MotorWeek

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

We're tracking the alphabet soup of sport coupes, the Subaru BRZ tS... And we'll stick together for some young-blood welding wisdom... We'll take one MotorWeek fan on the joyride of their life... And it's the grand entrance of Toyota's largest 3-row crossover, the Grand Highlander...

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: Back in 2013, Subaru, the long-time purveyor of all-wheel-drive wagons and utilities, shocked us all when they unleashed the lightweight, rear-wheel-drive BRZ sport coupe into this SUV-crazy world.

It was like a fantastic breath of sports car nostalgia that we just couldn't get enough of.

And Subaru has only made it better since then, finally giving it an STI-like treatments.

So, let's hit the track in the new BRZ tS!

The Subaru BRZ indeed seemed to come out of nowhere when it arrived 11 years ago, and we've been loving every chance we've had behind the wheel of this throwback rear-drive sport coupe ever since.

Now, there's a new BRZ for us to enjoy... this 2024 Subaru BRZ tS.

The phrase "sport-tuned" is vague and often over-used, so what does that really mean for the BRZ?

And how does that translate to performance at Savannah, Georgia's Roebling Road Raceway?

Well, what Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall.

The big additions here are suspension and brakes, replacing the standard shocks and struts with Hitachi Sensitive Frequency Response Dampers, and upgrading the brakes to Brembos with gold calipers that clamp down on larger 12.8 inch discs up front and 12.4 inch discs in the rear.

Unique 18 inch alloy wheels with Michelin Pilot Sport 4 performance tires complete the package.

Subaru falls short of calling it a full-on STi model, but does claim it has been tuned by STi, and there are prominently displayed STi logos on the start button and in the gauge display, along with unique trim and leather covered sport seats with Ultrasuede inserts, and lots of blue stitching on the seats and elsewhere in the cabin.

Outside, it's mostly just the same tidy, low, wide, and lightweight aluminized BRZ we've come to love, with new logos, and black painted mirror caps.

What there isn't is any additional power, as the tS soldiers on with the standard BRZ's naturally aspirated 2.4 liter flat-4 rated at 228 horsepower and 184 pound-feet of torque.

Now, those numbers don't exactly scream track performance, but the fact that the tS is only available with a 6-speed manual transmission does reveal what this particular BRZ is all about.

And it was pure joy working that shifter in and out of the turns here at Roebling; the BRZ was already so well-balanced to begin with that it took a few laps of really pushing to feel the increased firmness and more settled nature on turn-ins of the new suspension setup.

The better brakes addition was more easily noticed, and much appreciated, as we were able to dive into corners just a bit deeper than before.

Surprisingly, even on this big, fast track, the BRZ still doesn't feel underpowered, just fun, as it and its platform-mate Toyota GR86 have from the very beginning.

And 6.1 seconds to 60 is still plenty quick for anyone, and that's actually a bit slower than we've gotten typically in the BRZ.

Under more ideal conditions than this unusually cold winter's day in coastal Georgia, mid 5s shouldn't be a problem.

Good clutch feel and decent grip from the 215 rear tires allowed for surprisingly high rpm launches.

Short throws and positive action to the shifter meant we had no problem maintaining momentum through the 14.5 second quarter-mile which we finished at 99 miles per hour.

Would we love to see and feel more horsepower coming from under the hood, a high-output turbo from the Toyota stable perhaps?

Absolutely, but truth be told, it doesn't really need it, as it puts the power that it has to use better than most cars on the road.

So, it may not be the full STi model that people have been clamoring for, but it's not priced like one either, essentially tacking just $2,650 onto the price of a top Limited BRZ.

It's also worth noting, that while previous tS models were limited production, there are no such limits this time around, and this tS is the first manual transmission Subaru to come equipped with their EyeSight Driver Assist Technology.

So, if you want a BRZ that's noticeably better for your track days, or just cars and coffee bragging rights, here it is.

And everything that went into making the 2024 Subaru BRZ tS a more potent performer on the track, also makes it a better street car.

That's the kind of no compromise performance enhancement we can all get behind, and what continues to make the BRZ a winner no matter where the pavement takes you.

We have an unofficial motto here at MotorWeek .

"The cars are the stars."

But our show is an evolution 43 years in the making, shaped not just by what's new in the automotive industry, but by electronic media, and of course, viewers like you.

In that spirit, we want to shift gears with an all-new feature where the cars...at least for a day, are the co-stars!

(car engine revving) NATE FERGUSON: Huh!

No!

GREG CARLOSS: Now, this is the fun part.

People tell us all the time, "You guys have a dream job" and it's true.

