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

Join us for a charged up test of the Genesis Electrified GV70.

"Your Drive" stops at a shop putting the freeze on unseen grime.

We'll go behind the scenes of a premiere auto auction, then haulin' back home in the GMC Canyon pickup.

So come drive with us, next!

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JOHN: The Genesis Electrified GV70 is not only the third all-electric vehicle offering from Hyundai's luxury division, but it's also the first genesis model to be built here in the US.

You know, the GV70 was already a big hit with both critics and buyers, so let's find out if a big pack of batteries and American workers can take it to the next level.

For the 2023 model year, the Genesis GV70 utility has gone electric.

And like the Electrified G80 sedan before it, Genesis has integrated an all-electric drivetrain into its existing platform seamlessly and effectively.

Now, it may look almost exactly like the sleek and sophisticated internal combustion powered GV70 SUV that arrived just last year.

But packed underneath it all, is the GV60's next-gen propulsion system that uses a pair of electric motors delivering standard all-wheel drive and 429-horsepower.

Both the front and rear-mounted electric motors are 160-kW and produce a combined 516 pound-feet of torque, relying on energy from a 77.4-kWh battery.

Full 350-kW charging capability will get the battery to 80 percent in just 18 minutes.

The Electrified GV70 is rated to travel 236-miles between those charging sessions.

But based on our driving loop, we'd say more is easily possible as we were on pace for over 250-miles; making it an overachiever, much like the G80.

The approach to the interior is not so much a heavy-handed blast of over-the-top luxury, rather just a soothing blend of high-quality metal and leather materials with soft tones, subtle ambient light, and an airy feel that ultimately delivers a very comforting experience.

There's an available 12.3-inch digital instrument cluster, along with a 14.5-inch touchscreen that houses standard navigation, and it also has a rotary style control on the console if you prefer that, just don't confuse it with the rotary gear selector like we did.

Lexicon audio, quilted leather, and a suede headliner come with the Prestige package that also includes active noise control and white brake calipers.

Regen braking paddles mounted on the back of the steering wheel allow for adjusting amounts of regen up to full 1-pedal driving; or you can let Smart Regen take control, gathering data from past driving history, navigation, and road conditions to determine the appropriate amount of braking.

Drive modes include Comfort, Eco, Sport, Sport +, and Custom, and Genesis has added some additional sound deadening for this EV.

Based on the incredibly quiet, smooth, and steady highway ride we experienced, we weren't sure what to expect when we pulled this GV70 up to the line at our Mason Dixon Dragway test track.

Well, not much calmness or serenity here, as this thing absolutely blasted off the line like a rocket, hitting 60 in just 3.9-seconds.

That's almost a full 2-seconds quicker than last year's 2.5-liter turbo-equipped GV70.

It's hard to beat performance-tuned EVs when it comes to torque delivery, and like the GV60, there's a boost button on the steering wheel that delivers an additional 54-horsepower for a thrilling 10 seconds, helping us clear the quarter in 12.4-seconds at 112 miles-per-hour.

The low center of gravity, an electronically controlled suspension, and a Disconnector Actuator System that allows for 2-wheel or 4-wheel-drive operation depending on circumstances, helped keep the Electrified GV70 well-planted through our handling course, and provided a livelier feel than the ICE version.

Substantial side bolstering of the front seats kept us settled in place very nicely.

Great steering feel, very little body roll, and only minor amounts of understeer at its limits.

Brakes were equally as sporting, with good feedback and stability, despite the noticeable nosedive that typically accompanies stopping 5,000 pounds of utility vehicle in just 111-feet, 6-feet shorter than the standard GV70.

There are some subtle changes outside for this Electrified version of the GV70; it gets unique 20-inch wheels, and as in the G80, the signature crest grille gets an aerodynamic makeover, nicely integrating the charging port.

Same 2-line lighting theme up front, and in back, where the rear bumper is reshaped now that there are no tailpipes.

