MotorWeek

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

Join us for a track test of the rowdy Mercedes AMG SL 63... Then, pull up for a "Your Drive" wheel workshop... We'll tour a barn hiding a car collector's dream... Then, peel wheels in Cadillac's souped-up Escalade-V.

So, come drive with us, next!

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First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

JOHN: The SL roadster has quite a unique history for Mercedes-Benz, starting 70 years ago as an open-air-style icon a time when Americans were focusing on shoeboxes and tailfins.

It's strictly part of the AMG family now, and that means, we're in for a high-performance good time!

When you think of all the driving pleasure this Mercedes-AMG SL 63 can provide, testing its limits through the turns of Savannah, Georgia's Roebling Road Raceway is probably not the first thing that comes to mind.

But here we are, and this high-powered ragtop revivalist roadster is hanging in there just fine.

Would it be more in its element on the Sunset Strip, or sitting in Miami traffic, or even parked next to a Bentley at a private beach club?

Perhaps, but with the laid back attitude of a seasoned veteran that only displays his true abilities, when necessary, this AMG is quite capable of getting around a road course in a hurry.

Empowering that mission is AMG's excellent twin-turbo 4.0 liter V8 with 577 horsepower and 590 pound-feet of torque.

At the risk of giving it all away, that hand-built aluminum torque monster is our favorite thing about the whole car.

A detuned 469 horsepower version is also available in the SL 55.

No surprise to find AMG's 9-speed automatic transmission, but the fact that all SLs are all-wheel-drive is an unexpected turn, as that was never even an option before.

Put to the straight-line test, that engine gets this big beast up to speed in a real hurry.

Just 3.1 seconds to get to 60 and 11.3 to clear the quarter-mile at 125 miles per hour.

With their tech heavy-handed approach to performance, all German performance cars are starting to feel very similar, and virtually everything about this latest SL wants to shield you from a true sports car driving experience rather than allow you to revel in it.

But having said that, it's hard to argue with the results.

The unique multi-link front suspension with five control arms, as well as AMG's Active Ride Control, keeps things very flat and stable even in high-speed corners.

It does feel very heavy, but it's also very fast and well-balanced; both solid and soft at the same time.

Brakes offer good initial bite, but then seem hesitant to deal with the full reality of all the weight here.

To further tailor things to your needs, the SL is available in Touring or Performance fitments; Performance adding, among other things, the ability to dial up Race Drive Program.

The SL may not turn heads like some exotics or early SLs with gull-wing doors, but those that know, know.

This latest version looks surprising purposeful and almost lethal, with Performance trim's yellow brake calipers, yet, still elegant and perhaps more traditional than ever with the stretched wheelbase, long hood, and new soft top.

Changing from hard to soft retractable top not only saves 46 pounds of weight, but obviously requires much less space for storage.

The whole folding process is smooth and only requires about 15 seconds.

Surprisingly, even with Mercedes' shift away from fossil fuel vehicles, there's an all-new architecture here mostly comprised of aluminum, though they claim it was designed to be adaptable to other propulsion systems as they arrive, and indeed some form of electrification is coming to the SL sooner than later.

Inside, there is a flagship level of technology, with features like AIRSCARF to help keep you comfortable and cozy on chilly fall days with the top down.

Plus, a genuine 21st century application of old-world craftsmanship, exemplified by the steering wheel's mix of old-school feel with modern tech.

The center stacks tacked on tablet is an outlier, but at least you can move it around to best see it when the top is down.

Regardless of our minor quibbles, materials, and fitment are exquisite.

Government Fuel Economy Ratings are 14-City, 21-Highway, and 16-Combined for a worse than average Energy Impact Score of 18.6 barrels of yearly oil use, with 9.0 tons of CO2 emissions.

SL 63 pricing starts at $179,150, just $1,800 more for Performance Trim.

Bargain hunters can get largely the same experience with about a 100 fewer horsepower in the SL 55 for $138,450.

The Mercedes-AMG SL continues the SL tradition of delivering equal parts performance and elegance; perfect for flaunting your good fortunes.

It has also embraced being a tech-heavy showpiece that has come to define modern luxury.

There are cars that have more performance, and cars that are more luxurious, but none strike this balance the way only an SL can.

