MotorWeek

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

Join us for going extra large in luxury with the Lexus LX700... Then, it's time for Audra Fordin on what could be behind your car overheating... We'll stay cool motoring out on the water as we go clean marine... Then, we go full throttle in the first plug-in BMW M5...

So, come drive with us, next!

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JOHN: The LX-series, the overly-posh Lexus presentation of Toyota's iconic Land Cruiser, has been soldiering through its fourth generation since 2022.

But big changes have arrived for '25 with powertrain, performance, and technology to take you further than ever before, wherever you want to go!

The Lexus LX is the Lexus of SUVs.

Which is to say big, luxurious, and one smooth operator.

For 2025, it's packing a new hybrid powertrain that's less about fuel efficiency, and more about delivering, more.

Toyota and Lexus are certainly no strangers to hybrids, but this is the first time dual power has landed in the LX.

And since this 2025 LX700h is all about adding more, it starts with the same twin-turbo 3.4 liter V6 from the LX600, and then adds an electric motor integrated into the 10-speed Direct Shift Automatic Transmission.

That boosting horsepower from 409 to 457 and torque from 479 to 583 pound-feet.

It also adds about 400 pounds of weight, and if nothing else, it's great enjoying a Toyota-based hybrid with an actual geared transmission.

The LX also comes with a few other new tricks up its sleeve, mostly to benefit off-roaders who can opt for a new Overtrail version, which gets front and rear locking diffs, 33 inch all-terrain tires, and skid plates.

This is also the first Lexus hybrid to maintain a physical alternator and starter, allowing for the ability to fire the engine without the hybrid system, as well as run the vehicle directly off the starter enough to get you off the trail should you have engine failure, too.

The 700h is rated for pulling 8,000 pounds of trailer, same as the LX600.

In addition to Overtrail, the 700h is available in all but base Premium trim along with an exclusive Ultra Luxury version at the high end.

Regular Luxury trim is fine for us.

It comes with triple-beam LED headlights, black chrome trim, and machine finish 22 inch wheels.

And while the exterior hasn't changed much, underneath, the full frame that the LX rides on has been adjusted, moving the spare tire mount, to make room for hybrid battery placement under the rear floor.

Inside, there's open pore wood trim, lots of real leather, 25 speakers pumping 2,400 watts of Mark Levinson surround sound, and, of course, plenty of safety features.

Seven-passenger seating is standard as is dual 12.3 inch screens for infotainment and driver info, though Lexus keeps them separated.

Below the high-mounted touchscreen is a second touch panel for adjusting a host of vehicle functions, along with a welcomed grouping of physical controls.

Front seats have great comfort with rear seats not far behind.

In back, battery placement does cause the floor to be raised a bit, which compromises both 3rd row comfort and cargo space.

Now there's just 31.0 cubic-feet behind the 2nd row, down from 46.0; with a max of 62.4.

At our Mason Dixon test track, the LX felt very quick, bursting off the line with authority and to 60 in 5.8 seconds, almost half a second quicker than we got in the LX600.

It didn't quite maintain that momentum down that track, but cranked up the smoothness, with silky shifts and a pleasant-sounding engine rumble that stayed with us for the 14.3 second quarter-mile, finishing at 98 miles per hour.

In our braking test, we could really feel the weight transfer to the front and a resulting amount of nosedive, but results were consistent, stopping in just 116 feet from 60.

Despite being a hybrid, Government Fuel Economy Ratings are only slightly better than the LX600, going from 17 city, 22 highway, and 19 combined to 19 city, 22 highway, and 20 combined.

We averaged 20.4 miles per gallon on Premium.

So, that's still a worse than average Energy Impact Score, using 14.9 Barrels of Oil Annually, with 7.3 Tons of CO2 Emissions.

700h six-digit pricing starts with Overtrail at $115,350.

Luxury comes in at $119,850, $4,000 over a comparable LX600.

As the Lexus flagship SUV, the LX has been making a statement on pavement and off for 30 years now.

This 2025 Lexus LX700h is an exclamation point on that statement; declaring that when it comes to blending a boost from electrified power, with easy-to-use tech and off-road performance, Lexus will keep challenging conventions, pushing their brand forward and forcing everyone else to keep up.

JOHN: Eco-friendly motoring is a universal goal for manufacturers these days, but it's not limited to just those who build cars, trucks, and buses.

