2022 Acura NSX Kind S vs. 2022 Porsche 911 GTS

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You most likely suppose that is an odd comparability take a look at. In actual fact, once I first obtained the task, I pushed again and requested, “Would not evaluating the 2022 Acura NSX Kind S towards one other mid-engine unique make extra sense than pitting it towards the 2022 Porsche 911 Carrera GTS? Like perhaps the new and intriguing Maserati MC20? The Audi R8 makes 602 horsepower, simply 2 greater than the Acura, and each are mid-engine automobiles. Additionally just like the NSX, that is the top of the manufacturing highway for the R8. Will each come again as EVs? Who is aware of? Perhaps? Within the Audi’s case, most likely? However nothing (apart from the demise of every) is written in stone.

As for the automobile we’re evaluating the 2022 Acura NSX Kind S to, Porsche will proceed making 911s eternally. However are we evaluating the NSX to the right 911? The Carrera GTS makes considerably much less energy (about 21 % much less) but additionally prices round $43,000 much less. The as-tested costs slender the hole a bit ($162,940 for the 2022 911 Carrera GTS, $185,995 for the NSX), however I nonetheless could not shake the very fact {that a} 911 Turbo could be a greater match-up, and even the AWD model of this automobile, the Carrera 4 GTS. 

With that thought lingering, MotorTrend options editor Scott Evans and I set out upon the magnificent canyon roads above Los Angeles to determine which one in all these two automobiles is one of the best to drive. We had different questions, too: Is the 2022 Acura NSX Kind S a supercar? Whether it is, what is the 911 GTS?

Laying It Out

Acura brought about a couple of of us to scratch our heads when it introduced it could restrict the NSX Kind S to only 350 examples globally (with 300 for the U.S.) earlier than the mannequin ended its manufacturing run. That mentioned, seeing the NSX shuffle off raises my temperature by maybe 1 diploma. Personally, I hate seeing any efficiency automobile get canceled, however since day one I have been lukewarm in regards to the second-generation Acura NSX. Alternatively, Evans wrote our first take a look at of the improved Kind S and made a key level: “To not put too wonderful a degree on it,” he mentioned, “however the Kind S is what the NSX ought to’ve been from day one. ” 

The 992-series Porsche 911 Carrera GTS is meant to be the Goldilocks of the 911 set: It is center of the pack by way of the 911 vary, however sits proper within the candy spot. It is a exhausting proposition to measure. In the event you drive different Porsche fashions, the GTS trim marks the purpose the place they grow to be particularly fascinating. A common Cayenne is uninteresting, let’s be trustworthy, and though the Cayenne S is simply OK, the Cayenne GTS is a good SUV. The identical is actually true for the Macan and Panamera. However the 911? A “base” Carrera is a hell of a automobile already, and the S is healthier nonetheless. There ain’t a factor mistaken with the Turbo or the Turbo S. However for 3 generations now, there was a bit one thing further particular in regards to the GTS. It is as if the individuals who engineered different 911 fashions sat down and spoke about what they need to have performed higher, then went and did it. 

Numbers Upon Numbers

We in fact let our MotorTrend take a look at group have a crack at these two automobiles earlier than we performed with them within the canyons. The 2022 Acura NSX Kind S makes a mixed 600 hp by including the 520 hp from its twin-turbo 3.5-liter V-6 to the output from three electrical motors, one sandwiched between the engine and the nine-speed dual-clutch transmission and two extra up entrance, one for every wheel. The all-wheel-drive Kind S kilos the pavement with 3,903 kilos of hybrid goodness, and the Acura is nice for 492 lb-ft mixed. The rear-drive 2022 Porsche 911 GTS “solely” squeezes 473 hp and 420 lb-ft of torque from its 3.0-liter twin-turbo flat-six. That energy then routes by way of an eight-speed model of Porsche’s glorious PDK twin-clutch transmission. The rear-engine 911 in GTS guise weighs 3,389 kilos—greater than 1 / 4 ton lower than the Acura. 

