MotorWeek

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

It's all-electric and all exciting in the Audi Q4 e-tron Sportback... We'll share "Your Drive" tips for real savings at the pump... We'll gallop back to the past in an iconic V8 Ferrari... Then, gear up to the present in the surprisingly new Kia Sportage...

So, come drive with us, next!

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JOHN: While, many brands are just now dipping their toes into the battery electric vehicle pool, Audi has been swimming around in it for quite a few years, and is making even more waves with perhaps their most significant stride yet, this Q4 e-tron.

So, let's dive in for the details.

The e-tron name has been floating around Audi since 2009, originally signifying both their plug-in hybrid and all-electric concept and production vehicles.

But it officially became the sub-brand for their fully electric lineup with the launch of 2019's Audi e-tron SUV.

Next up was the high-performance e-tron GT, and Audi has now followed that up with this entry-level 2022 Q4 e-tron crossover.

Available in BOTH regular SUV shape and Sportback flavor, we chose the Sportback.

Its easily one of the best looking BEVs yet; and while we're not generally in favor of giving up practicality for style, there isn't a lot of compromise in this electric.

Based on VW's modular EV platform, shared with the ID.4, there's not much about the Q4 Sportback that screams all-electric.

It sure doesn't look much different from any of the other stylish European utility vehicles you see zipping down the road these days.

Audi has kept a very traditional looking face, full of grille-work, only it's mostly blocked off.

While, all Q4s have a descending roofline, the Sportback shape means it descends much more dramatically than the on the regular Q4.

One thing, a rear spoiler wraps over the rear glass creating a split see-through from the driver's seat.

Another thing is innovative lighting.

The Q4 e-tron's LED daytime runners are switchable between four different themes.

Driving this Sportback e-tron feels incredibly normal, in that it doesn't really feel like a battery electric at all.

Power is plentiful but not overwhelming; and both steering and braking have a very natural feel.

A 201 horsepower single-motor rear-wheel-drive setup is standard in the Q4 with a range of 265 miles; but the Sportback comes standard with the dual-motor quattro all-wheel-drive arrangement outputting a combined 295 horsepower and 339 pound-feet of torque.

Both share the same 82 kilowatt hour battery.

The Q4 Sportback's range is rated at 241 miles; we drove 216 using 94 percent of the battery capacity, putting realistic range right around 230 miles.

'23 models, which are just going on sale as this test airs, will get a slight increase of range.

Efficiency rating is a good 36 kilowatt hours/100 miles.

The Q4 Sportback's interior feels more spacious than you would think based on its compact coupe-styled SUV shape, with an almost Honda-like attention to detail when it comes to thoughtfully placed storage.

There's a heavy use of recycled materials, which all look great.

The 10 inch MMI touchscreen is oriented slightly towards the driver, mounted high in the dash, well-separated from the traditional-looking hooded gauge display, which is Audi's 10 inch digital cockpit.

Cargo capacity is a great 24.8 cubic-feet; folding the rear seatbacks bumps it up to 53.1.

A sliding gear selector works well, positioned high on a floating console-like panel.

We shifted to Drive and headed for our Mason Dixon Dragway proving grounds.

Like, its VW ID.4 counterpart, the Q4 doesn't explode powerfully off the line as some EVs do, taking more of a measured approach to gaining speed; but our 5.8 second trip to 60 is plenty fast for an entry-level luxury utility.

Power delivery stayed smooth and steady for the entire quarter-mile, finishing in 14.4 seconds at 97 miles per hour.

On our handling course, the Q4 Sportback really came alive, with good steering feel, minimal understeer, and mild body roll.

Grip was quite impressive, encouraging us to push harder and harder with each run.

It's a heavy toddler, yes, but also very responsive, solid-feeling, and just a pure joy to drive with enthusiasm.

Panic stops from 60 averaged a good 114 feet, and that's with drum brakes on the rear axle believe it or not.

The pedal feels soft initially, but firms up nicely as travel progresses.

Pricing for the standard single-motor Q4 e-tron SUV starts right around $50,000; with the all-wheel-drive Sportback starting at $59,395.

As Audi continues to expand their BEV offerings, they're doing it in what we feel is the best way possible, which is keeping them very Audi-like; giving buyers of this Audi Q4 Sportback e-tron not only a highly stylish fully-electric alternative, but one that Audi fans will feel right at home in.

It's hard to imagine, but there was a time when Ferrari didn't have a single V8 in its lineup.

In fact, for many purists, anything but a V12 was simply unthinkable.

But that all changed more than 40 years ago when Ferrari unveiled a mid-engine V8 car that would forever alter the company's future and fortunes, while displacing the V12 as the company's marquee power plant.

Our Roger Mecca takes a look back at the prancing horse that enshrined the 8-cylinder in Ferrari history.

