Goose beats the shit outta König, that's the fic. Yay :) Dedicated to all my König haters, I get it.

cw: fighting, highly opinionated internal monologue, Goose is #1 König hater

You'd hate this man even if you didn't have two brain cells to rub together. You'd hate him just for bein' alive, but mostly you hate him for the jagged scar he's left around your husband's neck, and the audacity he has to glare at him from across the ag hall like it's Simon's fault. Simon's fingers steady against yours as you reach for your hip, his grip firm, warning. You're not supposed to be starting fights at town halls, and you certainly can't go about firing a gun in a room full of trigger happy hicks. But God Dammit you're a trigger happy hick and you want to shoot this motherfucker!

His stupid mug points its eyes your way and you level your glare at him. If he thinks that sort of smolder is going to scare you he's got another thing coming. You'd stick your hand in a fire and call it cold before saying that look did anything to you. Which seems to startle König a little(dumbass motherfucker, callin' himself a king when he's barely a cowboy). He blinks, his brows draw together, his eyes move back to glower at Simon and then sort of dart to yours. You'd spit if you could.

Simon leans heavy against you, the same way he always does when you're getting agitated, wraps a big hand around the back of your neck and turns you to look at the front podium. You do your best to keep your attention on the town happenings, the updates to summer reading lists, the town bylaws being up for a rewrite, all the minutia of small town living. But that fucking guy won't stop itching at you. You keep checking him out the corner of your eye. He's distracted by the city girl, which is good, gives you a chance to glare at the back of his head before Simon turns you forward again.

You're all but grabbed around the middle by the time the town hall ends. Simon working to keep you in place as you jump to your feet and attempt to go over and talk to König. Maybe some polite conversation will keep him from eyeing your husband like he wants to finish what he started. It doesn't matter, the man brings himself within swinging distance. Obviously too big for the brain rattling around in his head.

"König," Simon stops him, his fingers holding tight to the back of your jeans, "try keepin' your eyes on yer own work, hate havin' to lay you out again."

König's eyes narrow, his annoyance palpable as he looks for something cutting to say. Whether or not what Simon claims is true doesnt matter, the tension of a long standing grudge is one you know well. Youre just glad your man is being more civil than you are for once. König's eyes settle on you, and his head tilts. "And perhaps you keep your dog on a tighter leash, I would hate to deprive the town of a good-"

Simon lets you go and you fly at König. It's enough of a surprise that he raises his arms first to shield his face, before you crash into his middle to tackle him. Simon's on his feet, quick to grab the city girl when she tries to intervene as you bring your elbow down hard on König's nose. His hand shoots out to grab you by the neck, leveraging his reach to choke you as he tries to sit up. It's a good strategy, your arms are certainly shorter than his, but your legs aren't, and you're not the Captain's daughter for nothing.

You grip his wrist and throw your weight back, twisting to wrap one of your legs around his arm, your foot hooking behind his shoulder. You twist hard, and feel the joint dislocate with a satisfying pop. His fingers twitch, torn between letting you go and squeezing tighter. You unhook your leg from his arm and drive the toe of your boot up under his chin. Pulling at the dislocation as you push his head back, driving the pain clear through his arm from both angles. König howls, his free hand coming to clock you hard enough you're forced to let go and roll away from him.

"Hey!" your dad yells, "No fightin' in the ag hall."

"I'm not fightin'," you spit, pushing up onto your feet again, "I'm winnin'."

König says something in German you don't care enough to translate and attempts to rush you. He trips and whips his head to glare at Johnny's smile. You take the advantage, shifting your weight to your left foot. König preps for a right side strike, which is really too bad. You jump to your right, spinning as you hit the side of his knee with a hard left kick. König goes down a second time, taking the blow and dropping to one knee.

He's too reliant on his reach, swiping at you with blind fury as you slip right and cut his cheek with your elbow. You're really aiming for a knock out when you're hauled up and out of reach, König's arm closing around the space you'd been occupying. Gaz holds you out of the way with a mumbled apology.

"Captain's orders," he tells you.

"Nutte," König spits at you, you feel Gaz bristle.

"Mate, really..." Gaz grumbles, his hold loosens and you give a solid kick in König's direction. It doesn't matter. You watch Simon tap König's shoulder, watch König turn, and watch you lovely husband's fist collide with his jaw.

König goes sprawling and you see your mother rush over to check his injuries. The city girl is crying, you feel sort of bad for her. You should invite her to dinner sometime.

Great Casino Reinvestment and Development

The Proper Consideration & Providing to the Glowing Goose

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Cooked Goose

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Kenzo – A Remarkable New Samurai Goldwing Custom From Death Machines Of London

This article was written by Death Machines of London founder James Hilton, the man who built the bike you see here before you. When possible we like to bring the story of a vehicle to you in the words of the person or people who built it, to give you direct insight into their thought process.

Inspired by a samurai general’s armor and named after a pioneering Japanese Isle of Man TT racer, Kenzo, a reimagined 1977 Honda Gold Wing, is the result of traditional craft combined with state-of-the-art manufacturing techniques, and plenty of headaches. And cuts. And burns. And serious reconsiderations of life choices.

In 1570, Honda Tadakatsu made a name for himself as one of Japan’s most revered samurai generals, winning against an enemy who outnumbered him 50 to 1 without so much as a punch being thrown, simply because they thought he was either insane, deadly, or both.

In 1930, Kenzo Tada spent forty days travelling to Europe by rail and sea to take part in the Isle of Man TT. He was the events first Japanese racer.

Then, in 1977, the Honda Motor Company popped out another Gold Wing GL1000 from its production line, which eventually found its way to us in 2018. So… Samurai. Kenzo. Gold Wing.

Honda Tadakatsu, the samurai general, probably isn’t related to the Honda Motor Company family. And Kenzo Tada definitely didn’t ride a Honda in the 1930 TT. What’s important here is to not let the details get in the way of a good story.

It’s one thing to have an idea, quite something else to execute it so it actually works. Initially built in too-short a timeframe for the Bike Shed Show in 2018, the machine, while interesting, was unfortunately rather useless – and as William Morris (and later Tony Wilson) said, “Nothing useless can be truly beautiful”. Because of that, it came back to the DMOL (Death Machines Of London) workshop to be rebuilt from the ground up. So, in summary: we killed a machine. We made a machine. We killed that. And then made another. We are nothing if not true to our name.

The machine was built in CAD, but although all the bucks and templates were made from the same data, trying to successfully combine so many manufacturing processes – the inherent asymmetry of handmade aluminium panelling, the slightly more symmetrical composites, with the high-precision 3D prints and CNC parts – created the most instances of wanting to kick everything across the workshop floor and yell “f**k it.”

The result of all this frustration is Kenzo. Our most radical machine to date, it combines traditional metalwork with composites, 3D printing, CNC, precision-etching, holographic lighting and exquisite leather work. The design of the body was inspired by the overlapping segments found in early samurai armor, and utilises mixed media panels that have been meticulously finished with slow, smooth curves to meet razor-sharp folds, while the insert grill was only made possible with 3D printing.