I've had a lifetime of automotive thrills at MotorWeek.

But now, I'm wanna share some of those thrills with a viewer.

So today at Dominion Raceway, we're going to kick it into "Overdrive."

With such a vast and loyal following, picking just one fan was quite a task.

But after weeks of searching, we found our guy.

NATE: Greg!

GREG: Nate, nice to meet you, man.

NATE: Nice to meet you too.

GREG: What did you bring?

NATE: My old '82 Cressida.

GREG: A Cressida, man.

NATE: Yeah.

GREG: Let's introduce you to what we're going to be driving today.

NATE: The new... GREG: The new version... NATE: Wow, look at this.

GREG: ...of a 4-door Toyota.

Yeah.

So, we got Camry TRD for you today.

And this your run-of-the-mill Camry.

That's the point, right?

NATE: Oh, absolutely not.

GREG: You have upgraded brakes, upgraded suspension.

So, what you're going to notice is that everything's going to be tighter.

NATE: I can't wait to drive it.

GREG: Well, why don't we just go drive it right now?

NATE: Oh, cool!

GREG: (Nate laughs) Hop in and let's go.

And then this, blast it down the straight, just get into it.

(engine revs) Nice V6 sound power is all up high.

There's a cone up there you are just aiming right for that cone.

This is a fun little corner.

There's a lot of fun little corners.

NATE: Yeah.

(laughs) This is so cool.

GREG: There you go, perfect timing.

NATE: (laughs) Yeah... GREG: Yeah...hit a hundred, go.

There you go 101, 103 right.

It's fun to drive fast, right?

NATE: It is.

GREG: Safely, of course.

NATE: I'm enjoying it.

I'm here for it.

GREG: Man.

I'll give you credit.

You went a little faster than I thought, which is fine.

That's good.

That's what we came out here for.

NATE: Yes.

GREG: What'd you think?

NATE: I really loved that.

That was so cool.

This car is full of surprises.

It does not feel like a regular Camry.

GREG: Well, you did great out there.

I'm going to go a little bit faster if you're cool with that.

NATE: Absolutely.

GREG: All right, so we'll just get up to speed a little bit.

(laughter) We're just warming up, man.

NATE: I look like an old lady going around here compared to you.

(laughs) GREG: All right.

Faster through here, right?

NATE: Yeah.

GREG: I'm full throttle.

Apexing there at 97, 100.

See, it's a little bit more fun at the higher speed of this.

NATE: Absolutely.

Yeah.

Yeah, the Cressida would not do this.

(laughs) GREG: We could always try if you want.

I'm game.

NATE: Wow, (laughs)... GREG: Well?

NATE: ...you killed that.

Like, this car goes.

I thought, I was doing it fast, but you.

Wow.

GREG: Well, I got to say, Nate, we do have one more surprise for you.

(engine growls) NATE: No.

Holy smokes.

It's a Supra.

Ah, ah-ha.

Oh, my god!

GREG: So Nate, this is Scott Webster.

He works with Toyota.

NATE: Nice to meet you.

SCOTT WEBSTER: Good to see you.

NATE: Oh, my God.

GREG: We had some good fun out there, but we wanted to kick it up a notch.

And Scott's going to be able to do that.

He's a very good driver and he's going to take you out.

NATE: Oh, my God.

Wow!

SCOTT: So yeah, we got you in the V6.

I thought, we'd bring an inline 6 for you.

A reminder of your old Cressida there.

NATE: Oh, my gosh.

SCOTT: Put a little turbo on it.

See, you have 382 horsepower.

See what it's like.

NATE: Wow...MotorWeek!

(laughs) SCOTT: And if we're not using all the track, we're not doing it right.

NATE: Exactly.

(laughs) Nice.

(engine revving) SCOTT: Put it fifth, see if we can...135.

NATE: Whoa, yeah.

The straight six is singing.

Wow.

(laugher) SCOTT: So, we're cooling down.

We'll just go 90 into this turn instead of 110.

How's that?

(Nate laughs) NATE: Whoa...whoa...wow!

Well, holy smokes.

GREG: Well, what do you think?

Scott, I appreciate it, man.

Thanks for coming out.

SCOTT: Always glad to do it.

A great way to spend day.

NATE: Yeah, that was wild.

GREG: A little bit faster, right?

NATE: A lot faster.

(laughs) GREG: Yeah, man.

Well, we want to thank you for coming out and spending the day with us.

NATE: It's been my pleasure.

This has been one of the best days of my life.

Thank you.

GREG: It was a pleasure.

Now, you want to give me a ride around or...?

NATE: Me...drive a Supra, yes!

GREG: Yeah, let's see what you've learned.

