MotorWeek

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

We're plugging plugging into an Italian subcompact turned EV, the Fiat 500e.

Then, we'll smooth out our knowledge on body filling tools and tactics.

We'll inspect a race grid full of vintage performers, returning home with a new stamp for the Honda Passport TrailSport.

So, come drive with us, next!

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JOHN DAVIS: EVs are coming in all shapes and sizes these days, but few have a more recognizable shape than this pint-sized Fiat 500e.

After all, it first arrived on our shores more than a decade ago.

Well, much has changed since then, and there's an all-new, second-gen 500e now hitting the streets.

So let's see if it can keep the Fiat brand relevant here in the U.S. Fiat returned to the U.S. for 2012 with the cute and subcompact 500.

Their lineup quickly expanded with several 500-based models, including the all-electric 500e.

They even launched a Mazda Miata-based roadster, the 124 Spider.

Who would have thought that 12 years on, the only one left would be that 500e?

For 2024, it kicks off its 2nd generation here.

At least they left us with not just any 500e, but a La Prima 500e.

According to Fiat, it is "Inspired by Beauty," as one of four trims initially available.

There's also Inspired by Music, Inspired by Los Angeles, and RED, in parentheses, representing Fiat's commitment to helping fight global health emergencies.

A Giorgio Armani Collector's Edition is due in 2025.

Our Inspired by Beauty 500e came painted in Rose Gold, which we have to admit may not be beautiful to everyone.

But, have no fear, there are plenty of other colors available, one of which we will be adding soon to our long-term test fleet.

We actually love most everything else about the exterior of this charming character, boldly showcasing its Italian flair while bringing iconic 500e style and classic proportions to the electrified era.

And it's quite fun to drive too.

Not exactly on the MINI Cooper level, but it certainly has some of that go-kart vibe, with lots of weight down low in its wide and short platform along with quick steering that has you wanting to dart in and around traffic.

There's no lack of safety and convenience features packed into this tiny package.

Automatic Emergency Braking and Lane Keep Assist are standard, and inside you'll find plenty of charge ports and even wireless device charging and integration.

There's also some fine stitch work and subtle reminders of its provenance.

Front seats are plenty spacious for even large adults.

The rear seats?

Well, except for little ones, you'd best just fold them down for added cargo room and think of this as a two-seater hatchback.

The 500e's single 87-kW motor powers its front wheels to the tune of 117 horsepower and 162 pound-feet of torque.

A 42-kWh battery charges at a max rate of 85 kW, getting you to 80 percent in 35 minutes on DC fast charging; but charging to 100 percent on Level 2 only takes 6 hours, so you can easily charge it overnight at home.

The 500e's maximum driving range is rated at 149 miles, but with all-season tires it drops to 141.

Not to worry, as we were on pace for 174 miles in our driving loop.

And using just 29 kWh of electricity per 100 miles, the 500e is quite efficient.

It's not fast by EV standards, but quicker than most combustion engine subcompacts, even spinning up the tires quite a bit at our Mason Dixon test track.

We got to 60 in a pretty quick 7.9 seconds; but that was also where things started to taper off.

Speedometer numbers were definitely building less quickly towards the end of the quarter-mile, but for a tiny car it felt plenty smooth and stable down the track.

We finished the quarter-mile in 16.2 seconds at 84 miles-per-hour.

There are three drive modes including "Range," where regenerative braking allows for smooth one-pedal driving.

The 500e felt even better in our handling course, light steering and minimal understeer had us zipping in and out of cones with ease, with the kind of playfulness and toss-ability you can only get in a small car.

We found we could push incredibly hard before there was any intervention from stability systems.

The only things less than perfect were a touch too much body roll, and the lack of bolstering in the seats to keep us from sliding around.

Coming in just under 3,000 pounds, the 500e weighs less than many ICE cars on the road.

And that was evident in our braking test, where distance averaged a short 99 feet; stops were straight, fade free, and with very little nosedive.

Perhaps the most gorgeous thing of all about this new 500e is its price tag before incentives, starting with the (RED) at $34,095; from there, Inspired by Beauty, Music, and Los Angeles all have unique features, and all sticker for $37,595.

That's an inviting on-ramp to the EV lifestyle highway, especially if you can catch a cheap lease, though with the limited amount of driving range we wouldn't stay on there for too long.

But that just means the Fiat 500e is perfectly suited for city dwellers, short distance commuters, and anyone looking for a second car for daily errands that quickly "fills-up" at home every night.

Everyone should make room for a little Italian flair in their life, and that's the Fiat 500e, equal parts charming, quirky, and fun.

