MotorWeek

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

First, we build up enough velocity in the Cadillac LYRIQ-V to launch us back to the age of the Samurai... We'll revisit hot rod history with those keeping it at full throttle... Then, it's back to now with the Genesis GV70... So, come drive with us, next!

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JOHN: The 2023 LYRIQ officially launched the all-electric era of Cadillac.

So now, two years on, it makes sense that LYRIQ will be their first EV to get the brand's V-Series high performance treatment.

So, let's get rolling for the story behind the LYRIQ's charge to becoming the quickest Cadillac ever!

This 2026 Cadillac LYRIQ-V may not look like a performance car, but it is the first Cadillac EV to get the V treatment from Cadillac's performance division, and hotrod utility vehicles are all the rage these days.

Still, the LYRIQ looks more like a sporty wagon than a pure SUV to us, so our thoughts immediately went back to 2011's CTS-V Wagon, which arrived at a time when Cadillac seemed to be focusing on delivering cars more for enthusiasts than just the country club set.

With its 556 horsepower supercharged V8, 6-speed manual transmission and robust exhaust, it felt more like driving a Camaro SS Wagon than grandpa's Caddy.

They still look great today, and you'd better bring some big bucks, if you're looking for a used one.

Cadillac is looking to bring that same level of excitement to their current slate of utility EVs, and this LYRIQ-V is even sporting a very similar Red Tintcoat paint job.

Here, in the modern era, that doesn't mean adding a supercharger but cranking up the combined output of both of the all-wheel-drive LYRIQ's motors from 515 horsepower and 450 pound-feet of torque to 615 horsepower and 650 pound-feet once you've engaged Velocity Max mode.

And that accurately describes the trip to our Mason Dixon test track, where we blasted to 60 in just 3.1 seconds.

Yes, that's quicker than the CT5-V Blackwing, but the experience here is far different.

Cadillac has added some unique V performance sounds pumping through the 23-speaker AKG stereo system inspired by Cadillac Vs of the past.

We found them more campy than inspiring, but certainly more entertaining than the usual near silence of most luxury EVs.

Final drive ratios have also been shortened in both motors to get you off the line quicker, and there's plenty of grip to make it happen; but power delivery did taper off once we got up to speed instead of building the whole way down the track.

Still, we ran the quarter in 11.8 seconds at 112 miles per hour.

For improved handling, the V gets recalibrated Continuous Damping Control, a slightly lower suspension, quicker steering ratio, and an added Competitive Mode for the traction management software.

And while, it is noticeably more agile than the standard LYRIQ, it's still an incredibly heavy vehicle that likes to understeer when pushed hard.

Steering is accurate and has some good weight to it, but we wouldn't call the overall experience pure fun, just more capable.

Upgraded front Brembo brakes helped bring the V to a halt from 60 in just 96 feet with good stability and great consistency.

Using the same 102 kilowatt hour battery as the standard LYRIQ, which is rated for as many as 319 miles, the V is rated at just 285.

So, we plugged a 250 mile road trip into the GPS and upon completion pulled up to the charging station with 18 percent battery remaining, putting us on pace for about 305 miles.

DC Fast Charging takes the V to 80 percent in just 40 minutes, and using 42 kilowatt hour of electricity per 100 miles, the LYRIQ-V earns a Fair efficiency rating.

One of our favorite aspects of the LYRIQ-V is that it doesn't scream high performance from a styling perspective.

There are unique front and rear fascias, rocker extensions, red-painted brake calipers, 22 inch wheels with Continental summer performance tires, and even an available carbon fiber package; but it's all tastefully done in sleeper style.

Adding to the LYRIQ's spacious high-tech interior that already included such standouts as the 33 inch LED display, panoramic glass roof, and very comfortable seating, are unique V elements such as a new steering wheel that has a V-Mode button and an aluminum Regen On Demand paddle, plus polished trim and logos.

The LYRIQ-V is available in regular and Premium versions, starting at $80,090, which is only about 15-grand over a base all-wheel-drive LYRIQ.

So, while the 2026 Cadillac LYRIQ-V didn't exactly blow us away like a V8 muscle car hiding in Cadillac clothing would, it does indeed put the V into Cadillac EVs, and is the quickest production Cadillac ever.

And we have a feeling they're just getting started, and can't wait to drive what's next.

JOHN: If you could choose any era to be an American automotive enthusiast, which would it be?

