREG: Now, this Solterra behind us is a battery-electric vehicle, and Eric, you've brought six different types of tires that could go on it.

Can you kind of give me the rundown?

ERIC: Yeah, absolutely.

So, we have the first tire there, the Bridgestone product, that came original on the vehicle when it was new.

And this vehicle was developed specifically for it based on what the manufacturer of the vehicle wanted the attributes to be.

And low rolling resistance definitely is going to be a major priority, so they can get the longest range possible when they're advertising the range of their vehicle.

The second product here from Hankook.

This product is actually designed and engineered specifically for electric vehicles overall, but not specifically the Solterra.

So, this product will give you lower rolling resistance than a normal tire, but it also can actually give you other performance characteristics that maybe the manufacturer wants you to have, which maybe is longer life, maybe a little bit of difference as far as wet capability, those type of things.

GREG: Now, I see there's foam in here.

Is that something that's standard on all EV tires or do we...are we seeing this more uh...for sound deadening?

ERIC: Well, I'm glad you asked about that.

That's actually a feature that most electric vehicle tires have, but not all of them.

Um, basically that's designed to absorb the sound that cavity of the tire may emit back into the cabin of the vehicle.

GREG: So, I recognize this tire tread on these, these are, uh, all-weathers, these are full-on winter tires, and then we have all-terrains up there.

Scott, I mean, what does that mean from your point of view, for friction?

I would imagine that adds a lot, quite a bit more friction.

SCOTT: That's right.

Tire design is a trade-off, and in wet and snowy conditions, when you need more friction, you need to be prepared to give up some efficiency to get it.

GREG: Obviously that's what this person decided to do on this Wrangler 4xe, which is a plug-in hybrid.

But they went with big wheels, oversized tires.

I mean, what do you guys think of this?

ERIC: Well...it looks pretty cool...doesn't it?

But this is not going to help rolling resistance or efficiency of this vehicle.

Between the design of the tire with the big, chunky tread blocks um...a lot of tread depth to the tire; you can actually see this vehicle, the tires protrude away from the vehicle, which isn't going to help aerodynamically.

GREG: So, this Solterra's actually mine.

Uh, when I go to get tires for it, what should I be looking for?

SCOTT: Well, ideally, if you bought the OEM tire, you would get back the same combination of...of attributes that the manufacturer of the car wanted.

But if you need a different driving, uh, situation, as Eric said, you may want to choose one of these other tires.

If you're in a snowy area, perhaps, that's a trade-off you need to be prepared for.

GREG: Great.

Well, I've got a lot of driving to do, but you've definitely given me a lot to think about when I need to get tires for it, so I appreciate you guys joining me today.

ERIC: Thank you.

SCOTT: Thank you.

JOHN: From park to drive, we're shifting into this week's QuickSpin!

GREG CARLOSS: Part of what makes Aston Martin so prestigious is their constant need to push the envelope.

Or in this case, it's more like dropping Mjolnir against the anvil to create the Aston Martin Valhalla, their first mid-engine plug-in hybrid supercar.

Harnessing the power of combustion and current, the Valhalla charges into track battles with 1064 horsepower.

Its flat-plane-cranked 4.0 liter V8 bellows a righteous raucous with whistling undertones from a pair of 63-millimeter turbos.

Two electric motors are mounted on the front axle, joined by a single eMotor at the rear for a total of three.

These motors actually control reverse, as all eight gears in the dual-clutch automatic are cut for going forward.

Considering the Valhalla's top speed of 217 miles per hour, reaching 150 to generate over a thousand-pounds of downforce in race mode, which hydraulically adjusts the active front and rear wings, is light work.

Even lighter, a 0-60 time under 2.5 seconds.

Carbon ceramic brakes pull the speedometer back as quick as it climbs, while AML-coded Michelin Pilot Sport 5 tires maximize grip.

Legally, this is where we have to say, "Keep it on the racetrack," so we did on Spain's Circuit Navarra.

DAVE SCRIVENER: The twin-turbo V8 puts out 800-plus horsepower, but the three electric motors really fill in the gaps, kind of like water fills a glass.

It's just seamless.

You never know where the power is coming from.

Acceleration is pretty brutal.

GREG: If any car deserves a Formula 1-inspired seating position, the Valhalla is it.

But unlike Alonso and Strolls' AMR26s, the Valhalla comes with a pair of 10-and-a-quarter-inch screens for instrumentation and infotainment, CarPlay included.