We've recently encountered a few clean marine transportation projects, so come along and catch a ride to the future of green boating.

One in ten U.S. households owns a recreational boat, and there are about 13 million registered boats in use.

Unlike the car industry, where the same company usually makes the vehicle and the engine, marine power is more of an la carte arrangement, especially with outboards.

So, when it comes to environmental issues, the onus for green innovation generally falls on the engine suppliers, not the boat makers.

MARTIN PETERS: In the marine industry, the replacement rate for boats is about 1.7 percent per year.

That means, it would take 40 years to replace every boat on the water.

If we introduce fuels that are even 30 percent more carbon neutral than ethanol fuel is right now, we can start to decarbonize the fleet immediately.

JOHN: At the recent Miami Boat Show, Yamaha caught everyone's attention with a 450 horsepower, hydrogen-fueled outboard engine mounted onto a popular boat chassis with fully-integrated hydrogen storage and fuel delivery system engineered by Roush.

MARTIN: We're also pursuing sustainable fuels and electrification at the lower horsepower level.

JOHN: Yamaha is not alone in seeing the promise of hydrogen for marine use.

Weekend visitors to San Francisco can take a free 10-minute journey from downtown to Fisherman's Wharf aboard the Sea Change, the world's first commercial passenger ferry powered 100 percent by zero-emission hydrogen fuel cells.

It runs a dozen routes every weekend, and tops off its 246 kilos of gaseous hydrogen once a week.

The 75-passenger vessel emits only water vapor, and guests can taste it for themselves!

The onboard water fountain dispenses re-mineralized water sourced from the ship's fuel cell emissions.

The Sea Change trial is a proof-of-concept project for now, but San Francisco's ferry system is heavily used by tourists and commuters alike, so a future switch to green h2 would have a hugely positive environmental impact.

SEAMUS NOLAN: So, I think in terms of looking at a hydrogen future, you have to look at both the demand and the supply side, that at this point both need to be developed together.

You see the hydrogen hubs that are funded by the Department of Energy.

These hydrogen hubs serve as an opportunity to accelerate and de-risk a lot of the investment associated with building out both supply and demand of green hydrogen.

JOHN: At the other end of the country, visitors to the Hudson River Maritime Museum can take a relaxing cruise aboard the Solaris, the first fully solar-powered boat certified by the Coast Guard to carry passengers.

LISA CLINE: You know, you don't have to yell over anything.

We use her as a floating classroom.

We teach history on the boat, we teach environmental...

Kids love being on the boat.

It's very welcoming, it's not scary, it's close to the water, and it's quiet.

JOHN: In fact, the loudest noise you'll hear aboard the Solaris is the air horn!

(blaring horn sound) Built on-site at the museum, the classic look of the Solaris is not just for nostalgia.

DAVID BURTON: We chose a hull design from a 1906 launch.

Back then, boats had to have very efficient hulls because the motors were heavy and very low power.

JOHN: Solaris doesn't need big power, though.

Sixteen solar panels on the canopy provides free energy for an 80 kilowatt battery.

Fully charged, Solaris can travel 50 miles at night at a top speed of around 8.0 miles per hour.

All of these clean marine efforts are what's needed to reach greener waters over the horizon.

JOHN: Engines can get hot.

Really hot.

But you already knew that.

What you may not know is what to do when that needle ticks into the red.

It could mean a number of things and Audra Fordin is here to run down the list on MotorWeek's "Your Drive."

AUDRA FORDIN: Imagine this: You're cruising along in your old reliable ride, wind in your hair, tunes are blasting, and suddenly, your dashboard lights up.

Your temperature gauge is climbing faster than a squirrel up a tree, and that's your cue your engine might be feeling the heat.

When your car starts steaming like a mad scientist's kettle, you've got to act fast!

First things first, don't panic!

Find a safe spot to pull over, away from traffic.

We're talking shady spots or a breezy shoulder, somewhere your car can catch a break.

Let your car cool down before you even think about touching anything under the hood.

Safety first, folks!

Once, it's safe, pop the hood and take a peek at the coolant level in the overflow tank.

Only open the radiator cap when the engine's cooled down, to avoid an engine bay geyser.

If the coolant is low, add coolant or distilled water.

Plain water will work too but, well you have to know that-- that will dilute the remaining coolant and then lower the boiling point in your cooling system.

