MotorWeek

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

It's an on and off-road shakedown of the Honda Ridgeline TrailSport... Then, "Your Drive" keeps it together when you're pulling it apart... We're back in class for some higher ed on alt fuels... And end with an affordable powerhouse from Mercedes-AMG, the CLA 35...

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: Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006.

In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024.

So, let's see if the Ridgeline is really hitting its stride.

For 2024, it's all about making this Honda Ridgeline better than ever.

There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda's TrailSport family of off-road inspired vehicles.

This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.

Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18 inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation.

And while we always appreciate the additional traction of off-road tires, the Ridgeline's standard i-VTM4 all-wheel-drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it's only real hinderance.

A 3.5 liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 pound-feet of torque, plenty enough muscle to handle its 5,000 pounds towing capacity.

A 9-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the 6-speed automatic back in 2020.

In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8.0 to 9.0 inches.

It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics.

It's accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space.

Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.

Exterior styling doesn't exactly shout, "Macho big rig coming your way," but the more vertical face and larger grille that arrived for 2021, along with this year's added TrailSport elements, do continue to toughen up the Ridgeline's image.

The 5.0 foot 4.0 inch bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers.

And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage.

Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.

There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested.

That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the 9-speed automatic's smooth shifting.

Our best quarter-mile run was 15.5 seconds at 90 miles per hour.

The revised suspension and knobbier tires didn't really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course.

Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience.

In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.

There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 miles per gallon of Regular.

That's a slightly below average Energy Impact Score of 14.9 Barrels of Yearly Oil Use, with CO2 Emissions of 7.4 Tons.

TrailSport pricing falls in line just under the Ridgeline's top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.

So, whether you consider the Honda Ridgeline to be a "real" truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever.

And we're not just talking about the slight upgrade in off-road performance, we're talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for.

It's why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.

We often talk about the benefits of alternative fuels, especially in fleet applications.

And our most recent trip took us back to school at the University of Texas, where we got a higher education in the practical use of clean energy!

Some 52,000 students attend the University of Texas at Austin.

This urban campus includes an iconic stadium, a landmark clock tower, dorms, dining halls and classrooms; and wherever you look, people on the move.

As you can imagine, it takes a monumental effort to keep this city within a city running smoothly.

And one of the hardest workers on the UT support team is a fleet of small but mighty vehicles that prowl the campus, seemingly everywhere at once, assisting in everything from lawncare to lighting, and power supply to parking.

I'm Michael E. Marotta, I'm a parking enforcement officer for the University of Texas, and I write tickets all day long!

Well, the...the vehicle is a three-wheeled electric cart and I like it for its maneuverability, uh, more than anything else.

It will do a turn in one of these narrow streets without having to do a three-point turn the way a...even a four-wheel cart or, of course, our small trucks will have to do.

JOHN: Low-speed electric vehicles, or LSV's, make up more than half of the university's support fleet.

Some are specialized, like this three-wheeler, where maneuverability is key, while others are versatile enough to haul people, equipment and cargo anywhere on campus, and to places a regular car or truck can't reach.

MARK KALIGIAN: EVs are used by almost every department on campus.

Um, The landscapers use them because they can get right to the...the place where they're working, whether it be the rock gardens or right to the flower beds, et cetera.

The, uh, custodial staff likes it because they can bring their equipment, the cleaning equipment, straight to the front door, don't have to park and load it in, so there's a real advantage to getting close to the buildings, or close to the work site.

First of all, they're easy to park.

We have a parking problem on campus.

They're student-friendly because you can ride them on sidewalks and around.

They're more maneuverable.

Austin itself is as very, uh, nature-friendly, environmentally-friendly city.

We have a group on campus called the "Office of Sustainability" which sort of monitors campus sustainability items, um, and we have a STARS report, which evaluates campuses for their sustainability efforts, and having LSVs, of course, was right up their alley.

JOHN: With help from the Lone Star Clean Fuels Alliance, the University of Texas has also installed propane fueling on-site, used by some lawn equipment, and a number of the university's ICE vehicles run on E85.

Seventeen EV cars and trucks round out their clean fleet.

But UT has been all-in on low-speed electric vehicles for years.

From an initial order of 200, that number has now grown to nearly 350.

These small EVs fit the bill for UT for a number of reasons.

MARK: One of the advantages of EVs here on this campus is that we produce our own energy.

We've done it for a lot of years very efficiently and very cheaply, and so producing our own electricity keeps us off the Austin grid, and it's been really good for the EVs because we always have power.

It's a little bit of a learning curve with an EV.

But, you know, with schematics and with operators' manuals, they're able to figure it out pretty easy.

We also get a little help from the manufacturers.

So, when we buy from a specific manufacturer, they'll give us the tools to work on the EVs, they'll often send mechanics down to give us uh, you know, training in basic PM services and at least the basics of keeping them up.

And the maintenance costs were somewhere in the 30 to 40 cents, a-mile cheaper than a combustion engine.

Basically, we're doing tires, we're doing, Lube the chassis, we're doing, uh, occasional batteries every three to five years.