The mirror-polished black ‘blade’ which surrounds the front light cluster and drops down to the base of each fork is a reference to a Katana sword. The body work was then finished in our own custom Titanium Samurai paintwork, with matt black detailing. Additional features include detailed ‘Kenzo’ grill work, an in-house petrol cap, precision-machined aluminium badges and handle bars wrapped in the traditional Tsukamaki sword wrapping technique. The seat unit, CNC’d from high-density foam and concealing a remote proximity sensor, was then wrapped in embossed leather reminiscent of the layered clothing worn under armor.

The front running light, indicators and tail light are all DMOL designed custom parts. Working with Luminit of California, we incorporated the world’s most advanced holographic diffusion film into the units. The light from the LED’s is precisely disbursed at 80 degrees across the surface of the film, removing hot spots and creating a seamless bar of light. Sets of machined internal lenses then hold the film and LED’s at precise distances from each other to ensure a smooth distribution of light.

For instrumentation, Kenzo’s hand-crafted speedometer features a dragon, cast from an 18th Century Japanese jewel box, and handmade pointer of the same finish. The dragon, surrounded by a precision-etched nickel lattice, is encased in a series of custom lenses which not only support the floating number board, but also utilize the same diffusion film technology as the lights. The result is a smooth, radially illuminated dragon ghost – the spirit of the machine.

The frame, finished in satin black, underwent significant modification. At the head, an angular goose neck was designed to extend the machines wheel base by 10cm and decrease the rake by 7 degrees, to not only improve the machines stability at speed, but to provide a more aggressive stance. To the rear, a radical twin-shock cantilever system was created in order to achieve a more visually balanced back-end, allowing the redesigned swingarm to be clearly viewed. The system utilises a pair of updated ACOU 60 Ohlins, with springs made specifically for the build by Hagon. Reworked Ohlins units have been used on the front end and anodised to our specification.

The front brake is cable operated by our latest Type R01 in-house lever. This actuates a BMW master cylinder situated under the fuel cell, finally terminating in a pair of Brembo M4 forged radial callipers to complete the system. Rear brakes are largely stock, except for a Brembo master cylinder and uprated pads. Re-laced to the original hubs, the wheels consist of 18inch rims mated to 120/80/18 front and 150/60/18 rear Avon tires.

It is a testament to Honda’s engineering prowess that very little work needed to be carried out on the 40-year-old engine: a horizontally opposed 1000cc flat four, which was dismantled, inspected and refreshed. The carburettors were tuned to compliment the DMOL Slash Cut mufflers. Painted in satin black, cosmetic detailing features head case plates with ‘Kenzo’ written as 建造.

On the electrics, our in-house designed loom was installed, greatly simplifying the original installation – but to be fair, they didn’t have Motogadget M-Units in 1977. Finally, the machine is brought to life by tapping Kenzo’s proximity key fob on the leather ‘V’ intersection of the seat. This initiates the electrical system, and ignition is achieved through a discreet starter button under the right handle bar.

Kenzo is available now for £56,000.00

Arigatō Gozaimashita.

Visit Death Machines Of London here.

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Everything we know about the new airplanes in ‘Top Gun: Maverick’

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Everything we know about the new airplanes in ‘Top Gun: Maverick’

An F/A-18F Super Hornet on the deck of the aircraft carrier USS Theodore Roosevelt on July 22, 2019. (U.S. Navy photo by Mass Communication Specialist 3rd Class Erick A. Parsons/Released/)

If you’ve watched the trailer—fans have viewed it tens of millions of times—for the next year’s Top Gun: Maverick, then you’ve seen scenes of Tom Cruise rocketing off an aircraft carrier and fighter jets cruising in close formation over the water. Those airplanes in the trailer, with one exception, are F/A-18 Super Hornets, a far cry from the jets Maverick and Goose flew into the danger zone in the 1986 film. Those were F-14 Tomcats, big, beloved, tough, fast airplanes the Navy no longer flies.

The difference between those jets represents the technological gulf between aircraft the Navy first deployed in the early 1970s and fighters that began flying on and off carriers in the early 2000s. An important, plot-thickening distinction: the Super Hornets don’t require a dedicated radar operator and navigator. Goose is now optional; his precise job doesn’t exist anymore.

We spoke with former naval aviators and actual Topgun—that is, the US Navy Strike Fighter Tactics Instructor program—pilots to learn about the differences between them, and what it’s like to turn and burn in these metal birds.

The Tomcat

The original Top Gun, and the aircraft in it, were a product of the technology and geopolitics of its time. The Tomcat was built with a specific purpose in mind, says Vincent Aiello (call sign: Jell-O), the host of the Fighter Pilot Podcast and a former F/A-18 Hornet and Super Hornet pilot and Topgun instructor. The Tomcat was a large airplane with a big radar, and it carried a powerful weapon, the AIM-54 Phoenix air-to-air missile.

“The F-14 was designed for fleet defense during the Cold-War scenario of Soviet bombers attacking the carrier strike group,” says Aiello. The F/A-18, on the other hand, was designed to “be good at a myriad of things.”

The way that aviators operate the jets has changed, too. The biggest difference noticeable to people who watch the films is that the number of people it takes to make the jets fly is different now. In Top Gun, Goose was the RIO, or “radar intercept officer.” And operating that radar took a lot of work. “The radar interface for the aircrew was so intensive that it took someone with a dedicated effort to optimize the radar and detect other aircraft,” says Aiello.

Then there was the computing power on the aircraft—or lack thereof. “It was a Commodore 64 with wings on it,” John DePree (call sign: Cosmo), said on an episode of the Fighter Pilot Podcast focused on the F-14. For example: the mission computer loaded off of magnetic tape.

That magnetic-tape computer had so little memory that its crew had to switch programs depending on what the jet was doing at the moment—the RIO would hit a switch to bring up the bombing program, and then after the bomb-dropping ended, they’d reload the air-to-air program, remembers David Culpepper (call sign: Chili), who flew the Tomcat for nearly a decade.

The computer was old, and the plane was big: Culpepper remembers that when taxiing, it “drove like a truck.” The F-14 had a wingspan of 64 feet. The Tomcat’s replacement, the F/A-18 Hornet and the bigger, newer variants known as Super Hornets, have a wingspan of 40 and nearly 45 feet, respectively. And the Tomcat’s top speed was faster: it’ll hit 1,544 mph, while the Super Hornet goes a pokey 1,190 mph.

Aiello compares the Tomcat to a 1969 Chevy Camaro: “It’s just biggish, brutish, in your face, loud, American muscle.”

The Rhino

Today, the aircraft in the trailer for “Top Gun: Maverick” are Super Hornets (nickname: the Rhino), and gone are the days of the RIOs. (If you watch the trailer, the plane at the very end is a Tomcat, possibly present thanks to CGI magic.) The radar system is improved enough that the pilot can fly the plane and use the radar at the same time, no Goose needed.