Listed below are the related efficiency numbers: The Porsche 911 Carrera GTS beats the Acura NSX Kind S to 60 mph. No, actually. Even with a bigger, extra highly effective fuel engine, three electrical motors, and AWD’s traction benefit, the Acura loses the race to 60 mph by 0.2 second, 3.1 versus 2.9 seconds.

What in regards to the quarter mile, the place the NSX’s horsepower benefit ought to come into play? It loses there, too, by a tenth of a second, 11.2 to 11.1. The 911 GTS additionally travels sooner than the Kind S by the top of the quarter mile, 124.6 mph versus 124.1.

Braking? The Porsche wins right here, as effectively, stopping from 60 mph in a supercar-like 99 ft, beating the Acura by 5. Nonetheless, stopping in 104 ft from 60 mph is sort of tidy. The GTS even pips the NSX on max roadholding, managing 1.04 g (common) of grip on the skidpad versus 1.03 g. Our figure-eight course let the NSX shine, nonetheless, because the Kind S beat the 911 GTS by 0.1 second, 23.2 seconds versus 23.3. It is price noting the 911 Carrera 4 GTS runs the determine eight in a faster 22.7 seconds, and a 502 hp 911 GT3—which stickers for lower than the NSX Kind S (GT3 base value: $162,350)—will get it performed in 22.1 seconds. For our cash, something within the 22-second vary qualifies as a supercar, so it is tough to anoint the mid-engine Acura as one. The Porsche makes a greater case for itself, simply based mostly on take a look at numbers.  

MotorTrend take a look at driver Chris Walton’s figure-eight testing notes are additionally informative. “There is definitely loads happening right here. The brakes are maybe the weakest hyperlink on this equation,” he mentioned of the Acura. In regards to the 911, he commented, “It is every part I anticipated. Supremely communicative, a few of the greatest brakes within the enterprise, completely poised whereas cornering, and a thrill coming off the skidpad blasting throughout the center. “

In the event you’ve by no means heard it earlier than, a lot of professional drivers swear by the maxim, “A automobile’s solely nearly as good as its brakes.” That is worrying for the Acura, as there’s one thing not so nice in regards to the really feel of the NSX Kind S’ stoppers. It is not the form of factor you may discover when jogging the automobile to your favourite Sunday morning automobile present, however we hope folks purchase automobiles like both of those as a result of they take pleasure in driving automobiles exhausting. The Porsche rewards that form of factor, whereas the Acura’s brakes allow you to down. Extra on this in a bit.

Up within the Canyons

On the highway, Evans and I made a decision I might go first within the 2022 Acura NSX Kind S, and he’d comply with me within the Porsche. We assumed the 600-hp mid-engine tri-motor hybrid would depart the 2022 911 Carrera GTS within the mud. (We did not have our official testing numbers in our arms but. )

The Acura initially appeared to make headway towards the Porsche, however by the top of a 9-mile stretch, the 911 GTS was conserving tempo with the NSX Kind S. As Evans put it, “I needed to give it every part I had in a couple of locations to maintain up with the way more highly effective NSX pushed by a man coaching to race Pikes Peak, however I saved up.” Certainly, I misplaced increasingly confidence within the Acura as I went. I began out going as exhausting as I dared, however the Kind S’ mixture of goofy brakes, hefty weight, and what I felt was imprecise steering had me second-guessing myself whereas approaching apexes. That is by no means good. 

I additionally wasn’t completely assured within the NSX’s physique management. As Evans mentioned later, “It wants work. The automobile is stiff, but it surely will get bounced round an excessive amount of over bumps, and also you’re continually chasing it with steering or releasing the throttle. It is particularly unhealthy in massive braking zones the place the Kind S begins strolling round within the lane when it should not. It is manageable, but it surely should not need to be managed. Tie it down higher, and the automobile may go noticeably faster. “

In the meantime, ever because the 991 era of 911, Porsche has constructed the world’s greatest damped sports activities automobiles, bar none. Maybe a couple of uncommon others are nearly as good, however none is healthier. The 911’s springs, energetic dampers, and energetic anti-roll bars (this GTS got here optioned with Porsche Dynamic Chassis Management) dispense with a highway occasion as rapidly as attainable. One and performed, you would possibly say. Within the NSX, nonetheless, you continue to really feel the consequences of no matter highway imperfection you simply ran over because the automobile begins coping with a brand new one. 