Cargo area is well finished with thoughtful use of space; at 28.7 cubic-ft. with a max of 56.5, capacity is down a tiny bit, but a small storage bin up front under the hood more than makes up for it.

At 37-kWh/100 miles, the Electrified GV70 rates a good efficiency score.

Pricing starts at $66,975, about 20-grand over a base ICE GV70, and 3-years of free charging at Electrify America charging stations is included.

Genesis is slowly but surely electrifying their lineup, and the 2023 Electrified GV70 is not just another step in the process, but further proof that carmakers can progress to EVs without upsetting the entire apple cart of their brand.

Forward thinking but staying classy, just what we've come to expect from Genesis.

If you're a car fan, chances are you've wasted many-a-weekend watching live auto auction coverage on TV.

It's ok, we have too.

Well, our "Over the Edge" guy Greg Carloss was recently invited by one of the premier purveyors, Mecum Auctions, to take our cameras behind the scenes to see all that goes on before the gavel comes down.

AUCTIONEER: Yellow bat.

23,24...23,24.

Sold, 29 pounds.

Sold.

49 pounds... GREG CARLOSS: When I watch a live auto auction on TV, as a car guy I'm admiring the merchandise.

But, as a TV guy I'm curious what's going on behind the scenes.

So, I'm in Harrisburg, Pennsylvania to see what exactly goes into making the Mecum Auction Experience!

People go to auto auctions for a variety of reasons.

To buy a car they want, to sell a car they don't want and, in some cases, to buy a car they don't want after succumbing to the inherent thrill of a bidding war.

It all adds up to an exciting affair.

And not just for those involved, but for everyone watching too.

DAVE MAGERS: My name is Dave Magers and I'm the CEO of Mecum Auctions.

We're a unique auction company in that we pride ourselves on being the collector car auction company for everybody.

You can come to an auction, a Mecum Auction, and buy a $5,000 car; you can come to a Mecum Auction and buy a 10-million-dollar car.

GREG: Here at the Harrisburg auction, over 1,300 vehicles roll across the block in just 4 day's time.

Not only that, Mecum produces its own live television broadcast.

And trust me, that is no small feat.

DAVE: Well we jokingly call ourselves "The Circus," and those that move with the auctions are "circus folk."

We we travel today in- somewhere between 18 and 20 equipment semis from one event to the next.

GREG: Mecum holds more than a dozen auctions each year, offering roughly 15,000 vehicles and resulting in 800-million dollars in sales.

But before any of those cars or trucks can be auctioned off, each one must go through a meticulous check-in process.

JIM GUCK: So, what we do here at vehicle check-in is the cars roll in off the trucks in the unloading lot.

They come in here and we actually check their vin number to make sure everything is good and proper.

Uh, we have inspectors that are ex-law enforcement.

They'll take a look at that.

They verify the mileage that is inside on the dashboard.

GREG: Do you have any warning as to what's coming up here?

It could be anything that comes up into this line?

JIM GUCK: It could be anything at all from a uh Mercedes to a Lamborghini to this beautiful GTX.

We could have just about anything at a Mecum Auction.

GREG: With everything in order, a sea of cars await their chance to roll under the bright lights of the auction block as Mecum's lead auctioneer, Jimmy Landis, riles up the crowd with his iconic chant.

JIMMY LANDIS: 19...

I don't have a fast chant, I have a clear chant.

People can hear me and understand me and...

I get to ridiculing people sometimes and the crowd loves it, and so far I haven't had anybody get really upset with me.

"Well, we're not gonna make dinner reservations tonight, this guy taking as long as he's takin'..." Well, nobody runs more; nobody sells more.

Us compared to other companies, we're gonna have fun.

GREG: And speaking of fun... CHICKEN GEORGE: My name is George Boswell; I'm a bidder's assistant for the world's biggest collector car auction, Mecum Auctions!

I'm the gentleman who stands out in the crowd...

I say the world famous, the one and only words, sold!

Sold!

Sold!!

And that's how it works.

Sold, sold... GREG: Getting to see a Mecum auction from this vantage point; it's like a finely tuned engine.