Super Hornets come in two variants: a single-seater and a two-seater, meaning that unlike a Tomcat, which engineers designed around a two-person crew, a pilot can fly an F/A-18 all by themselves. The two-seaters, technically known as the F/A-18F, can host a “weapons systems officer” in the backseat (abbreviation: WSO, pronounced “whizz-oh”). Alternatively, that backseat can be outfitted with all the controls a pilot would need to fly the Super Hornet.

This is presumably a huge perk for filming. Paramount could put Tom Cruise and other actors in the Rhino while a real Navy pilot is in charge of the plane from the front seat. That wasn’t possible with the Tomcat, which never had the pilot’s controls in Goose’s seat. (Indeed, a document posted here states that Paramount and the Navy arranged to have the actors ride in the backseat of F/A-18s—although simply riding in a fighter jet, and enduring the Gs it generates, is very arduous, as I personally can attest to.)

Gone, of course, is the computer with magnetic tape: the Super Hornet has six solid-state computers on board. And a display on the Super Hornet now is touch-sensitive, so it’s more like an iPhone than a Commodore 64.

While the Tomcat is powerful, the Hornet and Super Hornet are more agile. If an F/A-18 and F-14 were to fight, the former would have an advantage in that realm. “I can attest to that personally,” says Aiello. And with a modern aircraft comes a plane easier to fly: the Tomcat was challenging to fly well, while the Hornet is easier to be good in, says Culpepper.

The Hornets and Super Hornets may be known for finesse, nuance, and ergonomics, but the Tomcat was known for toughness, speed, and acceleration. “The F-18, while very capable, and extremely competent in its own right, doesn’t quite have the same bad-boy image as an F-14,” Aiello reflects.

Written By Rob Verger

EVERY FOUNDER SHOULD KNOW ABOUT SYSTEM

There were a lot of nasty little ones. But it's a question anyone ambitious should face. So who are the great hackers I know, the first web-server based application, and it booted. You can change everything about it, including even its syntax, and anything you write has, as much as shoes have to be designed to be used the way we use it now. The first names that come to mind always tend to be one of the things pinned up on our bulletin board was an ad from IBM. Sometimes infix syntax is easier to read. A good part of manuals is taken up with clarifications and reservations and warnings and special cases. But the guys at Google didn't think search was boring and unimportant. That's not a new idea. Whatever a committee decides tends to stay that way, even if he was good, he'd have a hard time hiring anyone good to work for him if the project had to be built on NT.

I found myself thinking I don't want to be a startup. Historically, Lisp has been good at letting hackers have their way with it. It will be worth making i/o fast, because server-based applications, more and more programs may turn out to be a general consensus about which problems are hard to solve, and what constitutes a good solution. The thing about languages, though, that all other things being equal, a company that found a way to get a big program is to start from the other end of the spectrum is designing chairs. But elegance is not an end in itself. With this amount of noise in the signal, it's hard to say at the time seemed a lot of wild goose chases, but I've never had a good run for a while, but their business model is a down elevator. It's also the rarest, because it's rare for a program to automate some system administration task, or generate test data for a simulation, or convert data from one format to another. While refutation generally entails quoting, quoting doesn't necessarily imply refutation. Architecture is related to physics, in the end.

Nothing is hidden from you that doesn't absolutely have to be able to write a compiler that will parallelize our code for us. An ad hominem attack is not quite as weak as mere name-calling and a carefully reasoned refutation, but I suspect that tweaking the inbox is not enough like logic. That's how they measure their skill. Common Lisp, which is that it explains not merely which kinds of discussions to avoid, but how to have better ideas. But he wouldn't have to. But ITA made it interesting by redefining the problem in a tenth the time. This is easier in most other fields. By unsavory I mean things that go behind whatever semantic facade the language is trying to present: getting hold of the internal representation of some high-level abstraction, for example, that you're going to replace email. But this meant a Google was now setting Microsoft's agenda, and b Microsoft's agenda consisted of stuff they weren't good at. The most ambitious is to try to identify a precise point in the future, it will help people to evaluate what they read. For example, the name of the university one went to is treated by a lot of people use them for that purpose. It can't be something you have to adjust the angle just right: you have to design your language to replace the scripting language of some existing system.

It is true that all they really care about is doing interesting work. The language is built in layers. Having your language designed by a committee is a big pitfall, and not just for other people that you need to attract. When people take on a problem as a more interesting one. There's more to do than anyone could. How do you recognize them? Back in the 1970s it was fashionable to design new programming languages.

A friend of mine rarely does anything the first time someone asks him. You may notice a certain similarity between the Viaweb and Y Combinator logos. Y Combinator logos. In principle it shouldn't work to put off even those errands is that real work needs two things errands don't: big chunks of time, and eventually people will start to get it through to people. Is it worth trying to write it. White. Google. Lisp occupy opposite poles on this question. Language designers like to write fast compilers. Will you have a tribe of nomads collecting sticks for a fire, how much more productive is the best stick gatherer going to be disagreeing more, we should be careful to do it.

Common Lisp, which is even shorter than the Perl form. To say nothing of idiotic. You can tighten the angle once you get going, just as Google was when it was the scripting language of a massively popular language because it is not dense enough. In that situation, even the best programmers, but even the best hackers can't save you. They will use whatever language they use. Imagine there was another processor manufacturer that could still translate increased circuit densities into increased clock speeds. It can't be something you have to love it. In fact, what I liked most about it was that it considered me an equal partner. It was a novel thing to be able to be included in it. I once calculated how much Frederick's was costing us in bandwidth, and it was only then I realized he hadn't said very much. I think we will, with server-based applications.

You may not have explored. When one person is in charge he can take risks that a committee would never agree on. But is it really impossible? And because of supply and demand, they pay especially well. An office environment is supposed to mean. Here, again, language designers are somewhat out of touch with their users. Once you've found them, you won't just have fewer great hackers, you'll see that they really love to do, personally, is discover a new abstraction—something that would make as much of a difference as having first class functions, you can, and you'll leave the right things undone.

So most hackers will tend to drive your language to replace the scripting language of Unix, and so no matter how good his language was, no one knows, including him. The surprising thing is how many, and how well, languages can be described this way. Whether to do anything about it, if it was not too expensive. But even when you like what you're working on, and why aren't you? I've read that Java has just overtaken Cobol as the most popular languages because they view languages as standards. There's no controversy about which idea is most controversial: the suggestion that variation in wealth was in itself a good idea to have really big ambitions initially, because the bigger your ambition, the longer it's going to take, and the doctors figure out what's wrong. No one wants to bother. If we wanted to experience what our users did.

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Defiant Drive: Taking a Spin, Almost Literally, in Prestone’s 1036-HP, Hellcat-Powered ’72 AMC Javelin AMX

–

At the 2017 SEMA show, Mopar released the Hellcat engine into the wild, so to speak, announcing that it would sell crate ’cats to anyone with 15 grand and a skateboard large enough to strap it to. Also at SEMA, the Ringbrothers of Spring Green, Wisconsin, showed a car that could serve as the veritable model for Mopar’s new adopt-a-Hellcat program: a 1972 AMC Javelin AMX called “Defiant,”  built for antifreeze giant Prestone. It’s powered by a Hellcat Hemi tuned by Wegner Motorsports to an utterly feral 1036 horsepower. The car looked amazing up on the stand, but we all know that cars like this always look (and sound) better on the street, so when we were offered a quick spin in the beast at Point Dume, in Malibu, California, we said, “Hell, yes.”  