Batteries, and that's really all you do to electric vehicles for the first ten to twelve years.

MICHAEL: In the wintertime, when you're running the heater and the...the blower at the same time, you'll run the battery down in a couple of days.

But with the weather being nicer, the way it is in Texas 300 days a year, uh, the battery was charged four days ago, and it's still good.

JOHN: One common trait of successful fleet operations is right-sizing your vehicles to meet your needs.

They say everything is bigger in Texas, but in this case, smaller is definitely better, and smarter!

JOHN: Got a stuck bolt?

Step one: don't panic.

Step two: get some advice from an expert, and we've got just the one.

Audra Fordin on how to get it unstuck on this week's "Your Drive."

AUDRA FORDIN: One of the most frustrating feelings in the world...is twisting a wrench and nothing happens.

No twisting, no budging, just a stubborn bolt that refuses to move.

This is usually caused by rust, but chemicals and previous overtightening can cause it too.

Regardless, there are a number of ways to get things moving.

The most common solution is to hit the part with a penetrating lubricant.

Now, after you've put on your glasses and your gloves, you're going to spray that part liberally.

Like really hit those areas where the two parts meet.

The more corroded, the more you should spray.

And then, let it sit.

These lubricants need time to do their magic.

Usually like 15 minutes or so, but sometimes it can take an hour or overnight.

And then, well, give it another crank.

With any luck at all, it will start to give.

Now, if you can only get it halfway out...stop.

Apply more lubricant, and repeat those steps.

But, let's say that isn't enough.

Our next trick is one you may consider from the very beginning.

When in doubt, let physics work for you.

Yup, grab a bigger wrench, and a bar to give you mechanical leverage.

Now, did you know that screwdrivers do more than just drive in screws?

By sliding the screwdriver through the jaws of a wrench, you can increase the torque that you're able to apply.

Now, this is extremely helpful when you're working with seized threads and in tight places.

But disclaimer: when doing this, please be careful.

You don't want to suddenly break the bolt loose and then send your hand flying into a fender.

Which means, wear gloves, apply pressure evenly, especially...if the car is standing on jack stands.

Okay...so, lubricant and a persuader bar still aren't helping?

Well, in the shop, we like to introduce the torch and use heat...why?

Because this expands the parts and can get things moving.

But, another disclaimer, only introduce a flame away from flammable components.

Now, if you're fortunate enough to have an air compressor, a pneumatic impact tools can also be your best bet.

An impact wrench gives you rapid bursts of air-powered energy, shocking the bolt until it comes loose.

This can break apart some of the rust, but again, be careful because too much of those rapid bursts and you could strip the bolt head.

In this case, you can try using a bolt extractor.

Now these kits allow you to bore into the stripped bolt and remove it without damaging the threads.

Just follow the guide provided with the kit and you'll be on your way to a loose bolt.

Working with stubborn parts is never fun, but hopefully these tips can help alleviate some of your woes.

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

JOHN: Word on the street, there's something new to drive.

So, let's hit the start button on another QuickSpin!

JESSICA RAY: For 2025, Porsche has reinvited the GTS to the Cayenne party, and it's dressed to impress.

Though, the improvements go way deeper than a new front fascia with larger intakes; so, it was off to Atlanta, Georgia for some First Drive seat time.

The Cayenne GTS is powered by a twin-turbo 4.0 liter V8, now unleashing 493 horsepower and 487 pound-feet of torque, increases of 40 HP and 30 pound-feet compared to the previous GTS.

But that isn't even the best of it.

The GTS borrows components from the incredible Cayenne Turbo GT, which we tested at this year's Roebling Round Up.

That includes a separate water-cooling circuit for the all-wheel-drive transfer case for greater endurance and the Turbo GT's steering knuckles for more negative camber.

A two-valve air suspension setup is standard, keeping things planted, responsive and comfortable.

This carryover of components makes the Cayenne GTS a practical people mover for the driver at heart.

ALEXANDER KELLUM: It may not be where all the magic happens, but to me the best ingredient in that cauldron of performance is the engine: a 4.0 liter V8.

It's super responsive, it sounds great, it's got a good purr to it.

This is a great highway cruiser, partially because of that engine; uh, but then, out here on the backroads, yeah, all those suspension tweaks-they really do add up to something.

This is a great Cayenne for those who want the luxury SUV experience, but they also just like to drive.

JESSICA: Perhaps best of all, those heightened reflexes don't cost Turbo GT dollars.

The 2025 Porsche Cayenne GTS starts around $127,000, with the Coupe just over $130,000- a fair bit less than its big brother's $200,000 price tag.

We'll have more GTS goodness and more Quick Spins...soon!

GREG CARLOSS: Time to meet the newest member of our long-term fleet, this 2024 Volkswagen Atlas Cross Sport.

Most may know this Atlas Cross Sport as the more stylish five-passenger version of the seven-passenger Volkswagen Atlas, but we've come to know it as a very spacious midsizer that's quite fun to drive.