The phrase "what's old is new again" applies to a lot of things.

Fashion, music, even car design.

But when it comes to competitive motorsports, old is old.

But that's a good thing, since vintage race cars never go out of style.

This week our Greg Carloss goes "Over the Edge" for a long-running grass roots race where old is still way cool.

GREG CARLOSS: Looking at photos of vintage race cars is fun.

Seeing them at a car show?

That's cool.

But watching them go wheel to wheel at a racetrack, now that's more my speed.

[Roar of engines] I don't care who you are.

The roar of 40 vintage race cars blowing by at wide open throttle has to put a smile on your face.

And here at Summit Point Motorsports Park, the Jefferson 500 has generated grins for three decades and now serves as the marquee event for the Vintage Racer Group.

JIM KARAMANIS: The Vintage Racer group is a group of vintage racing enthusiasts who has been putting on vintage race events for 20 years.

So, we have about 250 vintage race drivers.

Uh, we probably have upwards of 5 to 600 people here, which includes crew.

Um, we normally get a few thousand spectators at the event.

GREG HAAS: Well, this is a legacy event that has been here for quite a few years, and it really involves a lot of people having fun with old cars.

TOM COTTER: I am Tom Cotter.

I live in Davidson, North Carolina.

And my business card says Certified Car Geek.

GREG CARLOSS: You may recognize Tom as the host of Hagerty's "Barn Find Hunter" YouTube series, so he knows an old car when he sees one.

But at the Jefferson 500, "vintage" is the preferred nomenclature.

TOM COTTER: Vintage racing used to be sports cars that were 25 years old or older, and they were- they could be prepared up to 1972 specs.

There are cars here that are newer than 25 years; but still, the preparation should be of the period of that car.

So, you-- you shouldn't come in here with the most modern Brembo brakes and the stickiest tires or whatever.

GREG HAAS: What's exciting about this is it's a very interesting combination of competition and rolling museum.

Um, I can't think of any other event where you can go through the paddock and you seem to spend most of the time looking at these jaw-droppingly beautiful cars.

GREG CARLOSS: While the car spotting in the paddock is primo, it's best to get out around the track and see these things in action.

And with multiple classes racing from Friday to Sunday, there's no shortage of it.

JIM KARAMANIS: So, we have a number of groups that are all fairly large.

We have almost 40 to 45 cars in all seven groups.

We have Formula Fords and Sports 2000s like you see behind me.

We have BMW 2002s, Alfa Romeo GTVs, Chevrolet Camaros, Ford Mustangs.

Lots of MGs, Triumphs and things of that nature.

[Roar of engine] GREG CARLOSS: Having driven this track in modern cars, I can't help but wonder what it feels like to blast down this high-speed section known as "The Chute" in cars twice my age while being flanked by two others.

Obviously, vintage racing requires equal parts courage and cash, but getting involved may not be as difficult as you think.

JIM KARAMANIS: Essentially, you have to be healthy.

So, you have to be able to obtain a medical.

You have to be able to get through our racing school.

But you can do that with your own race car if you like.

But there are a lot of rental companies that come out here and they rent cars.

TOM COTTER: What do I like most about vintage racing?

It's- it's the people.

The-- the cars are second.

People are first, the cars are second, and the racing's third.

It's clean racing.

It's door handle to door handle.

It's tight.

It's...it's close racing.

But you never touch another person, it's it's just terrific.

GREG CARLOSS: While it may not have the speeds of the Daytona 500 or the history of the Indianapolis 500, the Jefferson 500 still offers plenty of both.

It's also a good reminder that vintage is always in style.

JOHN DAVIS: We're back under the lights at Giuseppe's garage.

This time, our young blood car tech is relaying his training in the art of proper body repair and restoration on MotorWeek's "Your Drive!"

GIUSEPPE IATAROLA: One of the first skills I learned in my dad's shop was how to apply body filler.

Today I'm going to be showing you the different types of filler and how it has changed over the years.

When a car has damaged body parts, it's hard to get it perfect just by pulling the dent or straightening the metal, so filler is used to level up any low spots and smooth out the surface before the part is repainted.

In 1955, polyester resin body filler was introduced, and it's still used today.

Some types are reinforced with metal or fiberglass, and there's even fillers made to use on plastic parts.

Most are a two-stage product, meaning that you have to mix together a hardener liquid with the base filler to make a putty.

This gets spread on to the car and hardens after a few minutes, then it can be sanded smooth.