As for the steering really feel, I discover it as synthetic as they arrive. Evans did not take as a lot concern with it, however he nonetheless mentioned, “The steering is not a lot holding it again as it isn’t making it higher. It is very exact, but it surely lacks really feel. Different supercar firms have found out good steering with front-wheel motors, and Acura ought to, too.” Ferrari, for instance, has nailed nice steering on autos geared up with electrical motors—the SF90 Stradale is proof pudding

We then switched automobiles, and after a mile within the “weaker” 911 GTS, it was obvious horsepower does not matter a lot if a car lacks in different methods. The 911 GTS feels prefer it has no weaknesses, apart from value and ubiquity. Then once more, the Porsche as examined is greater than $23,000 much less than the Acura. It is not a stretch to suppose the rationale you see so many 911s on the highway is that the shopping for public is conscious of simply how nice these automobiles are. Because it occurred, I chased Evans and the NSX, and I needed to decelerate. 

Abstract Judgment

The 992 era of Porsche 911 is a juggernaut inside the automotive trade. It is merely a masterclass of what relentless automotive engineering seems, feels, and drives like. Porsche hasn’t stopped creating the 911 in practically 60 years. Acura/Honda, then again, give up on the NSX the primary time round, and it missed the mark for the second era. I suppose we may interpret the Kind S to be an admission Acura is conscious the automobile was by no means as tremendous because it ought to have been—however then why solely construct 350 models of this ultimate, greatest model? 

There is a a lot bigger, extra necessary query, too: What sort of automobile firm does Acura wish to be, apart from a luxurious model that is canceled its supercar and its massive sedan—bear in mind the RLX? It may look to Porsche for inspiration, because the German producer is aware of precisely what sort of automobile firm it’s: the maker of arguably the world’s greatest driving automobiles and SUVs. The 2022 911 Carrera GTS is a good instance of simply how clearly Porsche sees its path. Perhaps this wasn’t such an odd comparability take a look at in spite of everything. 

2nd Place: 2022 Acura NSX Kind S

Execs

  • Fascinating drivetrain tech
  • Mid-range torque
  • Mid-engine structure

 

Cons

  • Brakes do not encourage confidence
  • Obscure steering really feel
  • Costly for what you get

Verdict: That is one of the best model of the fashionable NSX. It is moderately enjoyable to drive, but it surely nonetheless comes up quick in too many areas the place others do higher.  

1st Place: 2022 Porsche 911 Carrera GTS

Execs

  • Fast in a straight line
  • Fast in corners
  • Supreme dealing with

 

Cons

  • Ubiquitous on the road
  • Not as sharp as another 911s
  • Too dear for most individuals

Verdict: It is tough to criticize a automobile while you maintain considering to your self, “It has no weaknesses.” It is not as fast round a monitor as a GT3, but it surely’s one of the best all-around on a regular basis 911. 