ROGER MECCA: When you envision an exotic mid-engine V8 supercar, the brand that usually comes to mind is Ferrari.

Technically, the company's first mid-engine V8 debuted in the lackluster 308 GT4, but that began its life wearing a Dino badge, not Ferrari.

Ferrari's true V8 connection really began in 1975 when the 308 GTB was unveiled at the Paris Auto Show.

Recently, Ferrari announced that they were no longer accepting orders for their V8 powered F8 Tributo, stating that they had sold out that car for the next two years.

And with the launch of the new SF90 hybrid V8, well, it looks like the days of the non-hybrid V8 engines at Ferrari could be coming to an end.

So, it seems appropriate to spend some time with the Ferrari V8 that, for all intents and purposes, started it all.

John Lyon is the owner of this stunning euro-spec 1984 Ferrari 308 GTB QV.

Like, so many other enthusiasts, the 308 is a car John has obsessed over since being a kid, when his bedroom wall was plastered with its image.

And since, fulfilling the dream of ownership, he's had zero regrets.

JOHN LYON: It exceeds my expectations.

They often say, you shouldn't meet your heroes; that's not the case with this car.

ROGER: Propelled by a transversely mounted 2.9 liter, 32 valve V8 pushing out 240 horsepower, it takes just under 7.0 seconds to hit 60, on your way to 150 miles an hour.

But numbers aren't everything, and the 308 is a perfect example of why more power isn't always better.

JOHN L.: You can actually use a much higher percentage of its performance envelope, and as any true gearhead car guy will tell you, it's much more fun to drive a slow car fast than a fast car slow.

ROGER: And because exotic car makers need to appeal to a wide range of buyers, just about anyone can get in a modern supercar, push the start button, put it in drive, and go.

Well, that's not the case with the 308.

Every aspect of this car, from shifting to turning, requires your attention and at no point can you let the car simply drive you.

And it's because of this direct and engaging connection, that the 308 feels so much more exciting and visceral than the speedometer may actually say.

And it goes to show you that you don't need a 0-60 time of under 3.0 seconds or 700 horsepower to have an incredible time driving!

The gorgeous Pininfarina-styled body surrounds what is actually a relatively light 3200 pound car.

So, even with the modest power, the 308 feels beautifully quick and agile, all while making a wonderful sound.

Though, the 5-speed open-gate gearbox doesn't like to be rushed, it's surprisingly smooth.

The brakes have great feel and are nicely linear, making the overall experience even more welcoming.

And no, you can't zone out like you would in something made today, but it's also not overly demanding or as exhausting as other exotics from this time period.

Inside, the driving position is quite comfortable, the beautiful leather seats are supportive, and visibility is excellent.

And as with other older exotics, pedals are off center and to the right, but not annoyingly so, and though the steering wheel doesn't move, the somewhat odd tilted position actually feels fine after a while.

But you don't own a 308 for the interior.

You get one for a special driving experience that's hard to find today.

JOHN L.: There's no traction control, there's no stability control, there's no ABS, there's no power steering.

It's a totally analog, uh, driving experience, which means...the car talks to you in a way modern cars do not.

ROGER: Over its 10 year run, Ferrari made more than 12,000 308's, making it a massive sales success for the company.

The GTS version, made internationally famous in Magnum PI, was especially popular, outselling the hardtop GTB by a 5:1 ratio.

By the time 308 production ended in 1985, Ferrari and the mid-engine V8 were forever linked, all because of the incredible impact this icon left on the car world.

And after spending the day behind the wheel, I can confirm that it's still making a lasting impression.

JOHN: Even when prices at the pump aren't too bad, it doesn't hurt to know how simple car care can pinch pennies.

Well...now, that the cost per gallon is way up, Audra Fordin has some advice on how to keep the dollar signs down.

It's less money at the pump and more money for "Your Drive."

AUDRA FORDIN: There are a lot of simple, common sense things that you ought to know about when it comes to maintaining your car and saving money at the pump.

Here with us today is our online parts expert Tom Taylor.

Welcome Tom.

TOM TAYLOR: Thanks for having me.

AUDRA: I'm so glad you're here and I'm excited to learn about some money saving tips.

TOM: Yeah, if you, uh, if your fuel economy has declined by 10 percent and you're putting $100 worth of gas in your car every time you fill up, that's, that's $10 you're, you're wasting every time you fill up.

And that's enough to pay for the parts you need to maintain your vehicle, to, uh, make it...the vehicle last longer, make it perform better.

Um, the first one is just the engine air filter.

Those still, like in old cars, they need to be replaced every 30,000 miles or so, depending on your how dusty and how many, how buggy your environment is.

And then, the old trying to do the spark plugs, instead of 30,000 miles the owner's manual may recommend 100,000 miles, and that's certainly possible.