Well, muscle car fans would say the late '60s, early '70's.

Tuners would point around Y2K.

But for Hot Rodders, it really got cranking post-war.

Well...this week, Greg Carloss goes "Over the Edge" to an event where the faithful don't just celebrate that time, they live it.

GREG CARLOSS: There's vintage racing, and then there's vintage racing.

And that's exactly what this is.

It's "The Race of Gentlemen."

Let's go check it out!

MEL STULTZ: Boy, T.R.O.G.... uh, T.R.O.G.

is short for "The Race of Gentlemen."

Also, short for "Troglodyte," which is a caveman.

I believe in being a gentleman, yet, I like my life wild.

GREG: Wild: it's the only way to describe T.R.O.G, a weekend-long immersion into the post-war era celebrating its motorcycles, hot rods, music, and even fashion, taking place just about every fall since 2012 in Wildwood, New Jersey.

And it's all the vision of Mel Stultz.

MEL STULTZ: I was sitting at this old 1920s, you know, brick convention center, looking down the beach and it dawned on me that it looked like a beautiful dragstrip straightaway.

And so, I kind of just invented it by accident.

And we ran with it.

You know, like all my loves, uh, in one, one big, you know, art project of sorts.

GREG: Art can be uncompromising.

So is T.R.O.G.

's dedication to authenticity.

So, every hot rod and motorcycle that hits the sand must go through Mel.

Car bodies need to be American-made before 1935 with 4- or 8-cylinder engines that predate 1954, also American-made.

Motorcycles need a similar period-correctness and have to be bobbed.

The only modern exceptions are in the name of safety: Helmets and harnesses.

With such demanding guidelines, it's no surprise that everyone I meet exudes intense passion and inspired individuality.

- My name's Erik Hanson.

I came from Omaha, Nebraska, to get here.

I don't know, just, uh, something's wired in my brain to...to like old cars and it's all I know.

- I'm Natasha Hollis from McPherson, Kansas, and this is "The Irish Sausage."

Been raised on a farm and ranch and worked on vehicles, tractors, everything, and I like to go fast in cars.

- I'm Rob Ida, Rob Ida Concepts in New Jersey.

I build custom cars.

I...I brought this 1957 Porsche and this 1954 Corvette Racer.

GREG: Rob's cars clearly don't meet T.R.O.G.

's rules for entry.

So, how did he make it down to the pits?

ROB: Good question.

So, we don't really have a class.

Mel lets me come in and race some of these later sports cars, but he is thinking of adding a sports car class to The Race of Gentlemen in the future.

GREG: Trust me.

No one is complaining when these cars hit the starting line.

And, how could you?

Two days of racing from the moment the tide goes out, all the way until mother nature says it's time to go home.

Shades on, eyes toward the ocean.

Soaking in all the sights, sounds and smells these unruly machines have to offer.

Who's to say it's not actually happening in the 1950s?

ROB: So, I've been to automotive events around the world.

Some of the greatest events there are.

This is the one event I've never missed.

Right?

The Race of Gentlemen.

There's just something about this that no other event gives you this feeling.

NATASHA HOLLIS: It's the beach.

You're racing.

And you kind of get to step back in time and experience the sand in your face and the wind in your hair.

And you just can't go home without a smile on your face.

GREG: Beach racing is messy...loud...unpredictable.

But if you look at all the chaos from the right angle, there's beauty.

The art of T.R.O.G.

JOHN: Suzuki's U.S.

presence these days is largely that of marine and two-wheeled powersports, but not long ago their cars were also sold here.

About four decades ago, we tested their Samurai: More than a flash in the pan but, sort of like its namesake, now just a facet of history.

Here's what we had to say about it all the way back in season six.

The first thing we discovered is that the Samurai is not a new vehicle.

Earlier versions of the car have been sold throughout the world for nearly 16 years.

So, you might have seen the Samurai at vacation spots in Hawaii and in the Caribbean.

The Samurai is a purposeful looking little vehicle; our staff descriptions ranged from cute all the way to handsome.

The body is well finished with excellent fit all round.

Our open top test model came equipped with a thin canvas top that was literally a snap to put up and down using more Velcro than metal fasteners.

It comes in an amazing variety of colors.

The interior is very well finished, but with a Spartan, purposeful flavor.

87s do have new seats and more legroom than before.

The dash is simple and well laid out.

The minimal instrumentation is large and generally easy to read.