POWERTRAIN/CHASSIS 2022 Acura NSX Kind S Specs 2022 Porsche 911 Carrera GTS Specs
DRIVETRAIN LAYOUT Mid-engine, 2 entrance and 1 rear motors, AWD, 2-pass, 2-door coupe Rear-engine, RWD
ENGINE, MOTOR TYPE Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, plus 3 permanent-magnet elec motors Twin-turbo direct-injected DOHC 24-valve  flat-6, alum block/heads
DISPLACEMENT 3,454 cc/210.8 cu in 2,981 cc/181.9 cu in
COMPRESSION RATIO 10.0:1 10.2:1
POWER (SAE NET) 520 hp @ 6,500 rpm (fuel), 72 hp (comb entrance elec), 47 hp (rear elec); 600 hp (comb) 473 hp @ 6,500 rpm
TORQUE (SAE NET) 443 lb-ft @ 2,300 rpm (fuel), 108 lb-ft (comb entrance elec), 109 lb-ft (rear elec); 492 lb-ft (comb) 420 lb-ft @ 2,300 rpm
REDLINE 7,500 rpm 7,400 rpm
WEIGHT TO POWER 7.5 lb/hp 7.2 lb/hp
TRANSMISSION 9-speed twin-clutch auto 8-speed twin-clutch auto
AXLE/FINAL-DRIVE RATIO 3.58:1/2.27:1 3.39:1/2.07:1
SUSPENSION, FRONT; REAR Management arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar
STEERING RATIO 11.1-12.9:1 12.3-14.1:1
TURNS LOCK-TO-LOCK 1.8 2.4
BRAKES, F; R 15.0-in vented, drilled carbon-ceramic disc; 14.2-in vented, drilled, carbon-ceramic disc 16.1-in vented, drilled, carbon-ceramic disc; 15.4-in vented, drilled, carbon-ceramic disc
WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, cast aluminum 8.5 x 20-in; 11.5 x 21-in, cast aluminum
TIRES, F;R 245/35R19 93Y; 305/30R20 103Y Pirelli P Zero HO 245/35R20 91Y; 305/30R21 100Y Pirelli P Zero NA1
DIMENSIONS
WHEELBASE 103.5 96.5 in
TRACK, F/R 65.5/64.5 in 62.8/61.3 in
LENGTH x WIDTH x HEIGHT 178.5 x 76.3 x 47.8 in 178.4 x 72.9 x 50.9 in
TURNING CIRCLE 39.7 ft 35.8 ft
CURB WEIGHT (DIST F/R) 3,903 lb (42/58%) 3,389 lb (37/63%)
SEATING CAPACITY 2 2
HEADROOM 38.3 in 37.9 in
LEGROOM 42.9 in 42.2 in
SHOULDER ROOM 57.5 in 56.2 in
CARGO VOLUME 4.4 cu ft 4.7 (trunk), 9.3 (rear parcel) cu ft
TEST DATA
ACCELERATION TO MPH
0-30 1.3 sec 1.2 sec
0-40 1.8 1.7
0-50 2.4 2.2
0-60 3.1 2.9
0-70 3.9 3.7
0-80 4.8 4.6
0-90 5.9 5.7
0-100 7.1 7.0
0-100-0 11.3 10.8
PASSING, 45-65 MPH 1.4 1.3
QUARTER MILE 11.2 sec @ 124.1 mph 11.1 sec @ 124.6 mph
BRAKING, 60-0 MPH 103 ft 99 ft
LATERAL ACCELERATION 1.03 g (avg) 1.04 g (avg)
MT FIGURE EIGHT 23.2 sec @ 0.89 g (avg) 23.3 sec @ 0.87 g (avg)
TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm
CONSUMER INFO
BASE PRICE $171,495 $138,050
PRICE AS TESTED $185,995 $162,940
AIRBAGS 7: Twin entrance, entrance aspect, entrance curtain, driver knee 8: Twin entrance, entrance aspect, f/r curtain, entrance knee
BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles
POWERTRAIN WARRANTY 6 yrs/70,000 miles 4 yrs/50,000 miles
ROADSIDE ASSISTANCE 4 yrs/50,000 miles 4 yrs/50,000 miles
FUEL CAPACITY 15.6 gal + 1.3 kWh Li-Ion 23.7 gal
EPA CITY/HWY/COMB ECON 21/22/21 mpg 17/23/19 mpg
EPA RANGE, COMB 328 miles 450 miles
RECOMMENDED FUEL Unleaded premium Unleaded premium
ON SALE Now Now

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