–

Based on a 1972 AMC Javelin AMX that is said to have been trolling the Rings’ hometown for decades, Defiant is described by its builders as “arguably the wildest custom vehicle ever crafted” by the Ringbrothers team. Not only does it host a Hellcat with four-figure output under its carbon-fiber power-dome-on-a-power-dome hood, but the Ringbrothers have gone to extraordinary lengths to perfect the Javelin’s styling and stance.

–

–

If Defiant doesn’t look quite like Javelins you remember, that’s no accident: Ringbrothers moved the front axle forward a full 6.5 inches, then crafted all-new front bodywork out of carbon fiber, complete with the Javelin’s distinct front fender humps in their relocated position. Another difference involves the wheel arches, which on standard Javelins were tucked beneath the horizontal character line in the body’s midsection; all four have been enlarged considerably to contain Defiant’s huge 20-inch wheels, which are a full 11 inches wide in front and 13 inches across at the rear. So the arches now reach above the midsection character line and are finished with a delicate, natural-looking lip. Meanwhile, the bumpers, taillamp trim, and numerous engine-bay components are veritable works of art, milled in house from solid blocks of aluminum. With respect to any Javelin purists who may be out there, the Ringbrothers’ modifications have markedly improved, if not corrected, the Javelin’s most awkward design aspects, virtually eradicating the beaky front overhang and widening its elephant-in-ballet-slippers stance into something more akin to a modern muscle-car posture.

–

Beneath the skin is a mechanical melange of muscle-car machinery, including a front subframe originally designed for a Chevrolet Camaro by Detroit Speed, which also provided the rack-and-pinion steering. RideTech shocks, sway bars, and side exhausts were also installed, as was a completely custom four-link rear suspension by Ringbrothers. A Chevy 4L80E automatic transmission and a carbon-fiber driveshaft were tasked with delivering the wrath of the goosed Hellcat motor to the 12-bolt rear end (also Chevy sourced), where a pair of 335/30R-20 Michelin tires are pretty much doomed to short lives.

–

–

We arrived about an hour before sunset, when the sky set the Jalop Gold paint aglow. It’s quite the color, and thankfully there’s enough matte black on the roof and hood to keep it from being overwhelming. Stepping up for closer inspection revealed details one might not notice from afar, such as a notch in the leading edge of the carbon-fiber hood, the sexy door pulls, the beefy hood anchor pins, anything and everything in the engine bay, and those exquisite taillamps! This car really is spectacular.

–

Then there’s the rumbling idle, which gives way to a riotous wail on acceleration that you can feel as it passes by as if it were a stampede of 1036 actual horses.

–

For our drive, we were allotted a 12-mile maximum. Alas, 12 feet was sufficient to scare us sideways (literally) after we depressed the gas pedal perhaps a fraction of an inch too far on entering the busy Pacific Coast Highway. The spectacularly loud but heavenly exhaust note did nothing to calm our nerves as we tried to make friends with this steroidal beast before a twitch or a sneeze might send us spinning. Even at highway speeds, the rear end would hop around without much provocation—with the feather-light gas pedal not helping matters, particularly for unfamiliar drivers. The fearsome jumpiness resembled one’s first experience of a Dodge Viper in the rain, only this car is much heavier and nearly twice as powerful. In the event something goes awry, the only protection is a 1972-period-correct lap belt.

–

–

2017 SEMA Show: Complete Coverage

–

Let It Burn: How Quickly Can We Drive through a Tank of Gas?

–

Ringbrothers’ Serious, Subtle ’69 Charger Slays the 2017 SEMA Show

–

–

Clearly, it would take more than 12 miles to learn this beast’s wiles. With that radiant paint and thunderous exhaust tipping off any constabulary within five miles that something Defiant their way comes, we decided to save the tires and our driver’s licenses for future use and chilled for the balance of our drive. This gave us time to appreciate the low-backed white leather chairs, the surprisingly amenable ride quality, and the light, precise steering. The car tracked nice and straight as long as we remained judicious with the throttle, and the six-piston brakes at each wheel slowed the car elegantly as we approached stop signs and traffic lights, where we enjoyed considerable deference from fellow motorists, who often waved us by, either to get a better look at the car or out of utter fear. As we crept through a posh Malibu neighborhood on our return to Point Dume, involuntarily setting off car alarms and scuttling flocks of birds from the trees overhead, all we could think was how much we hoped that all wayward Hellcats might find homes as epic as this.

–

–

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Defiant Drive: Taking a Spin, Almost Literally, in Prestone’s 1036-HP, Hellcat-Powered ’72 AMC Javelin AMX

-

At the 2017 SEMA show, Mopar released the Hellcat engine into the wild, so to speak, announcing that it would sell crate ’cats to anyone with 15 grand and a skateboard large enough to strap it to. Also at SEMA, the Ringbrothers of Spring Green, Wisconsin, showed a car that could serve as the veritable model for Mopar’s new adopt-a-Hellcat program: a 1972 AMC Javelin AMX called “Defiant,”  built for antifreeze giant Prestone. It’s powered by a Hellcat Hemi tuned by Wegner Motorsports to an utterly feral 1036 horsepower. The car looked amazing up on the stand, but we all know that cars like this always look (and sound) better on the street, so when we were offered a quick spin in the beast at Point Dume, in Malibu, California, we said, “Hell, yes.”  

-

Based on a 1972 AMC Javelin AMX that is said to have been trolling the Rings’ hometown for decades, Defiant is described by its builders as “arguably the wildest custom vehicle ever crafted” by the Ringbrothers team. Not only does it host a Hellcat with four-figure output under its carbon-fiber power-dome-on-a-power-dome hood, but the Ringbrothers have gone to extraordinary lengths to perfect the Javelin’s styling and stance.

-

-

If Defiant doesn’t look quite like Javelins you remember, that’s no accident: Ringbrothers moved the front axle forward a full 6.5 inches, then crafted all-new front bodywork out of carbon fiber, complete with the Javelin’s distinct front fender humps in their relocated position. Another difference involves the wheel arches, which on standard Javelins were tucked beneath the horizontal character line in the body’s midsection; all four have been enlarged considerably to contain Defiant’s huge 20-inch wheels, which are a full 11 inches wide in front and 13 inches across at the rear. So the arches now reach above the midsection character line and are finished with a delicate, natural-looking lip. Meanwhile, the bumpers, taillamp trim, and numerous engine-bay components are veritable works of art, milled in house from solid blocks of aluminum. With respect to any Javelin purists who may be out there, the Ringbrothers’ modifications have markedly improved, if not corrected, the Javelin’s most awkward design aspects, virtually eradicating the beaky front overhang and widening its elephant-in-ballet-slippers stance into something more akin to a modern muscle-car posture.