These, these examples here, do have 100,000 miles on them.

The gap isn't too far out of spec; but, there's other parts that need a repla...be replaced along with the spark plugs which may wear out sooner, and that's these, um, boots and these seals and these springs.

Those parts that replace the spark plug wires, they used to be...they're in older cars, and those, like spark plug wires, those can, um, crack over time and start arcing and, um, causing misfires and such.

AUDRA: I remember, maybe 20 years ago, when spark plugs used to need to be replaced every 30,000 miles; and now they put platinum tips on them and dual tips so they don't need to be replaced, like you said, for 100,000 miles.

But from my experience, I have seen spark plugs, because of heat in the engine, that actually seized in there, which cause a whole other set of problems for the consumer.

TOM: Uh, another part that may not be in the owner's manual surprisingly, it really should be there, is the oxygen sensor.

Those need to be replaced typically every 60,000 miles or so because bringing signals from the exhaust that tell the computer what the fuel/air ratio is, do I need to add more air or add more fuel?

And if those aren't working, then the computer loses track of how the engine is running.

The computer can compensate for a while, if one of these parts is worn out or a signal's off, but you'll immediately start losing fuel economy, if the computer is, like, ignoring a few misfires here and there.

And that sort of thing.

AUDRA: Sure, that's a cause and effect right there.

If you get contamination, there's a carbon build up and that causes some fuel economy problems as well, and that air filter can cause you up to 10 percent in fuel economy.

TOM: Yeah, so one tank of gas you've saved enough.

If you stop wasting that $10, you have enough money, more than enough money to buy a new air filter.

AUDRA: Exactly.

Well, thank you so much, Tom.

And if you have any questions or comments, reach out to us, right here at MotorWeek .

JOHN: The tanks are topped off; the keys are in-hand for another QuickSpin!

GREG CARLOSS: The 2023 Honda Civic Type R is finally here, and we were stoked to hit Sonoma Raceway for a First Drive track session in the most powerful Type R to date.

Credit for that goes to the 2.0 liter turbocharged 4-cylinder making a stout 315 horsepower and 310 pound-feet of torque.

Power meets the front wheels through a 6-speed manual transmission, shifting with precise, weighted throws and a better rev-matching system.

Put together, it's incredibly competent on a road course.

ALEXANDER KELLUM: The extra power in the new generation Type R out here on the track-- it's appreciated, but not necessary.

What's most impressive is how well, it just wants to grip to the road.

From the, uh, Sport Cup 2's-- I believe they're optional-- that we have on here, all the way down to the limited-slip diff... GREG CARLOSS: The new Type R felt really planted and on target during our laps.

Additional cooling meant we could run the course again, and again, and again.

The revised front suspension eliminated any torque steer, while those Michelin Sport Cup 2 tires provided heaps of grip.

But, take note they are a dealer option, though the stock Pilot 4S's are still great and better for daily driving.

This time around, the whole Type R package feels a little more mature.

The exterior is still customized with additional aero and a big wing, while the interior remains wrapped in that trademark red upholstery, but nothing is really over the top.

That includes the MSRP; the 2023 Honda Civic Type R starts near $44,000 with delivery.

A reasonable price for what you're getting: a track-capable, street practical 5-door hatch.

And we'll have more QuickSpins, soon!

JOHN: The car world never shifts into park, so here's Stephanie Hart with this week's MotorNews!

STEPHANIE HART: Exciting news from Toyota: a new, bigger Highlander is on the way.

The Grand Highlander will launch as a stretched 3-row crossover, "designed for family adventures."

The lone teaser image shows a "HybridMAX" badge, indicating an electrified powertrain.

The Grand Highlander debuts on February 8th.

Also, new from Japan: the Acura Integra Type S. This high-performance variant is expected to deliver over 300 horsepower from a turbocharged 4-cylinder, paired with a 6-speed manual transmission.

The off-road adventure lifestyle continues to flourish.

With that, Ford will offer a Black Diamond Off-Road Package for the 2023 Bronco Sport.

It comes with steel bash plates underneath and rides on all-terrain tires.

And would you believe a Lamborghini for when the pavement ends?

It's the 601 horsepower Huracan Sterrato.

It's outfitted with off-road tires, lifted suspension, extra body protection and more.

For all-roads, Kia is showing a refreshed Seltos compact utility.

Aside from the exterior changes, the optional 1.6 liter turbo 4-cylinder will be stronger, paired with an 8-speed automatic.

A new X-Line trim with special appearance upgrades will also be available.

In other news, Vietnamese startup VinFast has officially exported their first batch of VF 8 electric SUVs to the United States.

All 999 units are expected to reach customers by the end of the year.

Future exports to Canada and Europe are slated for early 2023.