Body filler sometimes has a bad reputation for being shoddy workmanship, but that's from lazy people who use it to cut corners.

Fillers are only meant to be a quarter-inch or less deep, just to level the surface, not to fill a huge dent!

It's important to make sure the repair area is free of rust.

You can't just shove body filler in a rusty hole and expect it to last.

Back in the old days, hot lead or lead mixed with tin was the only way to go to repair metal.

This is my favorite method because I fix so many classic car projects, and for me, nothing is better than fixing metal with metal.

[Scratching] Lead has a low melting point, it's very strong, and is great for fixing body seams and welded joints.

But not many shops use this technique anymore because it can be time-consuming, and the fumes and dust can be very dangerous to your skin, eyes and lungs.

[Hiss of flame] Plastic body fillers are quicker, cheaper and easier to work with than lead, but it doesn't hold up to heat as well and can crack over time.

[Hiss of flame] More recently, a UV-cured filler has been developed.

These use a special light to help the filler cure or dry completely.

This can get the job done faster, but you have to be very careful to use the light for the required time or else you may have adhesion problems.

Well, you gotta make sure your UV light is completely charged, otherwise the speediness of your repair is lost.

If you have any questions or comments, reach out to us here at MotorWeek .

JOHN DAVIS: Let's go on the record with Stephanie Hart for this week's Motor News!

STEPHANIE HART: The biggest automotive news from this year's Consumer Electronics Show is from Honda showcasing their new Zero Series "Thin, Light, and Wise" electric-vehicle portfolio.

The Zero Saloon is the flagship model, while the Zero SUV slots into the mid-size segment.

Powertrain details are sparse, but expect a range of 300 miles.

It will use Tesla's North American Charging Standard ports and offer hands-off Level 3 autonomous driving tech.

Production starts in 2026 at Honda's EV Hub in Ohio.

In related news, Sony Honda Mobility provided more details on their first model to be sold under their Afeela brand.

The Afeela 1 will start at $89,900, though launch models will start just over $100,000.

Marketed in a direct-to-consumer model, this all-electric sedan will be produced in Ohio as well, with the first sales expected to begin in California later this year, followed by deliveries mid-2026.

Shifting to the 2025 Detroit Auto Show, Ford unveiled two ultra-performance Mustangs.

The 2025 Mustang GTD "Spirit of America" pays tribute to the GTD's recent sub-7-minute lap of Germany's Nurburgring and land-speed recorder setter Craig Breedlove, the red, white and blue livery a callback to both the Mustang tri-bar logo and Breedlove's iconic overalls.

More attainable to enthusiasts is the Mustang EcoBoost RTR.

More than just an appearance upgrade, this turbo-four-powered hot rod will borrow parts from the high-performance, V8-powered Mustang Dark Horse.

Also at Detroit, winners of the North American Car, Truck and Utility Vehicle of the Year Awards were announced.

Best Car goes to the Honda Civic Hybrid, Best Truck to the all-new Ford Ranger, and Best Utility goes to the all-electric Volkswagen ID.

Buzz.

Selection is judged by 50 independent journalists, including our own John Davis.

And that's it for this week's Motor News.

JOHN: We're shifting from P to D. Right into this week's Quick Spin!

GREG CARLOSS: You might get judged for joining the dark side in some other far-off galaxy; but here and now, you can do so worry-free thanks to cars like this 2025 Toyota Crown Nightshade Edition, part of a larger trend of sprinkling stealth on everything.

We've seen Toyota give the Nightshade treatment to several other vehicles, but this is a first for their sedan flagship.

As expected, it swaps out the reflective trim for a black set: Badging, window trim, door handles, mirror caps, it's all here, riding on matte black 21-inch wheels.

Based on the Limited grade, Nightshade models include a panoramic roof and 11-speaker JBL sound system.

Crown-standard is the 12.3-inch infotainment unit and equally sized digital gauge display.

New for '25, the top Platinum grade receives a Head-Up display, while all models, including the base XLE, benefit from heated and ventilated front seats and a heated steering wheel.

Under the hood is the same hybrid 2.5-liter four-cylinder paired with an ECVT, rated at 236 horsepower.

All-wheel drive is model-standard, and with the Crown's softly tuned suspension, bumpy backroads spelled little turbulence.

ALEXANDER KELLUM: Honestly, when the Crown was first coming out, I didn't really understand it all that much.

But every time I've driven one since, I've started to understand it a little bit more.

And I think this Nightshade sort of sealed the deal for me.

Now, that's not just because of the way it looks, though I will admit I like the stealthier appearance.