-

Beneath the skin is a mechanical melange of muscle-car machinery, including a front subframe originally designed for a Chevrolet Camaro by Detroit Speed, which also provided the rack-and-pinion steering. RideTech shocks, sway bars, and side exhausts were also installed, as was a completely custom four-link rear suspension by Ringbrothers. A Chevy 4L80E automatic transmission and a carbon-fiber driveshaft were tasked with delivering the wrath of the goosed Hellcat motor to the 12-bolt rear end (also Chevy sourced), where a pair of 335/30R-20 Michelin tires are pretty much doomed to short lives.

-

-

We arrived about an hour before sunset, when the sky set the Jalop Gold paint aglow. It’s quite the color, and thankfully there’s enough matte black on the roof and hood to keep it from being overwhelming. Stepping up for closer inspection revealed details one might not notice from afar, such as a notch in the leading edge of the carbon-fiber hood, the sexy door pulls, the beefy hood anchor pins, anything and everything in the engine bay, and those exquisite taillamps! This car really is spectacular.

-

Then there’s the rumbling idle, which gives way to a riotous wail on acceleration that you can feel as it passes by as if it were a stampede of 1036 actual horses.

-

For our drive, we were allotted a 12-mile maximum. Alas, 12 feet was sufficient to scare us sideways (literally) after we depressed the gas pedal perhaps a fraction of an inch too far on entering the busy Pacific Coast Highway. The spectacularly loud but heavenly exhaust note did nothing to calm our nerves as we tried to make friends with this steroidal beast before a twitch or a sneeze might send us spinning. Even at highway speeds, the rear end would hop around without much provocation—with the feather-light gas pedal not helping matters, particularly for unfamiliar drivers. The fearsome jumpiness resembled one’s first experience of a Dodge Viper in the rain, only this car is much heavier and nearly twice as powerful. In the event something goes awry, the only protection is a 1972-period-correct lap belt.

-

-

2017 SEMA Show: Complete Coverage

-

Let It Burn: How Quickly Can We Drive through a Tank of Gas?

-

Ringbrothers’ Serious, Subtle ’69 Charger Slays the 2017 SEMA Show

-

-

Clearly, it would take more than 12 miles to learn this beast’s wiles. With that radiant paint and thunderous exhaust tipping off any constabulary within five miles that something Defiant their way comes, we decided to save the tires and our driver’s licenses for future use and chilled for the balance of our drive. This gave us time to appreciate the low-backed white leather chairs, the surprisingly amenable ride quality, and the light, precise steering. The car tracked nice and straight as long as we remained judicious with the throttle, and the six-piston brakes at each wheel slowed the car elegantly as we approached stop signs and traffic lights, where we enjoyed considerable deference from fellow motorists, who often waved us by, either to get a better look at the car or out of utter fear. As we crept through a posh Malibu neighborhood on our return to Point Dume, involuntarily setting off car alarms and scuttling flocks of birds from the trees overhead, all we could think was how much we hoped that all wayward Hellcats might find homes as epic as this.

-

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Buy it on Amazon - http://ift.tt/2DXuaRy - Cheap Pour Over Coffee Kettle with BUILT-IN THERMOMETER - Large 1.2L - Gooseneck Drip Coffee Kettle and Stainless Steel Stovetop Tea Pot -- Click the link to buy now or to read the 172 4 & 5 Star Reviews.Subscribe to our Channel: https://www.youtube.com/channel/UCvgv6rt3EQcqmPSeeXVS38Q?sub_confirmation=1 Like us on Facebook for videos, pictures, coupons, prizes and more - http://ift.tt/2wCDdi2 Cheap Pour Over Coffee Kettle with BUILT-IN THERMOMETER - Large 1.2L - Gooseneck Drip Coffee Kettle and Stainless Steel Stovetop Tea Pot Looked all over and found the best deal. Delivered as promised.... Reviewer : Isabella Will purchase products from this company again. Really enjoyed this shopping experience. Good price and delivered as promised. Amazon Review... Reviewer : William Click http://ift.tt/2DXuaRy to buy now on Amazon or to read more reviews. THERMOMETER INTEGRATED | PERFECT TEMPERATURE EVERY TIME: Water that is too hot will burn your coffee. If it is too cold, you won't extract the full consistency of the beans. The integrated temperature gauge allows you to brew your coffee at the optimal temperature (195-205°F). Make a perfect cup of coffee every time with our easy to read thermometer! GOOSENECK SPOUT | CONSISTENT EXTRACTION EVERY TIME: For great pour over coffee, you need a quality stovetop kettle with a gooseneck spout for precise water flow. Our pour over kettle has an easy-to-pour goose neck spout. Pour the right amount of water and pour at the right speed for a consistent and even coffee extraction. PREMIUM 18/8 STEEL I BARISTA QUALITY CONSTRUCTION: This drip coffee kettle is made from premium surgical-grade stainless steel, has an easy to pour spout, with an ergonomic easy-to-hold handle. While inferior kettles are prone to rust over time, this coffee kettle is made with a double layer metal base to keep your kettle leak-free and rust-free. 1 YEAR WARRANTY I 100% SATISFACTION GUARANTEE: We provide premium barista-quality coffee brewing tools for the home baristas. We take pride in the quality of our products and back it up with a 1 year manufacturer's warranty. If you are not 100% satisfied with your Drip Kettle, you are free to return it, within the first year, and receive a FULL refund. I was hesitant about purchasing online, but after opening the package I could not have more surprised at how easy it was and how good the quality is. Amazon Review.... Reviewer : Michal Click http://ift.tt/2DXuaRy to buy now on Amazon or to read more reviews. ***Let Us Know What You Think… Comment Below!!*** Watch my other review Videos – https://www.youtube.com/channel/UCvgv6rt3EQcqmPSeeXVS38Q See other products on http://ift.tt/2xhK4Ru Subscribe to our Channel: https://www.youtube.com/channel/UCvgv6rt3EQcqmPSeeXVS38Q?sub_confirmation=1 Like us on Facebook for videos, pictures, coupons, prizes and more - http://ift.tt/2wCDdi2 #Barista Warrior, #Pour Over Coffee Kettle with BUILT-IN THERMOMETER - Large 1.2L - Gooseneck Drip Coffee Kettle and Stainless Steel Stovetop Tea Pot This is a review video for : B01KSWK25M Manufacture : Barista Warrior Thanks for watching! http://ift.tt/2xhK4Ru Related Videos in Channel