The shifter is a bit noisy, but has short throws, and the four-wheel-drive control lever is easy to reach, but the Samurai's hood release is in the glove box.

This could be a problem if you like to carry a lot of maps.

The rear seat offers sufficient legroom for the average person, but watch out for that roll bar when you get in.

For luggage space, simply fold the rear seat out of the way.

This gives plenty of room for even big loads.

But the Samurai is a 4-wheel-drive vehicle, and that means off road.

Over the worst terrain, the ride is stiff and bouncy.

Gas shocks would help a lot.

To change between 2- and 4-wheel-drive you have to stop and engage the manual locking hubs.

The transfer case offers both a high and low gear range.

The samurai is powered by a 1.3 liter 4-cylinder engine fed by a simple two-barrel carburetor.

This lightweight aluminum block unit puts out 64 horsepower and 74 pound-feet of torque.

The engine bolts to a 5-speed manual transmission, the only transmission available.

Suzuki has no plans for an automatic.

On paper, the Samurai has a good power to weight ratio.

Unfortunately, that doesn't translate into acceleration.

Our Samurai went from 0-60 and a very slow 17.2 seconds, and loitered through the quarter mile in 21.2 seconds at 62 miles per hour.

But the best feature of this fun filled little vehicle is its price.

You can drive one away for only $6,895.

So, if the Suzuki Samurai hasn't already invaded the roads where you live, chances are it will soon.

JOHN: We love looking back at the past, but Stephanie Hart is staying up to date with this week's MotorNews!

STEPHANIE HART: This year is off to a busy start, with a lot of news from and surrounding the 2026 Detroit Auto Show.

Ford announced a new performance Mustang, the 2026 Dark Horse SC.

Under its aluminum hood is a supercharged 5.2 liter V8 and a 7-speed dual-clutch automatic.

An available Track Pack adds even more aerodynamic elements, carbon-ceramic Brembo brakes, and unique suspension tuning.

Exact power output is unconfirmed, as is pricing.

This 2027 Bronco RTR won't be available until early next year, but it's said to delve into Raptor-like performance at a more affordable, but unconfirmed cost.

Its 2.3 liter inline-4 is equipped with a turbo anti-lag system and a stronger cooling fan.

Standard 33 inch tires and high-clearance suspension can be upgraded to 35 inch tires and HOSS 3.0 suspension through the Sasquatch pack.

Stellantis is making big news with the discontinuation of all plug-in hybrid models.

This includes the Jeep's Wrangler 4xe and Grand Cherokee 4xe, and Chrysler Pacifica Plug-In Hybrid.

Jeep still intends on making the upcoming all-electric Recon and hybrid Cherokee.

The Dodge Hornet R/T is also out, but that's because the product as a whole has been cut, Stellantis citing "shifts in the policy environment."

That said, Dodge did walk away as a winner in this year's North American Car, Truck, and Utility of the Year awards.

The Dodge Charger, both the electric Daytona and internal-combustion SIXPACK, took "Best Car."

The Ford Maverick Lobo, the street truck flavor of this compact pickup, won "Best Truck."

"Best Utility" went to the new Hyundai Palisade, which recently arrived with a hybrid setup.

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

GREG: Two months and 2,250 miles in, it's time for our 2026 Porsche Cayenne's first Long-Term Update.

And so far, the results are exceeding our efficiency expectations.

We've observed 22.9 miles per gallon of Premium fuel, which is pretty much spot on with the EPA's 23 highway rating, and well above the 19 combined rating for this base model.

As the data suggests, our Cayenne has seen quite a bit of Mid-Atlantic interstate, 600 miles of which from a very fitting excursion to the ski slopes.

That same weekend tester noted typical cruising mileage of nearly 26 miles per gallon; and that was with four adults on board plus a full up cargo area.

"Comfort" defines the easy feeling provided by the onboard range estimates, the all-wheel-drive system's acumen at traversing adverse weather, and the supportive seats.

Our driver's only gripe was a whistling HVAC system, which can be dealt with by adjusting the air flow.

Off the interstate, the Cayenne's sportier side comes out.

Even if it's at the expense of some fuel economy, we don't mind dipping this turbo V6 into the red for some fun.

This Cayenne doesn't have the word "turbo" in its model name, but it still benefits from forced induction, which means it has more than enough low-end torque for when we want to spice up our drive a little bit.