NATE: Wow...best day ever.

(engine revving) Whoa, whoa!

(laughs) GREG: So, you having fun?

NATE: Yeah, I'm having a blast.

GREG: If you think this was fun, just wait until you see what we do next time.

NATE: Oh, I can't wait!

JOHN: It's hard to beat a full day at dominion raceway- and if you'd like to see an extended version of our "Overdrive" premiere, visit the MotorWeek website!

But before that, let's take a walk over to the garage where the youngest member of our car care team, Giuseppe Iatarola, has some beginners wisdom on a great skill that every shade tree car tech should learn, right here on MotorWeek's "Your Drive!"

GIUSEPPE IATAROLA: I've been helping my father a lot in his body shop, as far as I can remember, and one of the most used tools is a MiG welder.

If you work on cars a lot and you want to take your home shop to the next level, I suggest you getting a MiG welder, and learning how to use it.

(popping noise from sparks) Whatever welder you use, make sure that you have the safety equipment for it.

you need welding gloves, a welding jacket and a welding helmet.

The most important safety equipment is the helmet.

When you start the weld, the light is so intense that the helmet darkens to protect your eyes.

This studio has plastic floors, so you want to make sure you have a welding tarp on the floor.

Check with your local welding supply store, if they give lessons, they could even rent you a machine so that you can practice, and for you to choose the right machine that fits your needs.

TRAVIS REED: Typically, we tend to start with the SMAW process, which is what most people would call stick welding.

It's very versatile, doesn't require any shielding gas, so it's great for use in the field.

Then, we kind of, we usually move on to the MiG welding process.

I happen to have a Fronius MiG welder right here.

We use these in the shop exclusively for our wire feeder.

Anything automotive-related, this is probably the process that's going to be used the most.

And then, you have your GTAW process, or your TIG welding, which is done with an electric torch, with a non-consumable electrode, and it's great because there's no smoke, there's no fumes.

It's a very clean, precise process.

Welding, like any other trade, once you learn it, it's yours for life.

GIUSEPPE: It doesn't take long learning the basics of welding but like anything else, it's practice, practice, practice.

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

GREG: "Easy come, not so easy to let go."

That's one way to summarize our month-long stint with this 2024 Volkswagen Tiguan.

We know that's way shorter than normal for a long-term tester; but we really made the most of our four weeks behind the wheel, including a trip down south for our winter track testing in Savannah, Georgia.

That contributed about 1,300 miles to our 2,500 mile total.

And in one month of testing, we managed an average of 24.3 miles per gallon of regular-- on par with combined ratings for an SEL R-Line with 4Motion all-wheel-drive; and the 8-speed automatic makes great use of all 184 horsepower combusted by the turbocharged 2.0 liter inline 4.

Going beyond efficiency, this Tiguan proved very easy to live with thanks to a practical form factor and comfortable ride.

This Tiguan was only with us for a short time, but considering it maintained just about everything we've loved about it over the years, we quickly got used to having it around.

Despite this 3rd generation's age, the ride is still as good, if not better than many of its newer competitors.

So, it's safe to say the Volkswagen MQB platform has aged well.

Some would argue that the touch-sensitive controls have not aged well, but we quickly got the hang of them.

And all the convenience features they control are worth the effort.

The Tiguan's cabin, combined with the ride quality, made it a favorite for hauls long and short, and one we will miss!

Fortunately, this 2024 Mazda CX-50 is here to raise our spirits.

We'll check in with it on the next MotorWeek Long-Term Road Test Update!

JOHN: It's hard to say "no" to a new set of keys, so let's roll right into this week's QuickSpin!

JESSICA RAY: This 2024 Q7 is a fine example of how Audi's designers are masters at the art of deception.

That is, making luxury vehicles that look purpose made for passengers and luxury buyers, but with underpinnings engineered for drivers.

The drivetrain is simple enough: Your choice of a standard 261 horsepower 2.0 liter Turbo-4 or this 335 horsepower 3.0 liter turbo V6.

But these engines aren't the main focus.

It's how they work in tandem with the standard 8-speed automatic and all-wheel-drive system, supported by an Audi-refined suspension and steering.

ALEXANDER KELLUM: All the mechanical bits of the Q7, you know, the steering, the suspension, the braking... they all feel just right, like they're working in unison.

You know, they say "slow is smooth, smooth is fast" and I'm not necessarily saying that the Q7 is slow, just that it doesn't high HP to be engaging.

JESSICA: The driving experience is top notch; but that athleticism doesn't compromise comfort.

It's quiet, gentle, and lives up to the Q7's flagship luxury appeal.