And that does it for this week's MotorNews!

JOHN: The Sportage is Kia's longest-running American nameplate, arriving in the mid-1990s before compact SUVs were really even a thing.

Well, as we all know, the Kia brand has grown a lot since then, and so has the Sportage.

So, let's check out this 5th-Gen Sportage, and see how much more it offers to reel in today's savvy crossover buyers.

The Sportage has grown up.

That's the best way to sum up this 2023 Kia Sportage.

It not only looks much larger than before, but every exterior dimension of this compact utility has indeed increased.

It's more than 7.0 inches longer than before, with a wheelbase stretch of 3.4 inches; height and width grow less dramatically, both by about half an inch.

It looks more mature too, with Kia's tiger nose grille taking on a "floating" design, bookended by unique daytime running lights.

Hybrids come with 17 inch wheels, but these 18s are an option.

That larger size allows for 39.5 cubic-feet of rear cargo space, which compares favorably with many midsize utilities; max capacity with seatbacks folded is 73.7 cubic-feet.

It also feels more stable too, with a ride quality that's very smooth for a small SUV; quite comfortable as well; some staffers declaring it was even more comfy and spacious feeling inside than Kia's midsize Sorento.

Adding to the airy feel is an enormous panoramic sunroof.

There's plenty of glass on the dash as well; side-by-side 12 inch screens for instrumentation and infotainment.

Just below the central screen is a panel with a mix of traditional and touch controls for climate and the radio, which in top SX-Prestige trim is a Harmon/Kardon 8-speaker premium system.

Thoughtful placement of the multiple storage nooks with USB ports for charging adds greatly to overall usability.

Standard engine for the new Sportage is a 187 horsepower naturally aspirated 2.5 liter I4.

But we highly recommend stepping up to this Hybrid; its combined 1.6 liter turbo I4 and 44 kilowatt electric motor are truly a best of both worlds' scenario, delivering 40 additional horsepower, 80 more pound-feet torque, and better fuel economy.

Kia even gives you a tried and true 6-speed automatic transmission.

On top of all that, the hybrid powertrain just feels much more responsive, and allows more than 500 miles of driving on a tank of gas.

Government Fuel Economy Ratings with all-wheel-drive are 38 across the board for City, Highway, and Combined.

We got close with a 36.5 miles per gallon average on Regular.

The front drive version's Combined rating is 43.

For numbers of a different kind, it was off to Mason Dixon Dragway.

After launching strictly on battery power, the gas engine quickly kicks in.

The tach sweeps past 3,000 RPM, and you can really feel some power coming on.

We hit 60 in 7.7 seconds, a quite acceptable result for a mainstream compact SUV.

That 6-speed transmission that we very much appreciated in daily use felt a little clunky here at the track; and this little turbo tends to sound more whiney than pleasing.

But ultimately, the quarter-mile run is fairly smooth and uneventful; completed in a quite good 15.8 seconds at 90 miles per hour.

Being based on Hyundai-Kia's midsize N3 platform pays major dividends when it comes to handling.

The Hybrid adds $1,300 to a base Sportage LX, putting it at $28,585; all-wheel-drive adds $1,800 more.

The Hybrid is only available in LX, EX, and SX-Prestige trims; topping out at $37,485.

A plug-in hybrid with up to 32 miles of EV range will soon join the party.

The Sportage has played a major role in the Kia story from the very beginning; and it seems we're really getting to the good part of the book where the main characters go through major transformations that impact where the story goes from here.

The Chronicles of Kia are far from their conclusion, but the 2023 Kia Sportage is the plot twist, we've all been waiting for, and will certainly have us anticipating what's to come next.

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.

We'll take a spin in an all-new and very sporty Lexus hybrid, the RX500h, then soar under the clouds in the all-electric Lucid Air.

Until next time, I'm John Davis.

We'll see you right here on MotorWeek !

ANNOUNCER: To learn more about MotorWeek , television's original automotive magazine, visit... To order a DVD of this program, call... MotorWeek has been brought to you by... ANNOUNCER: For more than 30 years Lucas Oil products has helped people tackle mechanical problems in the automotive, marine, and industrial fields.

From our original four core products... Lucas Oil has developed over 400 custom products to help both professionals and do it yourselfers.

To learn more visit Lucasoil.com.

Lucas oil, keep that engine alive!

MotorWeek is proudly sponsored by Auto Value and Bumper To Bumper, featuring major brand auto and truck parts, and service from coast to coast.

Learn more at AutoValue.com and BumperToBumper.com.

TireRack.Com is proud to support MotorWeek .

First, there was the wheel.

Then, the tire.

"We'll call it Tire Rack."

Forty years later, we're not slowing down.

This program was produced by Maryland Public Television, which is solely responsible for its content.

(car engine revving) You're watching PBS.