Don't be shy about calling for backup!

Roadside assistance plans are made for times just like this, so don't hesitate to give 'em a ring.

You know, here's the good part.

Let's talk about avoiding this kind of hot mess altogether.

Regular maintenance checks are your best friend.

Keep an eye on your coolant levels, your hoses, and your belts.

They're like your car's own personal lifeline.

In most cars, well the drive belt, it spins the water pump, and big radiator hoses, well, they circulate coolant through the engine and the radiator.

Check your drive belts for signs of wear, including cracks and fraying, or a shiny appearance called "glazing."

High-pitched squealing can indicate belt slippage.

Of course, to check your owner's manual for replacement intervals, typically between 60,000 and 100,000 miles.

As for radiator hoses, have them checked around 60,000 miles.

Squeeze them gently to check for any bulges or soft spots.

Like belts, check for cracks and splitting.

Even small frays can give way to big problems.

If your coolant bottle constantly needs topping off, well, that's a telltale sign right there of leaking fluid or some other problem.

If you're not sure what's going on, your trusted mechanic can quickly determine what, if anything, is ready to be replaced.

A little prevention goes a long way when it comes to helping your car beat the heat.

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

JOHN: From revived to redesigned, we're always ready for another QuickSpin!

GREG CARLOSS: The Hyundai Kona Electric is one of our favorite EVs to jaunt around town in, and this N Line trim might benefit the most from the power of the kilowatt-hour.

"N" to Hyundai is like "M" to BMW; that is, it denotes their top performance offerings, with "N Line" being their less-extreme options.

Still, the 188 pound-feet of instant torque is perfect for this compact electric.

Its 201 horsepower is shared with both the SEL and Limited, representing a sizeable leap over the SE's 133 horses.

Range sees a similar structure: The N Line's 230 miles, adequate for most commuting, is less than the Limited and SEL's 261 but more than the SE's 200 miles.

This front-wheel-drive only EV SUV has true hot hatch vibes with its sporty design cues; the unique front fascia is more aggressive without being over the top, same for the rear spoiler and 19 inch wheels defining its profile.

And the sporty style makes its way to the interior as well.

When we first tested this second-gen Kona Electric, we specifically mentioned how the seats are supportive but a little bit firm.

And that's still the case here, but because this is the sportier N Line and they're covered in black Alcantara, the firm seats make a little more sense here.

And in general, looking at the badging, the red stitching, the red accents, the drive feels definitively sporty and that's despite there being no performance gains over an SEL grade Kona.

But there's still enough electric torque to get those quick bursts of adrenaline.

This sportier 2025 Hyundai Kona N Line starts around $40,000, about five grand more than the less powerful SE.

For us car enthusiasts, we think it's a worthwhile upgrade.

And we'll have more QuickSpins...soon!

JOHN: Stephanie Hart has something "extra, extra" for us this week.

It's all in the latest MotorNews!

STEPHANIE HART: McLaren breaks ground on a new vehicle processing center here in Baltimore.

The state-of-the-art 50,000 square-foot facility represents a significant investment in the U.S. market and will provide tons of local jobs.

The new McLaren hub is being built on four acres at Tradepoint Atlantic in the Port of Baltimore.

It will allow McLaren to fully check and sign off on every single supercar that comes into North America while also helping to revitalize part of the area.

Additionally, providing local jobs for highly skilled automotive technicians- paint, logistics, and management positions, plus more.

The new facility will also allow McLaren to further customize each vehicle to meet individual buyer wants.

To honor the occasion, McLaren, Tradepoint Atlantic and government officials celebrated with a groundbreaking on July 25th.

McLarens have been exported from England to North America through Baltimore since 2011.

NICOLAS BROWN: I was really honored to have Governor Moore with us.

We toured the site.

He's been incredibly supportive.

We also had a chance to get out in the car, so he could feel how visceral a McLaren is.

GOVERNOR WES MOORE: It means, we've got to grow, it means, we have to create these partnerships, it means, we need to have, you know, companies like yours which have already been such great partners.

My job is to say, how can we be even better.

REP. JOHNNY OLSZEWSKI: Investments, it means...jobs, and it's really about sending a signal that the greater Baltimore area is a place that's not just open for business, but thriving, and so we're excited to welcome McLaren here.

STEPHANIE: And so are we, especially if it means more seat time in these iconic supercars.