The cabin furthers the point with a healthy dose of luxury amenities, including top-notch materials and modern tech.

Sure, a lot of activities are managed through the touchscreens, but it's less than some high-end rivals and mostly intuitive.

Speaking of tech, all 2024 models now come standard with adaptive cruise assist.

This model year also sees the addition of new options, like an S line sport package giving Prestige models unique accents, all-wheel steering and sport adaptive air suspension.

Beyond that, this 2024 Audi Q7 stays the course as a stylish and enjoyable luxury-utility, starting just over 60-grand with delivery and working up to $80K for a 55 Prestige S line sport.

And we'll stay the course with plenty more QuickSpins...soon!

JOHN: The Toyota Highlander has long been the 3-row family utility that all rivals are measured against.

But Toyota is always looking to grow their business, and now they're attempting to do that by growing the Highlander.

Say hello to a new benchmark the Toyota Grand Highlander.

Toyota has no problem selling utility vehicles; they currently have eight in their lineup to choose from, divided into distinct body-on-frame and unitized crossover families.

Well, add one more to the crossover list, it's the 2024 Toyota Grand Highlander.

Now, don't think of the Grand Highlander so much as just a bigger version of the Highlander as it is an all-new vehicle.

Longer than the Highlander by 6.5 inches, the priorities were to deliver true space for adults in the 3rd row while still providing more cargo room behind it.

Though large and in charge, it seems to take most of its styling cues from a much smaller member of the Toyota family, the latest RAV4.

That means a big "hammerhead" trapezoidal grille, minimal overhangs, and different wheel designs than the current Highlander, all but the base XLE trim rolling on 20s.

Overall length beats Honda Pilot by 1.5 inches, and 4.5 inches over the Kia Telluride, so it's a biggie!

On the road, there's a Lexus-like refinement and borderline luxury car smoothness to the ride; above what the current Highlander delivers.

Though, there is an actual Lexus version of the Grand Highlander already announced, the TX.

The Toyota Grand Highlander feels very powerful too, when dealing with our tester's Hybrid Max powertrain.

It sports a 2.4 liter turbo-4 with electric motor assist to deliver 362 horsepower and 400 pound-feet of torque through a 6-speed automatic.

All-wheel-drive is standard and max tow rating is 5,000 pounds.

But that's just one of the three powertrains.

Shared with the Highlander is a 245 horsepower 2.5 liter Hybrid with a CVT.

The base engine is a 265 horsepower 2.4 liter turbo I4 with an 8-speed automatic.

Both available in front or all-wheel-drive.

Our Hybrid Max has unique front and rear bumpers, along with dual exhaust.

So, we let that 6-speed shift us down our Mason Dixon Dragway test track.

For such a big vehicle, it gets up to speed quickly, leaving the line with a slight chirp of the tires on its way to 60 in just 5.6 seconds.

You can feel the EV motor boost at launch, but it also aids in keeping power delivery consistent all the way down the track.

Gear changes were very smooth and it felt solid and stable throughout the quarter-mile, which we finished in 14.3 seconds at 98 miles per hour.

The Grand Highlander preferred a more leisurely pace through our handling course.

Still, it doesn't feel overly big or ungainly.

Yet, you could really feel the 4,900 pounds.

of weight of our Platinum Hybrid Max through here with significant body roll and apparent understeer.

Light steering and an overall soft feel are additional indicators that the main aims here were getting the family up to speed quickly and down the highway in comfort.

While an all-new vehicle, there's a very familiar unassuming quality-minded Toyota interior, with their latest multimedia system which gets a 12.3 inch touchscreen standard.

The 3rd row is indeed much more than an afterthought; access is easy even for adults, there's great space back there, and belts for three occupants.

Plus, they were even able to provide 20.6 cubic-feet of rear cargo space.

Folding the 60/40 3rd row grows the space to 57.9 cubic-feet, and there's a generous max of 97.5 with all seatbacks folded.

Being the grandest of all Highlanders, no need for basic L or LE trims; the Grand Highlander is available in XLE, Limited, and Platinum grades only, starting with XLE at $44,465, which is certainly on par with what you pay for a top-notch 3-row family utility these days.

For Toyota, making a bigger and better version of their fast-selling Highlander was a no-brainer; and somehow in the process, they managed to seemingly shove an entire Sienna minivan in there.

The impressive 2024 Toyota Grand Highlander not only gives Toyota buyers a bigger option to step up to, it primes them to be an even bigger player than they already are in the 3-row crossover game.

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 hoof it in Ford's latest high-performance pony, the Mustang Dark Horse, then see what the new Lexus TX offers luxury utility buyers.

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... 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.