And even though it doesn't have the performance-minded PDK transmission, shifting gears with the paddles makes the drive even spicier.

This Porsche Cayenne has only just begun its stay in our fleet, and we look forward to posting a lot more miles.

Before our next update, we'll check in with our Acura ZDX on the next MotorWeek Long-Term Road Test Update.

JOHN: Genesis has existed as Hyundai's standalone luxury brand for only 10 years now.

And while, at first sales numbers climbed slowly but steadily, they took a major jump after 2020 with the arrival of GV70 SUV.

It immediately became their best-seller, and now for 2026, the GV70 is seeing a host of updates.

So, let's find out if that means more good fortunes for Genesis.

This 2026 Genesis GV70 is still working through its first generation, yet to us, it appears as fresh, modern, and gorgeous as ever.

Still, Genesis thought it could use some additional attention.

And thankfully, they didn't get too crazy, as you have to really know the GV70 to spot the new G-Matrix Crest Grille, and a refining of the parallel lines headlamps.

Below, the faux front skid plate gets a reshaping to become a little more noticeable, and corner air intakes take on a more aggressive look.

While in back, a redesigned rear fascia integrates new exhaust tips.

This Ceres Blue is a new color option, inspired by a dwarf planet in the asteroid belt that lies between Mars and Jupiter.

And new "out of this world" 19 and 21 inch wheel designs are available to polish it off.

In all, a little more daring, without coloring outside the lines of the Genesis "athletic elegance" philosophy.

Far less subtle are the changes inside, where you'll find a new dash design that joins the virtual gauge panel and infotainment screen into one dashtop 27 inch OLED display that's as functional as it is attractive.

While making the switch, they updated the software to improve the user experience and provide some additional standard content.

The center console gets a slight redesign, relocating the wireless phone charging pad and performing some tweaks to help differentiate the rotary gear selector from the infotainment controller; the upgraded stereo system is now provided by Bang + Olufsen.

Front seats are as plush as ever, and interior themes such as this Vanilla Beige and Obsidian Black appear and feel very luxurious.

Both rear seat accommodations and the cargo area are quite spacious for the 5-passenger compact luxury SUV class.

Genesis did not change the specs for the GV70's powertrains.

Base setup remains a 300 horsepower 2.5 liter I4 turbo, the upgrade being this twin-turbo 3.5 liter V6 with 375 horsepower and 391 pound-feet of torque.

Both come with an 8-speed automatic transmission and standard all-wheel-drive.

It's worth pointing out the fully electric version of the GV70 gets all of these same updates as well.

Drive modes for the 3.5T include Comfort, Eco, Sport, Sport+, and Custom; so, we dialed up Sport+ and hit our test track.

Just a tiny bit of lag off the line, waiting for the turbos to kick in full, and when they did it was off to the races!

We hit 60 in 5.1 seconds, and could really feel power continuing to pour on as we worked to the end of the quarter in 13.8 seconds at 101 miles per hour.

Gear changes were very smooth, as was the overall experience down the track; very little noise to be had, with the exception of some faint growling from the engine.

All that all-wheel-drive grip really helped out in our handling course too.

No understeer or oversteer, no safety systems jumping in, just a willingness to be pushed hard, while rewarding our drivers with a nice tight feel, loads of speed, and much less body roll than expected.

Braking runs were very smooth and consistent too, stopping us from 60 in 112 feet with no fade and no drama.

(car whooshing by) Government Fuel Economy Ratings are 18 city, 25 highway, and 21 combined; we averaged 20.7 miles per gallon using Premium fuel.

That's a slightly worse than average Energy Impact Score of 14.2 Barrels of Yearly Oil Use with 7.2 Tons of CO2 Emissions.

Genesis has reconfigured the trim structure a bit for '26, but pricing still starts very reasonably at just $50,480.

Things do get more serious with the V6 which starts at $65,910.

The Genesis GV70 has only been on the market since 2022, yet it feels like it's been on our radar much longer.

When it arrived, the GV70 was clearly the right vehicle at the right time for Genesis.

And, while we don't feel this batch of updates was really needed for the 2026 Genesis GV70, giving people what they want, before they know they want it, is the mark of a true luxury brand.

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 our annual Drivers' Choice Awards!

It's that time of year when we pick our favorite cars, trucks and utilities, and our choice for "Best of the Year."

Plus, a scorecard of past Drivers' Choice hits and misses.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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