Before calling it a day, I had the opportunity to get behind the wheel and drive a few of these powerful McLarens.

Tough day at the office.

By the way, the new Vehicle Processing Center is expected to open in fall of 2026.

And that's it for this week's MotorNews.

JOHN: BMW has been powering the very definition of what it means to be a sport sedan for decades, with the M5 constantly pushing the boundaries of what is possible in a luxury-minded midsize 4-door.

Well...these days, most boundary pushing involves electrification.

So, time for us to plug into a new level of performance from BMW!

Don't worry, the M5 has not gone all-electric.

There's still a powerful gas-burning V8 cranking away under the hood; but for the 2025 version of the M5, BMW somehow managed to shove an entire EV's worth of performance right alongside it.

The Competition version of the last M5 made 617 horsepower with a 4.4 liter twin-turbo V8.

That free-revving 4.4 liter makes a return here, although now it's working with "just" 577 horsepower.

But by integrating a 145 kilowatt electric motor into the M5's 8-speed M Steptronic transmission there's now a total output of 717 horsepower, exactly 100 more, with a 738 pound-feet sledgehammer of torque, all of it arriving with EV-like immediacy.

Throw in a 14.8 kilowatt hour battery, which is big enough for delivering 27 miles of EV driving, and standard all-wheel-drive, and there's a significant weight penalty to pay here, something we don't always like in our sport sedans.

But there's more than enough power to make it disappear, as "get you in trouble" speed arrives almost immediately, yet the M5 feels so smooth you really have to closely pay attention to the speedometer.

And at our Mason Dixon track it was sheer brutality, with the most insane launches we've ever experienced in a BMW.

Launch control was easy to engage and worked flawlessly run after run, unleashing a full onslaught of power to all four wheels that had them all struggling for grip.

It was a real handful trying to keep it pointed in a straight line for the first 50 feet or so, but just as quickly, it seemed to lock its radar on the track's finish line and did all it could to get there as fast as inhumanly possible.

We could feel heavy bolts of EV-style propulsion off the line, with increasing amounts of engine power taking over as we got moving, hitting 60 in 3.1 seconds and clearing the quarter-mile in 11.1 seconds at 129 miles per hour.

Shifts in the 8-speed automatic were fast and hard with no interruption in power delivery, as this 5,400 pound beast streaked down the track.

We won't go so far as to say that weight disappears in handling situations, you know it's there; but instead of holding you back, it just seems to effectively push the tires into the pavement that much more, creating so much grip that we could carry very fast speeds through our cone course without any drama at all, and the M5 not really even breaking a sweat.

They still haven't been able to engineer much steering feel back into the equation, but making this wide-bodied monster feel like a nimble sport sedan was probably a much more impressive engineering feat.

Strong initial bite, firm pedal feel, no fade; all make for great brakes, and a good average stopping distance of 115 feet from 60.

That was with the standard M Compound brake setup behind 20 and 21 inch wheels, carbon discs are an option.

(engine revs) BMW insists on getting quirkier with exterior design, maintaining traditions like their twin kidney grille, yet incorporating LED lighting into it.

The low, wide stance along with all of the added carbon fiber for the rear spoiler, side mirrors, and even roof, definitely portray a serious nature.

Plenty of luxury inside, yet with carbon fiber everywhere, and M logos and M buttons that seem to be calling you to a different mission.

The overwhelming amount of ambient lighting can be a bit much.

Government Fuel Economy Ratings are 50 Combined for MPGe, 14 Combined with strictly gas.

We obviously spent more time hammering around than plugging in as we averaged just 13.9 miles per gallon of Premium.

M5 Sedan pricing starts at $123,275.

The BMW M5 has been powering our high-performance dreams for 40 years.

And over these seven generations, BMW has continued to slowly turn up the heat on the boiling pot of technology, introducing more and more of it, kinda hoping that no one will notice.

It's hard to argue with their process as it has made for some truly remarkable sport sedans.

But there's no missing the electric propulsion here, and there's also no denying that BMW has created yet another splendid sport sedan, and another fantastic M5.

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 ground-pounding rundown on the Ram 1500 Warlock, followed by a double-feature of the Honda Civic Hybrid and Civic Si.

Dan Maffett levels up our DIY paint skills while Greg Carloss checks on a car that builds boost and awareness.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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Learn more at AutoValue.Com and BumperToBumper.Com.

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