What looks like a nice, polished operation is really hundreds of fast-moving parts seamlessly working in unison.

And as a car guy who works in television, [Sold!]

I can watch it all day long.

JOHN: Keeping your car clean topside is easy; but it's the undercarriage that takes the most abuse, and though you can't readily see it, over time it will take its toll on reliability.

Well, Logan McCombs visited a local shop that is using a clever and eco-friendly technique to clean up that grime on MotorWeek's "Your Drive!"

LOGAN MCCOMBS: Cleaning the underside of your car is one of the hardest things to do on your own.

And I'm sure you've heard of this new thing called dry ice cleaning, or maybe you haven't.

And I'm here with Brian today, from "Polished 2 Perfection."

Brian, can you tell us a little bit about what your business does?

BRIAN RICE: Yeah, so um, we're a veteran-owned small business.

We uh, we do dry ice cleaning.

Um, it's a relatively new process, um, it's been up and coming the last two years.

You know, it's nice, because a lot of people now are... you see car auctions, you know, on TV and online, bringatrailer, Barrett-Jackson, those sorts of places.

And, you know the people want to see the underside of the cars, and a clean undercarriage is always going to bring more money.

You know, the nice thing about the dry ice cleaning is, you know, it's environmentally friendly.

We don't use chemicals, there's no secondary waste.

You know, it's really good for the underside of the car, it's not abrasive, we don't remove any chalk marks, paint marks, stickers, anything.

It just removes the dirt and leaves a pristine finish.

The dry ice hits the dirt, the dirt hits the floor and carbon dioxide is in the- the atmosphere.

And when dry ice is created from carbon dioxide that's in the atmosphere.

So again, it's great for the environment.

LOGAN: So, like something we may know is like media blasting, where there's a lot of leftover debris and things like that.

So, that's great that it's much better for the environment.

What is that process like on dry ice cleaning a car?

BRIAN: So on dry ice cleaning, you have three things that happen: You have the speed of the pellet that comes out of the machine, that hits the dirt and it kinda breaks it apart.

The dry ice is negative 109 Fahrenheit, and it super freezes it and it shrinks it.

The dry ice pellet going from solid to gas creates a little explosion and blows the dirt apart.

LOGAN: Well thank you for having us here, Brian, thank you for showing us the process of dry ice cleaning.

It was very interesting.

BRIAN: Well it was my pleasure to have MotorWeek in my shop and be able to showcase what we're doing here.

LOGAN: If you have a question or comment, reach out to us, right here, at MotorWeek .

JOHN: It's a good time not to waste time hopping in to this week's Quick Spin!

JESSICA RAY: Let's say you're in the market for a two-seat roadster, and the MX-5 Miata, a staple of open-air motoring, is just too mainstream for you.

With the only American option being the Corvette Convertible, you naturally look to the Europeans for something a little more unique.

The BMW Z4 isn't exactly niche or exotic, but you certainly won't see as many on the road as the MX-5.

Or even the Toyota GR Supra coupe, which as you probably know, shares key technical bits from the Z4.

We had a chance to sample this 2023 BMW Z4 M40i, a step up from the base-level sDrive30i.

They're both rear-wheel drive, but the M40i swaps the standard 2.0-liter inline-4 turbo for a 3.0-liter inline-six, also turbocharged and pushing 382 horsepower and 369 pound-feet of torque.

While both engines also power the GR Supra, unlike the Toyota's recent addition of a six-speed manual transmission, the Z4 shifts with an 8-speed automatic only.

Still, the steering wheel paddle shifters and satisfying exhaust note make this inline-six carriage feel just right.

And that's further outlined by the M Sport Package, with aerodynamic body elements and M Sport Suspension, now standard on all Z4s.

Other M40i-standard performance add-ons include the Adaptive M Suspension, M Sport brakes and M Sport Differential.

These elements of M performance magic can be conjured up for the sDrive30i with an optional Dynamic Handling package, should the inline-six powertrain be out of your grasp.