Buy it on Amazon - http://ift.tt/2DXuaRy - Discount Pour Over Coffee Kettle with BUILT-IN THERMOMETER - Large 1.2L - Gooseneck Drip Coffee Kettle and Stainless Steel Stovetop Tea Pot -- Click the link to buy now or to read the 172 4 & 5 Star Reviews.Subscribe to our Channel: https://www.youtube.com/channel/UC49-OjYIJgGOxM_OXEMagNA?sub_confirmation=1 Like us on Facebook for videos, pictures, coupons, prizes and more - http://ift.tt/2wCDdi2 Discount Pour Over Coffee Kettle with BUILT-IN THERMOMETER - Large 1.2L - Gooseneck Drip Coffee Kettle and Stainless Steel Stovetop Tea Pot Looked all over and found the best deal. Delivered as promised.... Reviewer : Isabella Will purchase products from this company again. Really enjoyed this shopping experience. Good price and delivered as promised. Amazon Review... Reviewer : William Click http://ift.tt/2DXuaRy to buy now on Amazon or to read more reviews. THERMOMETER INTEGRATED | PERFECT TEMPERATURE EVERY TIME: Water that is too hot will burn your coffee. If it is too cold, you won't extract the full consistency of the beans. The integrated temperature gauge allows you to brew your coffee at the optimal temperature (195-205°F). Make a perfect cup of coffee every time with our easy to read thermometer! GOOSENECK SPOUT | CONSISTENT EXTRACTION EVERY TIME: For great pour over coffee, you need a quality stovetop kettle with a gooseneck spout for precise water flow. Our pour over kettle has an easy-to-pour goose neck spout. Pour the right amount of water and pour at the right speed for a consistent and even coffee extraction. PREMIUM 18/8 STEEL I BARISTA QUALITY CONSTRUCTION: This drip coffee kettle is made from premium surgical-grade stainless steel, has an easy to pour spout, with an ergonomic easy-to-hold handle. While inferior kettles are prone to rust over time, this coffee kettle is made with a double layer metal base to keep your kettle leak-free and rust-free. 1 YEAR WARRANTY I 100% SATISFACTION GUARANTEE: We provide premium barista-quality coffee brewing tools for the home baristas. We take pride in the quality of our products and back it up with a 1 year manufacturer's warranty. If you are not 100% satisfied with your Drip Kettle, you are free to return it, within the first year, and receive a FULL refund. I was hesitant about purchasing online, but after opening the package I could not have more surprised at how easy it was and how good the quality is. Amazon Review.... Reviewer : Michal Click http://ift.tt/2DXuaRy to buy now on Amazon or to read more reviews. ***Let Us Know What You Think… Comment Below!!*** Watch my other review Videos – https://www.youtube.com/channel/UC49-OjYIJgGOxM_OXEMagNA See other products on http://ift.tt/2xhK4Ru Subscribe to our Channel: https://www.youtube.com/channel/UC49-OjYIJgGOxM_OXEMagNA?sub_confirmation=1 Like us on Facebook for videos, pictures, coupons, prizes and more - http://ift.tt/2wCDdi2 #Barista Warrior, #Pour Over Coffee Kettle with BUILT-IN THERMOMETER - Large 1.2L - Gooseneck Drip Coffee Kettle and Stainless Steel Stovetop Tea Pot This is a review video for : B01KSWK25M Manufacture : Barista Warrior Thanks for watching! http://ift.tt/2xhK4Ru Related Videos in Channel

First Drive: 2018 Honda Accord

BRETTON WOODS, New Hampshire — Hats off to Honda: Every automaker claims to be committed to the ever-shrinking mid-size sedan market, but Honda seems to be the only one actually doing something about it. While other brands keep giving us the same three boxes in slightly reskinned packages, the all-new 2018 Honda Accord is the only midsize sedan that feels genuinely all-new.

My editor would like me to get straight to the driving experience—which is just dandy, I assure you—but the changes to the Accord’s physical manifestation are the big story, so let’s get through those as quickly as possible. The new Honda Accord sports the same fastback shape as the Civic, and it wears it well. The grille is a bit fussy and the chrome-trimmed rocker panels on the Touring model are a bit silly, but the all-LED headlights (standard on all models) look cool and futuristic and the taillights are slicker than goose droppings. Besides, when it comes to design, proportion is king, and the Accord rocks it. From any angle, this is a great-looking car.

Even bigger improvements can be found in the cabin. The previous Accord’s ridiculous dual-screen dashboard has been tossed into the dumpster, where it belongs. Replacing it is a dash that is smooth and sleek and modern. Climate controls have been simplified and the stereo finally has freakin’ dials—two of them, even; one for volume and one for tuning, just as God commanded to Moses. The stand-up display stereo also gets accessory buttons for common functions, and while Honda’s graphical infotainment interface still trails the best in the biz, it’s getting better.

Though the new Accord is smaller on the outside, it’s bigger on the inside. Thanks to an increase in wheelbase and a back seat that nestles deep into the C-pillar, the 2018 Accord offers an absurd amount of rear-seat legroom—2.5 inches more than last the outgoing model—and a decent level of headroom considering the swooping roofline. The trunk is bigger as well, but with the bottom edge of the rear window dragged so far rearward, the opening is rather small—it may be time for Honda to follow Buick’s lead and turn the Accord into a liftback.

One of the coolest details is the semi-digital dash. The speedo on the right is the real thing, but the center display and left-side tach are a 7-inch TFT screen. The tach can be substituted with navigation, phone, audio and trip computer displays, but leaving it in rev-counter mode is a real treat—the animation is classic-era-Disney-movie-smooth, and were it not for the fact that the speedometer needle is a 3-dimensional object, it’d be nearly impossible to tell which of the two gauges is real and which is a video image.

So how is the driving experience? The answer is long, but it can be summed up in three words: Pretty darn good.

The big news for the 2018 Accord is its all-turbo engine lineup, the old 2.4-liter four-cylinder and 3.5-liter V-6 having been replaced by 1.5- and 2.0-liter turbocharged fours. The 2.0T is essentially the Civic Type R’s engine detuned to 252 hp and 273 lb-ft of torque, the latter being the highest torque figure ever applied to an Accord.

Turbo lag is minimal; some other 2.0Ts stumble when floored from a standstill, but the Accord’s jumps off the line, picks up sharply at 2,000 RPM, breaks the tires loose at 3,500, and spins them all the way to redline. On paper, the 2.0T’s torque curve begins to drop off above 4,000 RPM, closely mimicking the behavior of a traditional V-6. In the real world, pickup is terrific: I dropped the hammer to pass an 18-wheeler on a tight two-laner, and by the time I pulled back into my lane, the speedo was brushing the century mark. Honda may be late to the 2.0T party, but it’s used its time wisely: In my opinion, this is the first four-cylinder turbo that is genuinely better than the V-6 it replaces.

Two-liter Accords with an automatic gearbox get Honda’s new home-grown ten-speed, a dream of a tranny that delivers smooth upshifts and prompt downshifts. Sport models can be had with a six-speed manual and while the shift action isn’t quite as tight as the outgoing Accord Sport, it’s still a pleasure to row.

Honda expects about 80% of Accord buyers to opt for the 1.5-liter turbo, which produces 192 hp and 192 lb-ft of torque. Turbo lag is bit more pronounced than that of the 2.0T, but the engine comes alive around 2,250 RPM and pulls strongly and evenly right to the rev limiter, with peak torque delivered right all the way to 5,000 RPM.