And you might need to be an F1 driver to get your very own.

Limited to 999 units, the Aston Martin Valhalla cost at least $1 million.

An exclusive price, but an equally exclusive experience.

JESSICA RAY: Death Valley: A 3.4 million-acre expanse of protected land at the California-Nevada border.

As beautiful as it is bleak, it was an equally unexpected, yet, intentional setting for a First Drive of the 2026 Ford Explorer Tremor.

"Tremor," used on other Ford vehicles, now stakes its claim as a replacement for the Explorer Timberline.

It isn't quite "Raptor-Lite," but does pack the expected all-terrain amenities, starting with knobbier rubber on these 18 inch wheels; the painted spoke is both thematic and helpful in identifying the valve stem for pre- and post-trail airing.

Behind that, unique suspension tuning, riding one inch higher than other Explorers.

Even with 8.7 inches of ground clearance, we appreciated the additional underbody protection out on the trail.

The suspension, even though this is tuned for the off road, is still pleasantly soft here on the road, but not too soft.

So, it's... I'm not getting a floaty feeling or anything like that.

But then, when you go off road, the suspension is not so stiff that you feel like you're being beat up or anything.

It handles the rocks and the gravel really well.

The Tremor's standard all-wheel-drive system, complete with a Torsen limited-slip rear diff, is spurred by Ford's 300 horsepower 2.3 liter turbo-4, though the 400-pony 3.0 liter V6 is available, either mated to a 10-speed auto.

If you're familiar with this latest Explorer, expect much of the same inside, with special Tremor-gold stitching binding the suede-like seat upholstery, and embossed typography.

As for pricing, the 2026 Ford Explorer Tremor starts just over $50,000, between Premium and ST grades.

And we'll have more QuickSpins soon!

JOHN: Though, from different families, the Ford Mustang and Chevrolet Camaro are indeed brothers in the American muscle car legacy.

But like all brothers, there's a rivalry, and in 1994 things heated up once again.

So, let's rehash it with another "Road Test by Request."

And what better place than this bastion of NASCAR that most American of all racing organizations to test the high-performance quotients of this pair of domestic sport coupes, not just on Charlotte's famed high banks, but on the speedway's challenging road course as well.

While, we have already sampled various Mustang derivatives at our normal haunts, for this on track encounter we naturally chose a vibrant red GT coupe.

Base price $17,280.

The GT is powered by the latest version of Ford's venerable 5.0 liter V8, which now delivers 215 horsepower and 285 pound-feet of torque.

Such pushrod power moved our Mustang GT down Charlotte's straightaways to 60 in 6.8 seconds.

The quarter-mile went by in 15.6 seconds, ending at an even 90 miles per hour.

Credit the BorgWarner 5-speed manual, which has a slightly lighter touch than last year.

It's mated to a delightfully progressive clutch and allowed our drivers to really enjoy throwing the Mustang GT into the road course corners.

That's thanks to big improvements in body torsional and bending stiffness; with little tendency for the rear wheels to steer, the Mustang is easy to drive under all conditions.

Our visit to Charlotte wasn't our first encounter with this shiny black Camaro Z28 either.

We've raved about its aggressive muscle car stance and very affordable high performance since its debut a year ago.

Base price here is $16,999.

The source of this power trip is a special one: The Corvette's 5.7 liter LT1 V8.

Slightly detuned for Camaro use, it still produces 275 horsepower and a robust 325 pound-feet of torque.

It catapults the Z28 from 0-60 in 6.4 seconds and through the quarter-mile at 14.9 seconds, still charging at 95 mph.

Transferring the Z's power is a 6-speed BorgWarner gearbox, which our drivers praised as the best transmission/clutch combination they'd yet experienced in any domestic coupe.

Our drivers quickly took to the quick ratio steering, taut feel and only moderate understeer, and enjoyed letting the Z28's tail slide during rapid turn ins throughout Charlotte's infield road course.

You may feel a little bit twitchy in the Camaro Z28, but compared to the Mustang GT, the fun factor is definitely higher.

But there's really very little lacking from either of these American pony cars.

Both these pony car redesigns owe their continued existence not to some newfound sales fountain of youth, but to the millions of fans who kept the faith and convinced Ford and General Motors that each represented the best of the American automobile.

We're pleased to say that it was all very much worth the effort.

GREG: We'll be featuring the Porsche Cayenne Electric in an upcoming QuickSpin, but here now is the latest on our gas-powered V6 Long-Term Cayenne.