America is filled with privately owned classic car collections that unfortunately, the public never gets to see.

(car door closes) So, when one does open its doors to automotive fans, it's an event worth celebrating.

And that's the case with a new museum in Pennsylvania that highlights Detroit muscle cars of the '50s, '60s and '70s.

Stephanie Hart checks out Barry's Car Barn, home to more than one, blast from the past.

STEPHANIE HART: These cars are original and in pristine shape.

Up until now, no one has really seen them because they've been kept in a garage for the last 40 years.

Now, on display to the public, they're getting a lot of attention.

Barry's Car Barn is nestled deep in Amish country in Lancaster, Pennsylvania.

Inside, there are 50 super cool muscle and collectable cars from the last century, as well as some 20 rare motorcycles.

All collected by Barry Baldwin.

Just look around, there are numerous early Corvettes and Mustangs here, many that shook up the sports car market back then.

Including this 1954 Chevrolet Corvette, which was factory produced, not hand built, a first for Chevy.

No wonder, it's very rare and worth six figures today.

BARRY BALDWIN: It has its original top, original interior, everything on it is original.

Never been repainted or anything and it's a very, very attractive car.

STEPHANIE: Another Corvette fan favorite on display is this even rarer 1956 V8 C1.

The idea behind it?

To make this generation superior to the Ford Thunderbird in every way.

BARRY: They made one with a 4-barrel carburetor with 210 horsepower and made a two 4-barrel car with 225 horse, but this is a 240 horse which is a very rare car and uh, and that was the same as the 225 except it had small chambered heads and a solid lifter camp.

STEPHANIE: Visitors also get an up-close look at one of the era's ultimate muscle car: The 1970 Chevrolet Chevelle LS6, with a 450 horsepower V8, the most powerful engine sold that year.

Only 4,500 of them were produced.

BARRY: This is the original build sheet that was on window when he bought it.

And the guy paid $372.85 for the...extra-- for the special stereo and he only paid $263.30 for the big motor.

The big motor makes it worth 80-90,000 more and the stereo only makes it worth a couple hundred dollars more, so you can see what a good investment that was on the big motor; not so good on stereo.

STEPHANIE: To some people it may seem crazy to cut a 1959 Chevy Impala in half, and put it up on the wall like this but it happened!

Barry said, "He did it himself because he needed a wall decoration."

No worries though-- he tells me, he has two more at home in his garage.

Barry says these classics are thrilling to drive in a good and bad way.

BARRY: Because they don't stop very well and they got the same horsepower to go.

They go fast and don't have the equipment to handle the speed.

That's why a lot of them didn't exist, too, a lot of them got wrecked.

STEPHANIE: Many of the Ford Woody station wagons from back in the day didn't survive either.

So, seeing two here at Barry's Car Barn is exciting.

This 1931 Ford Model A Woody Station Wagon was Ford's second market success after the Model T. Only 851 were produced.

With so many iconic cars packed into a barn, everyone has their favorite.

Daniel Bowers says this 1967 Shelby GT 500 is everything.

DANIEL BOWERS: It's a feeling of passion, adrenaline, just the want to get behind that wheel and truly just take it on the track and have my own experience with it.

I've always wanted that, I've dreamed of it and just seeing it wants to make me live it.

STEPHANIE: Sparking nostalgia in different ways for different people fueling the success of a private collection that now all of us can enjoy at Barry's Car Barn.

JOHN: Wheels can make a big statement, but only if you pick the right ones.

And it's all about the vitals: diameter, width, lug pattern, and more.

So, here's Logan McCombs with a "Your Drive" wheel workshop.

LOGAN McCOMBS: Wheels are one of my favorite things when it comes to modifying a car simply because they can change the look of a car so much.

But how do you know which wheels are right for your car?

One of the first things you need to understand when picking new wheels is your lug pattern.

This wheels lug pattern of 5x100 and you may be asking what is that?

Allow me to explain: The lug pattern is a two number system.

This is the measurement of an imaginary circle formed around the lug nut holes at the center of your wheel.

The first number indicates how many bolt or lug nut holes the wheel has.

The second number is the diameter of an imaginary circle around the lug nut holes.

If you're not sure about your lug nuts or what bolt pattern is check your owner's manual.