The suspension, for example.

Yeah, there's a little extra body roll and I'm not super crazy about that.

But it's also very smooth.

It's very comfortable and it soaks up the road, and I do appreciate that.

Now, there's not a lot of road noise, another thing I really like, but there is a little bit of noise with the powertrain; but it's very smooth, especially with this transmission.

And the standard all-wheel drive is a nice touch.

GREG CARLOSS: The 2025 Toyota Crown Nightshade starts just under $50,000 with delivery, about seven-grand more than the XLE and three more than the Limited it's based on.

If you're ready to embrace the dark side, the Nightshade is available now.

And we'll have more Quick Spins soon!

JOHN DAVIS: Owning a passport opens up a literal world of possibilities for the would-be traveler.

Owning a Honda Passport may not open quite as many doors, or should we say roads?

But, it can certainly be the gateway to many unforgettable adventures of a lifetime, especially if it's this new TrailSport.

This 2024 Honda Passport TrailSport is the most off-road capable Passport ever, but that's been the case since the TrailSport joined the Passport lineup two years ago.

So what has changed?

Well, in the two years since the Passport TrailSport debuted, Honda has been putting even more effort into their off-road inspired rides and has circled back to the Passport to bring it up to speed.

That primarily means an upgraded suspension with revised spring rates, retuned dampers and optimized stabilizer bars.

But perhaps our favorite update are some proper all-terrain tires, as the '22 was still sporting all-seasons that just looked a little more rugged.

Now in place are some real-deal 245/60/18 General Grabber A/T Sports on unique wheels.

Those A/Ts do add some road noise, and with the suspension changes, the TrailSport now rides more like a genuine truck.

While all of that is very un-Honda-like, it's exactly what they were aiming for, as despite only being an option for two years, TrailSports have quickly become a third of all Passport sales.

Other things that make the TrailSport unique are a more rugged take for the rear bumper, wider track, different grille, lots of logos of course, and a special Diffused Sky-Blue Pearl paint option, though our tester was sporting a Sonic Gray Pearl livery available on any Passport.

All-wheel drive is not exclusive to TrailSport.

All '24 Passports come with Honda's i-VTM4 torque-vectoring AWD setup, as well as the same 8.1 inches of ground clearance.

Nothing new to report from under the hood where Honda's long-running naturally aspirated 3.5-liter V6 engine resides, still cranking out 280 horsepower and 262 pound-feet of torque.

It works with a nine-speed automatic transmission, the combo rated for 5,000 pounds towing capacity.

Inside, the latest TrailSport gets an all-weather treatment, some stitched logos, orange ambient lighting, plus unique steering wheel with orange stitching and textured leather.

All Passports upgrade to a new center console for '24 with more storage space, an integrated armrest, and better access for wireless phone charging, plus plenty of places for making physical connections.

Second row passengers have ample legroom, with the 60/40 split seatbacks one-touch folding quickly expanding the 41.2 cubic-feet of cargo space to 77.7; no third row available.

For that, see the Pilot.

And of course, up front in the Passport, there's great comfort, thoughtful storage, and easy to use tech.

Our Mason Dixon test track was getting a little maintenance work, so we couldn't run full quarter miles, but there was enough track space and enough power here in the TrailSport to get us to 60 in 6.6 seconds, a couple of tenths quicker than our last track outing, despite the knobbier tires.

It doesn't have the low-end torquey feel that off-roaders may prefer, but it likes to rev and builds power quickly.

Gear changing in the automatic happens very smoothly with minimal interruptions in power delivery.

The all-terrain tires were a non-issue in our handling course too, as the Passport still turns in nice and easily, and there wasn't any noticeable lack of grip or additional tire rollover.

And to wrap up Passport news for '24, the top trim is no longer considered Elite.

They are now known as Black Editions starting at $49,365.

Just below is TrailSport at $45,895, with base EX-L at $43,295.

We already know a new fourth-gen Passport is right around the corner, and judging by all the off-road testing pictures that Honda is putting out there, it looks like it will take the Passport to a whole new level of off-pavement performance.

But, in the meantime, making continuous improvements along the way is how Honda continues to deliver for their customers.

Capitalizing on the off-road appearance trend is a good idea.

Backing it up better than before, as in the 2024 Honda Passport TrailSport, an even better idea.

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 reimagined American muscle icon, the Dodge Charger, followed by a true class act, the Genesis G80.

Until next time, I'm John Davis.

We'll see you right here on MotorWeek !

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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.

We're Tire Rack.

We test tires, then share our results.

We stock over one million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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

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