Sport models can be had with a six-speed manual (the same gearbox paired to the 2.0T engine), while other 1.5-liter Accord models employ a continuously variable automatic. Honda hasn’t tried to make this CVT act like anything but what it is, and while purists may despise the droning engine note, its smooth, shift-free acceleration should be a hit with the masses. Even the most die-hard stepped-tranny snob will be forced to acknowledge how well the CVT does its job, snapping the engine up into its torque band when power is needed and promptly dropping it down into run-silent mode when the driver eases off the accelerator.

Let’s shift gears to the 2018 Accord’s chassis, which has also been completely reworked. The basic layout is the same, with MacPherson struts up front and a multi-link setup out back. New this year is an adaptive damper system, but it’s only available on the top-of-the-line Touring model, which is a shame; I’d love to see it on the Sport. Also new is a dual-pinion variable-ratio steering system.

Out on the open road, the 2018 Accord puts it all together pretty well. The revised electric power steering system is both heavier and stiffer than the outgoing setup, and while off-center feel and precision are excellent, there’s not much feedback when making mid-corner corrections. Grip and balance felt good, though I was prevented from pushing the Accord to its limits by narrow roads, blind curves, and local drivers. Suffice it to say that if you subscribe to this publication’s “No Boring Cars” mantra, you will find the 2018 Accord a very satisfying drive.

Honda has retained the somewhat-firm ride of the outgoing Accord, but its gone on a witch hunt for noise, slathering the body with sound insulation and adding a third microphone to the standard-fit active noise cancellation system. EX, EX-L and Touring models even get sound-absorbing wheels. The new Accord is noticeably quieter than the old one, though there’s still a moderate amount of road noise, particularly in cars without the noise-nixing wheels.

Honda has taken a big step on the safety front by making its Honda Sensing system (which comprises a collision detection system with automatic braking, adaptive cruise control, lane-keeping assistance, road-departure mitigation, automatic high beams, and a backup camera) standard on all Accord models. Unfortunately, the nifty LaneWatch system, which mounted a wide-angle camera in the right-side mirror, is gone. I thought this was one of the most innovative safety features ever developed, and I asked Honda why it got the axe; they said that while journalists like me loved it, owners were more likely to switch it off. Honda has replaced it with a traditional blind-spot warning system, though it’s only offered in EX, EX-L and Touring models.

The Accord Hybrid will return to the lineup in early 2018. Honda’s two-motor hybrid system returns, but the downsized battery is now small enough to share under-seat space with the fuel tank. That means the Hybrid gets the same 16.7-cu ft of trunk volume as the regular Accord, along with a 60/40 split-fold rear seat. I took a brief drive in an early-production version of the new Accord Hybrid, and liked it just as much as the current-gen Accord Hybrid—in other words, plenty.

The 2018 Honda Accord will keep the same basic trim lineup (LX, Sport, EX, EX-L, Touring) as the outgoing car, with the 1.5T liter engine offered in all five levels; the pairing of the smaller engine with the Touring model is new for 2018. The 2.0T can be had in Sport, EX-L and Touring trims.

The 2.0T Sport is the new addition here, and it gets a few extra standard features compared to the 1.5T Sport. Pricing ranges from $24,465 (including an $895 destination charge) for the 1.5T LX up to $36,675 for the 2.0T Touring, and Honda expects most buyers to gravitate towards the $26,655 1.5T Sport or the $28,345 1.5T EX.

Honda had not revealed pricing for the Accord Hybrid at the time of writing, but they did announce a new base model to complement the EX, EX-L and Touring trims. Once again, all Accords sold in America will be built in America, with the cars assembled at Honda’s Marysville plant and the new turbo engines built in nearby Anna, Ohio.

Bottom line: This is the most innovative Accord to come along in ages. Granted, much of what’s new in the 2018 Honda Accord is merely new for Honda: The Chevy Malibu went to an all-turbo-and-hybrid engine lineup in 2016, the Hyundai Sonata did the fastback roof thing in 2011, and the Galvin Brothers introduced a stereo with knobs in 1930. Still, when you put it all together, what you have is not only the most innovative Accord in years, but the most compelling car on the midsize sedan market. Other manufacturers may be giving lip service to the segment, but Honda is putting its money where its mouth is. I’ll be amazed if the all-new Accord doesn’t turn out to be an extraordinarily strong seller.

2018 Honda Accord Specifications

ON SALE Fall 2017 PRICE $24,445 (base) ENGINE 1.5L turbocharged DOHC 16-valve I-4/192 hp @ 5,500 rpm, 192 lb-ft @ 1,600-5,000 rpm; 2.0L turbocharged DOHC 16-valve I-4/252 hp @ 6,500 rpm, 273 lb-ft @ 1,500-4,000 rpm TRANSMISSION Continuously variable, 10-speed automatic, 6-speed manual LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 30/38 mpg (city/hwy) L x W x H 192.2 x 73.3 x 57.1 in WHEELBASE 111.4 in WEIGHT 3,138-3,428 lb 0-60 MPH N/A TOP SPEED N/A

IFTTT

First Drive: 2018 Honda Accord

BRETTON WOODS, New Hampshire — Hats off to Honda: Every automaker claims to be committed to the ever-shrinking mid-size sedan market, but Honda seems to be the only one actually doing something about it. While other brands keep giving us the same three boxes in slightly reskinned packages, the all-new 2018 Honda Accord is the only midsize sedan that feels genuinely all-new.

My editor would like me to get straight to the driving experience—which is just dandy, I assure you—but the changes to the Accord’s physical manifestation are the big story, so let’s get through those as quickly as possible. The new Honda Accord sports the same fastback shape as the Civic, and it wears it well. The grille is a bit fussy and the chrome-trimmed rocker panels on the Touring model are a bit silly, but the all-LED headlights (standard on all models) look cool and futuristic and the taillights are slicker than goose droppings. Besides, when it comes to design, proportion is king, and the Accord rocks it. From any angle, this is a great-looking car.

Even bigger improvements can be found in the cabin. The previous Accord’s ridiculous dual-screen dashboard has been tossed into the dumpster, where it belongs. Replacing it is a dash that is smooth and sleek and modern. Climate controls have been simplified and the stereo finally has freakin’ dials—two of them, even; one for volume and one for tuning, just as God commanded to Moses. The stand-up display stereo also gets accessory buttons for common functions, and while Honda’s graphical infotainment interface still trails the best in the biz, it’s getting better.

Though the new Accord is smaller on the outside, it’s bigger on the inside. Thanks to an increase in wheelbase and a back seat that nestles deep into the C-pillar, the 2018 Accord offers an absurd amount of rear-seat legroom—2.5 inches more than last the outgoing model—and a decent level of headroom considering the swooping roofline. The trunk is bigger as well, but with the bottom edge of the rear window dragged so far rearward, the opening is rather small—it may be time for Honda to follow Buick’s lead and turn the Accord into a liftback.