The internal-combustion flavor of the Cayenne isn't going away anytime soon, and there's no complaining here.

Now, you'd think previous run-ins with V8-powered Cayennes would have us begging for more power, but that simply isn't the case.

V6 engines don't get much attention these days with boosted 4-cylinders and inline-6-cylinder engines grabbing headlines, but we're digging the V6 in this Cayenne.

It's got almost 370 pound-feet of torque, so it gets moving in a hurry, especially when we press the sport response button, which, if we do while on the move, will drop it down a few gears and prime the engine for 20 seconds of peak performance.

It's definitely, our favorite part of the sport chrono package.

We must've been wringing out this powertrain more than usual, as our fuel economy dipped slightly to 24.1 miles per gallon.

We blame the sudden flash of warm weather, which had our spirits and tachometers high.

And after properly setting up an account, our previous complaint about the infotainment login pop-up is history.

We said it would be an easy fix, and it was.

We can't wait to cruise into Spring, be it in our Porsche Cayenne or our Mitsubishi Outlander, which we'll feature in the next MotorWeek Long-Term Road Test Update.

JOHN: While, the MINI Cooper has certainly grown in size since it was reborn for 2002, it has still been able to maintain both its cuteness and playfulness.

Well, an all-new 4th gen Cooper arrived for 2025, with upgrades in tech and refinement.

So, let's find out, if it's still up for a playdate or if it's all business now.

Yes, the MINI Cooper has steadily increased most dimensions, but what hasn't changed with this redesigned 2025 model is that it still puts smiles on our faces every time we slipped behind the wheel.

We were super excited to see the rebirth of the MINI Cooper back in 2002, when new owner BMW was looking to latch onto some of the VW Beetle nostalgia that was sweeping the globe.

We liked the rebooted MINI, so much, I actually bought one of the first ones to make it to our shores, and still own it.

This 4th generation Cooper Hardtop 2 Door is almost a foot longer than that 2002, but as it has grown, proportions and silhouette have remained the same, so it looks as charming as always.

And to keep you from noticing the growth spurt, MINI seems to have doubled down on brand hallmarks, exaggerating the octagonal grille and matrix taillights, plus, more customization options than ever.

Hardtop 2 Door is the name, but for practical purposes, it's a three-door hatchback, with a liftgate hiding 8.9 cubic-feet of cargo space; 34.4 with rear seatbacks folded.

For us here in the U.S., no more 3-cylinder engine; now the choice is between a standard 161 horsepower 2.0 liter turbo-4, or this Cooper S's 201 horsepower version with 221 pound-feet of torque.

Inside, it may be more of a minimalist design than before, and perhaps a bit more upscale than cute or playful, but it's still quite an immersive experience with ambient lighting to match your MINI experience mode.

Lots of funky materials remain, and the center infotainment screen goes full circle touchscreen, and now sits in front of the dash rather than being integrated into it.

The new MINI Interaction Unit is not the most intuitive to use, and it also includes all driver info, with no gauges behind the wheel, but a head-up display is available if you want to keep your eyes looking forward.

Up front, it feels even roomier than before, though rear seat space remains very limited.

Below the round screen is a small control pod that houses the start switch, and a toggle for gear selection.

It still feels like you're getting away with something when you're driving this go-kart around on the street, feeling quick and nimble in just about every situation.

And the Cooper S suspension doesn't seem quite as harsh as it once was, providing a much better balance of comfort and performance.

It still felt absolutely planted through our handling course, too; no body roll to speak of, and grip was plentiful as we were absolutely flying through the cones with no understeer or oversteer.

Steering was quick, responding immediately to even the slightest inputs.

It's a bit less of a thrill ride in straight line runs, as it doesn't particularly enjoy being launched hard.

We battled torque steer, and some hesitation to get going, but it did become more lively as we wound it up, and 6.4 seconds to 60 is quick enough.

Automatic shifts were fast and firm throughout the 14.7 second quarter-mile, finishing at 98 miles per hour.

Cooper Hardtop 2-door pricing starts at $29,945, with the S at $35,595.

Max fun, mini footprint, has been the mantra from the beginning; and while that footprint has gotten bigger, the 2025 MINI Cooper has also only gotten better.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time when we blaze into our test of the Chevrolet Balzer EV SS, then kick the Volkswagen Tiguan up one fast turbocharged notch.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

We're Tire Rack.

We test tires, then share our results.

We stock over a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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