Regardless of which you choose, the Z4 appears modern and edgy, complimented by unique color combinations like our gray exterior contrasted by an eye-popping red interior.

The upscale cabin is very comfortable, yet still sports car serious, with tech supported by a 10-inch touchscreen and a digital instrument panel, capped off by a power-operated soft top.

The BMW Z4 starts under $55,000 for a standard sDrive30i.

Stepping up to the M40i brings starting MSRP to the mid-60's, with ours ending up just over 76-grand after options and destination.

And we'll have more Quick Spins, soon!

GREG: We're closing in on a full year with this all-electric 2022 Kia EV6, having just passed the nine-month mark and 15,000 miles, another 4,000 since our last update.

And the big news here... our interrupted charging cycles are no more.

After a quick software update at our local dealership, we can now juice up without fear of that dreaded "charging interrupted" notification appearing on our smartphones.

And it's still smiles all around when we get behind the wheel.

This EV6 may not be one of the souped-up GT's, but the dual-motor all-wheel drive's 320 horsepower beckons us to go far beyond our normal commutes.

There was a time, about 10 years ago, when the argument that electric cars are no fun to drive had some legitimacy.

But that time has come and gone.

With a nimble suspension and gobs of instant torque, our EV6, which again, isn't even the high-performance version, is all the evidence we need to prove that tired old argument wrong.

The only other issue we've had with the EV6 is when customizing the touch sensitive controls, something we also complained about during our initial test.

But we did figure it out and considering it's a "set it and forget it" sort of thing, it's no big deal.

And speaking of the interior, fit and finish is still spot on.

No creaks, no rattles, no worries.

All this to say, we're still very pleased with our 2022 Kia EV6.

We'll have another update for you soon; but first, we'll check in with our Acura Integra on the next MotorWeek Long Term Road Test update.

JOHN: Most people know the GMC Canyon as the Chevrolet Colorado's professional grade cousin.

And while that sounds like just marketing speak, with an all-new design of GM's midsize truck platform comes more genuine brand separation.

So, let's see what the third-gen GMC Canyon delivers in real time!

Small trucks are once again a big deal, and part of the reason is that they are no longer small.

There's not much about this 2023 GMC Canyon that resembles the quarter-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980's.

Of course, then, people were willing to sacrifice certain "big-truck" things for an easier to use and more economical pickup experience.

Well, we don't seem to be big on compromise for much of anything these days, and the current midsize crop of trucks delivers more than ever.

So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed.

No more extended cab or long bed options.

Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front.

It definitely looks tougher, and they've even eliminated the much-hated front air dam that protruded well below the front bumper.

The Canyon also comes exclusively with the high-output version of GM's 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 pound-feet of torque.

At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700 pounds.

No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.

At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy's base Colorado.

And since it's all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.

And that's just where things get started, as at the top of the heap, there's a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode.

We'll have more on the AT4X real soon.

But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches.

Plus, an available head up display comes with most trims, and there are even optional underbody cameras.

Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats.

Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck.

It's even more noticeable in the rear, though there are more practical storage options back here.

The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet.

The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it's not quite crossover plush, but certainly great for a body on frame truck.

Though the higher ground clearance and off-road emphasis kept it from being a track star.

Indeed, healthy amounts of understeer and body roll greeted us in our handling course.

It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily.

0-60 in only 7.5-seconds, and through the quarter-mile in 15.6-seconds at 91 miles-per-hour.

Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular.

Pricing starts with a 2-wheel-drive Elevation at $38,395.

That puts it at midlevel Chevrolet Colorado, which is consistent with the mission of the new Canyon.

All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.

So, as small trucks have grown, so has the price of entry.

But if that doesn't scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before.

Does that necessarily make it better?

We say positively yes!

JOHN: 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!

As we look to the future of luxury in the Mercedes-Benz EQS SUV, followed up by a premium hatchback, the Mazda 3.

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

Learn more at AutoValue.com and BumperToBumper.com.

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.