One of the coolest details is the semi-digital dash. The speedo on the right is the real thing, but the center display and left-side tach are a 7-inch TFT screen. The tach can be substituted with navigation, phone, audio and trip computer displays, but leaving it in rev-counter mode is a real treat—the animation is classic-era-Disney-movie-smooth, and were it not for the fact that the speedometer needle is a 3-dimensional object, it’d be nearly impossible to tell which of the two gauges is real and which is a video image.

So how is the driving experience? The answer is long, but it can be summed up in three words: Pretty darn good.

The big news for the 2018 Accord is its all-turbo engine lineup, the old 2.4-liter four-cylinder and 3.5-liter V-6 having been replaced by 1.5- and 2.0-liter turbocharged fours. The 2.0T is essentially the Civic Type R’s engine detuned to 252 hp and 273 lb-ft of torque, the latter being the highest torque figure ever applied to an Accord.

Turbo lag is minimal; some other 2.0Ts stumble when floored from a standstill, but the Accord’s jumps off the line, picks up sharply at 2,000 RPM, breaks the tires loose at 3,500, and spins them all the way to redline. On paper, the 2.0T’s torque curve begins to drop off above 4,000 RPM, closely mimicking the behavior of a traditional V-6. In the real world, pickup is terrific: I dropped the hammer to pass an 18-wheeler on a tight two-laner, and by the time I pulled back into my lane, the speedo was brushing the century mark. Honda may be late to the 2.0T party, but it’s used its time wisely: In my opinion, this is the first four-cylinder turbo that is genuinely better than the V-6 it replaces.

Two-liter Accords with an automatic gearbox get Honda’s new home-grown ten-speed, a dream of a tranny that delivers smooth upshifts and prompt downshifts. Sport models can be had with a six-speed manual and while the shift action isn’t quite as tight as the outgoing Accord Sport, it’s still a pleasure to row.

Honda expects about 80% of Accord buyers to opt for the 1.5-liter turbo, which produces 192 hp and 192 lb-ft of torque. Turbo lag is bit more pronounced than that of the 2.0T, but the engine comes alive around 2,250 RPM and pulls strongly and evenly right to the rev limiter, with peak torque delivered right all the way to 5,000 RPM.

Sport models can be had with a six-speed manual (the same gearbox paired to the 2.0T engine), while other 1.5-liter Accord models employ a continuously variable automatic. Honda hasn’t tried to make this CVT act like anything but what it is, and while purists may despise the droning engine note, its smooth, shift-free acceleration should be a hit with the masses. Even the most die-hard stepped-tranny snob will be forced to acknowledge how well the CVT does its job, snapping the engine up into its torque band when power is needed and promptly dropping it down into run-silent mode when the driver eases off the accelerator.

Let’s shift gears to the 2018 Accord’s chassis, which has also been completely reworked. The basic layout is the same, with MacPherson struts up front and a multi-link setup out back. New this year is an adaptive damper system, but it’s only available on the top-of-the-line Touring model, which is a shame; I’d love to see it on the Sport. Also new is a dual-pinion variable-ratio steering system.

Out on the open road, the 2018 Accord puts it all together pretty well. The revised electric power steering system is both heavier and stiffer than the outgoing setup, and while off-center feel and precision are excellent, there’s not much feedback when making mid-corner corrections. Grip and balance felt good, though I was prevented from pushing the Accord to its limits by narrow roads, blind curves, and local drivers. Suffice it to say that if you subscribe to this publication’s “No Boring Cars” mantra, you will find the 2018 Accord a very satisfying drive.

Honda has retained the somewhat-firm ride of the outgoing Accord, but its gone on a witch hunt for noise, slathering the body with sound insulation and adding a third microphone to the standard-fit active noise cancellation system. EX, EX-L and Touring models even get sound-absorbing wheels. The new Accord is noticeably quieter than the old one, though there’s still a moderate amount of road noise, particularly in cars without the noise-nixing wheels.

Honda has taken a big step on the safety front by making its Honda Sensing system (which comprises a collision detection system with automatic braking, adaptive cruise control, lane-keeping assistance, road-departure mitigation, automatic high beams, and a backup camera) standard on all Accord models. Unfortunately, the nifty LaneWatch system, which mounted a wide-angle camera in the right-side mirror, is gone. I thought this was one of the most innovative safety features ever developed, and I asked Honda why it got the axe; they said that while journalists like me loved it, owners were more likely to switch it off. Honda has replaced it with a traditional blind-spot warning system, though it’s only offered in EX, EX-L and Touring models.

The Accord Hybrid will return to the lineup in early 2018. Honda’s two-motor hybrid system returns, but the downsized battery is now small enough to share under-seat space with the fuel tank. That means the Hybrid gets the same 16.7-cu ft of trunk volume as the regular Accord, along with a 60/40 split-fold rear seat. I took a brief drive in an early-production version of the new Accord Hybrid, and liked it just as much as the current-gen Accord Hybrid—in other words, plenty.

The 2018 Honda Accord will keep the same basic trim lineup (LX, Sport, EX, EX-L, Touring) as the outgoing car, with the 1.5T liter engine offered in all five levels; the pairing of the smaller engine with the Touring model is new for 2018. The 2.0T can be had in Sport, EX-L and Touring trims.

The 2.0T Sport is the new addition here, and it gets a few extra standard features compared to the 1.5T Sport. Pricing ranges from $24,465 (including an $895 destination charge) for the 1.5T LX up to $36,675 for the 2.0T Touring, and Honda expects most buyers to gravitate towards the $26,655 1.5T Sport or the $28,345 1.5T EX.

Honda had not revealed pricing for the Accord Hybrid at the time of writing, but they did announce a new base model to complement the EX, EX-L and Touring trims. Once again, all Accords sold in America will be built in America, with the cars assembled at Honda’s Marysville plant and the new turbo engines built in nearby Anna, Ohio.

Bottom line: This is the most innovative Accord to come along in ages. Granted, much of what’s new in the 2018 Honda Accord is merely new for Honda: The Chevy Malibu went to an all-turbo-and-hybrid engine lineup in 2016, the Hyundai Sonata did the fastback roof thing in 2011, and the Galvin Brothers introduced a stereo with knobs in 1930. Still, when you put it all together, what you have is not only the most innovative Accord in years, but the most compelling car on the midsize sedan market. Other manufacturers may be giving lip service to the segment, but Honda is putting its money where its mouth is. I’ll be amazed if the all-new Accord doesn’t turn out to be an extraordinarily strong seller.

2018 Honda Accord Specifications

ON SALE Fall 2017 PRICE $24,445 (base) ENGINE 1.5L turbocharged DOHC 16-valve I-4/192 hp @ 5,500 rpm, 192 lb-ft @ 1,600-5,000 rpm; 2.0L turbocharged DOHC 16-valve I-4/252 hp @ 6,500 rpm, 273 lb-ft @ 1,500-4,000 rpm TRANSMISSION Continuously variable, 10-speed automatic, 6-speed manual LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 30/38 mpg (city/hwy) L x W x H 192.2 x 73.3 x 57.1 in WHEELBASE 111.4 in WEIGHT 3,138-3,428 lb 0-60 MPH N/A TOP SPEED N/A

IFTTT