Next, you'll need to understand how to figure out the size of your wheel.

For example, this wheel here is 18x9 with a +22 offset, but what does all that mean?

The first number you will always hear when referring to wheel size will always tell you the diameter of the wheel.

The first number for this wheel is 18, meaning the diameter of the wheel is 18 inches all the way around.

The second number will tell you the width of the wheel or how wide it is.

This wheel is 9.0 inches wide, which is measured from lip to lip.

These numbers are important because they are the two numbers that will help determine what size tire you will need to purchase for your new wheel.

The last number is known as your offset, but what is offset?

The offset of a wheel is the distance from the hub mounting surface of the center line of the wheel.

The wheel offset is measured in millimeters.

This results in a positive, negative, or zero offset.

A positive offset is when the hub mounting surface is towards the front of the wheel.

And a negative offset is when the hub mounting surface is towards the rear of the wheel.

A wheel with a zero offset will place the mounting surface of the wheel in the middle of the wheel.

The offset will determine how far a wheel may stick out on a car, so picking the correct offset is important for good fitment.

Now that you have a better understanding of what those numbers mean, you're ready to pick the right wheels for your car to get that perfect fitment!

If you have any questions or comments reach out to us right here at MotorWeek !

JOHN: In our world, the fastest way to get a grin is to hit the road for another QuickSpin!

JESSICA RAY: We're back in the 5th-generation Kia Sportage, this time for a QuickSpin in one of the three new trims ready for the trails, the X-Pro Prestige.

All "X" models come standard with all-wheel-drive and a center-locking differential, rising to 8.3 inches of ground clearance.

They further separate themselves with unique front and rear bumpers, and darkened trim.

The X-Pro also adds more off-road hardware; 17 inch matte black wheels wrapped in BF Goodrich all-terrain tires, and our X-Pro Prestige kicks things up further with standard LED projection headlights.

The X-Pro Prestige comes with ventilated front seats, though both X-Pro models feature other standard luxury amenities like a panoramic Sunroof and a Harmon Kardon sound system.

Kia's Dual Panoramic Display, comprising two 12.3 inch screens, looks as sharp and colorful as ever.

Although, we enjoyed the hybrid powertrain in our last Sportage road test, this non-hybrid 2.5 liter inline-4 feels up to the task.

It's quiet and smooth, thanks in part to the new 8-speed automatic transmission, and a more than adequate 187 horsepower and 178 pound-feet of torque.

Off-roading and all-season driving are aided by multi-terrain drive modes tuned just for X-Pro trims.

The 2023 Kia Sportage X-Pro Prestige starts just over $38,000 with delivery, but the X-Pro can be had for under 37-grand, and the X-Line for just over 32.

They're available now and eager to take a hike.

And we'll have more QuickSpins, soon!

GREG CARLOSS: Our long-term fleet just got a whole lot more exciting thanks to this 2023 Volkswagen Jetta GLI.

This sportiest of Jetta's now comes in fully-loaded Autobahn trim only, which means for about the price of an entry-level crossover, you get a legit sports sedan with sunroof, 18 inch wheels, leather seats, and 10 inch Digital Cockpit display.

Not to mention abundant power from a 228 horsepower 2.0 liter turbo-4 and ultimate engagement with a 6-speed manual transmission.

No all-wheel-drive, but the GLI does have VW's XDS Differential System, which uses selective braking to largely negate understeer and boost handling above, and beyond the front-drive Jetta's already notable abilities.

Put in the context of the absurd power some sport sedans are putting out these days, the GLI's 228 horsepower rating sounds rather tame, but I can assure you it's anything but.

Although, more precisely, it's the torque that excites here.

It comes in very early on with just a hint of turbo lag; although to be honest, for me that just kind of adds to the whole sporty experience, especially when you're swiftly working the clutch and shifter.

With us for just a month, we've already racked up 3,500 miles, averaging a great 31.2 miles per gallon.

And we're looking forward and to an end of winter weather, so we can get our spring fling on in earnest.

We'll see what's new with our Kia EV6 on the next MotorWeek Long-Term Road Test Update!

JOHN: Sport utility vehicles continue to gain in their popularity primarily because of their practicality and sensibility.

But every once in a while, an SUV comes along that's not really all that sensible at all, but a whole lot of fun.