Fresh off a significant update for 2024, our Volkswagen Atlas Cross Sport SE with Technology is just one step up from base...yet comes with 20 inch wheels, hands-free power lift-gate, automatic climate control with heated and ventilated front seats, and even remote start.

Inside, there's a huge 12 inch touchscreen for multimedia, VW's 10 inch configurable Digital Cockpit Pro gauge display, and V-tex simulated leather covering the five seating positions.

Power comes from a 2.0 liter I4 turbo engine rated at 269 horsepower, working with an 8-speed automatic transmission.

We stuck with front-wheel-drive for this warm weather extended road test, so are looking to capitalize on the 23-Combined MPG rating.

One of the updates to this refreshed Atlas Cross Sport was actually a subtraction.

The venerable V6 is no longer an option, so this turbo four-cylinder now shoulders all the weight.

There's enough low-end torque to get things rolling in a hurry, but since it all goes to the front wheels here a lead foot can break traction.

But we don't always mind that so much do we, guys?

GIRL: Nope!

BOY: Nope!

GREG CARLOSS: We'll keep the fun utility vibes going with an update on our Mazda CX-50, on the next MotorWeek Long-Term Road Test Update!

JOHN: These days, you don't have to spend a ridiculous amount of money to get some real-deal AMG performance from Mercedes-Benz, as they've spread their high-performance love throughout their lineup.

So, let's go for some high-speed bargain hunting in the Mercedes-AMG CLA 35.

You may think of big cars and bigger horsepower when you hear AMG, but this updated 2024 Mercedes-AMG CLA 35 4-door Coupe is certainly not a big car, yet there's no doubt it packs a serious performance punch.

The CLA is not the least expensive Mercedes you can currently buy in the U.S., but it is their lowest priced car, and it feels more right-size than small-size behind the wheel.

It's a fun, enjoyable ride that lets you know what you're in for right away with a nice raspy exhaust note at start up.

Standard engine in the base CLA 250 is of course, a 2.0 liter 4-cylinder turbo, but it is 'Benz's latest with mild-hybrid assistance and a rating of 221 horsepower.

This CLA 35 is one of two AMG versions which cranks the turbo up to boost output to 302 horsepower and 295 pound-feet of torque; the CLA 45 S, goes even further with a full rebuild to crank it up to 416 horsepower and 369 pound-feet of torque.

The CLA is front-wheel-drive based but is sending power to all four wheels by the time it leaves the AMG shop with performance-tuned AMG 4MATIC.

AMG has done serious suspension tuning as well, and the great feedback that it provides through the AMG Performance steering wheel is a big part of this car's fun-factor.

But our test car came equipped with winter tires, which did hold us back a little bit through the cones at our Mason Dixon test track.

Still, it felt both agile and fun and body roll was minimal.

Not until we pushed hard could we really feel the lack of dry pavement grip from those tires.

On the other hand, a few days after track day, we actually did have some winter weather to drive through and then we were very appreciative of the grip those winter tires provided.

With some assistance from AMGs sweet launch control, which not only allowed us to launch at 3500 RPM with no wheel slip at all, but made sure the turbos were feeding full power, as we felt no turbo lag whatsoever on our quick 4.5 second trip to 60.

AMGs Speedshift 8-speed DCT lived up to its name, delivering quick and hard hits throughout the 13.1 second, 104 mile per hour quarter-mile.

When it came time to remove speed in a hurry in our panic runs from 60 miles per hour, those winter tires again played a factor, as the brakes felt very strong and there was very little nosedive but stops took a longer than expected 125 feet.

Now this 2nd generation CLA arrived for 2020, and for '24 gets a subtle restyling at both ends.

At the front, the grille has been redesigned, AMGs getting their own unique version with big vertical slats, prominent Mercedes star and subtle AMG badge.

LED headlights are new, now labeled as High-Performance headlights, joined by upgraded rear taillights and a very aggressive looking AMG diffuser with big exhaust outlets.

The back-up camera is smoothly hidden in a flip-out Mercedes badge.

Multiple new wheel designs are available with sizes up to 19 inches.

Inside the CLA's cabin, additional standard content includes a leather steering wheel and 10 inch media display.

Both of which were already part of the AMG transformation, though AMG Line buyers can now add some heat elements to their sport steering wheel.

As we've seen with most Mercedes updates, both the virtual gauge cluster and the central touchscreen reside in a single housing mounted on top of the dash, upgraded with the latest MBUX software.

Pricing for the CLA 35 starts at $56,100, with the more powerful 45 S coming in at $66,550.

Bottom line, the folks in Stuttgart have given us a 2024 Mercedes-AMG CLA 35 that's clearly better without messing it up.

That's certainly good news to us, as these days we seem to be getting less and paying more for just about everything.

So, while you might not think the new CLA 35 sounds like a bargain, there is no better gateway into the amazing world of AMG performance.

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 when we'll live large in the lavish Rolls-Royce Spectre, then it's full-size haulin' with the new Ram 1500.

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... 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 TireRack."

Forty years later, we're not slowing down.

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

(engine revving) You're watching PBS.