So, let's see what happens when Cadillac puts the V... (engine revs) in Escalade.

Seeing a V badge on a Cadillac has meant various levels of high performance over the years.

But, no doubt Caddy went above and beyond with the CT5-V Blackwing; a Drivers' Choice winner for us, and a car that will easily go down as one of the most incredible American sport sedans ever.

How did Cadillac decide to follow that up?

With their first ever V-Series SUV, the 2023 Cadillac Escalade-V. Getting right to the heart of the matter, under this ferocious beast's tall hood lies a supercharged 6.2 liter V8, similar to the one found in the CT5-V Blackwing; only it gets an even bigger supercharger, and outputs an incredible 682 horsepower and 653 pound-feet of torque.

That's 14 more horsepower than in the CT5, and a whopping 262 more than you could previously get in an Escalade.

You'll get clued in that this is something special right at startup.

It comes to life with an obnoxious roar, before settling down to a gentle rumble.

The Escalade's 10-speed traditional automatic is recalibrated to properly manage the additional power, and Cadillac's full-time active all-wheel-drive system is in place to transfer all to the pavement.

On the well-prepped pavement of our Mason Dixon test track, this Escalade was everything we'd hoped it would be.

Initiate launch control, and the V explodes off the line with a tsunami of torque, hitting 60 in 4.4 seconds.

Gear changes in the automatic trans hit harder than a few dual-clutch units we've tested.

It will rev to 6,200 RPM, but since torque plateaus at 4,400 there's no real reason to run it up that high; and the Escalade-V seems to know this, short-shifting at around 5,500 throughout the 12.7 second quarter-mile at 111 miles per hour.

The sound?

Pure automotive bliss!

Cadillac will build you an Escalade-V in either the standard or extended wheelbase ESV; our standard-length tester weighs in at 6,200 pounds.

And while, not quite a one-trick-pony, acceleration is clearly the star of this rig's show.

Both magnetic ride control and Air Ride Adaptive Suspension are standard with upgraded programming.

But, the actual suspension hardware is upgraded too.

Plus, customizable performance settings are available at the touch of the console-mounted V-button.

Excellent steering feel, and GM seems to have dialed back the eagerness of this platform's stability control system; all without having to pay a harsh ride penalty.

There are new 6-piston Brembo calipers on the front wheels, and it only took 107 feet to stop us from 60.

We think Cadillac did a great job making this V looking unique with upgraded front and rear fascias, 22 inch rims, quad exhaust tips, and of course, multiple V-logos outside and in; without being too over the top.

It's not quite a sleeper, but pretty close.

Sitting at the top of the Escalade's heap means Platinum trim is the starting point, with Zebra wood trim, 36-speaker AKG Studio Reference audio, and leather seating for all 3-rows.

As in all Escalade's, a 38 inch curved display sits atop the dash, segmented into sections for the gauges, infotainment, and a small control panel.

There are acres of space for each of the 3-rows of passengers.

However, this is still a body-on-frame truck.

So, there's not quite the user-friendliness buyers have gotten used to in crossovers.

But of course, no unibody can haul as much cargo, with 25.5 cubic-feet of space behind the 3rd row, 72.9 behind the 2nd, and a max of 121; while matching the Escalade-V's 7,000 pounds tow rating.

Everything inside looks great, and all of the tech is certainly up to date; but the Escalade still doesn't have that upper-class feel that you get in many European performance utilities.

Still, as for the actual driving, daily comfort, and the great V8 sounds this thing puts out, nothing from across the pond comes close.

Government Fuel Economy Ratings for our standard-length V are 11-City, 16-Highway, and 13-Combined.

As awesome as the Escalade-V is, it's hard not to be a little disconnected when you see the price, $150,990 to start; $153,990 for the Suburban-sized ESV.

Would we spend that much for a GM truck-based utility vehicle, even one as amazingly monstrous as this 2023 Cadillac Escalade-V?

Good question.

Probably not.

But, it might just be the future collectible of the year!

So, we wouldn't blame anyone for grabbing one, and might even ask to borrow the keys every once in a while.

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 for a couple of heats in a German hatchback, the Volkswagen Golf GTI; followed by a nostalgically, modern Nissan, the all-new Z.

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 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.