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

We're crossing wagon and electron streams in the Porsche Taycan Cross Turismo... Then, it's all gas with two cars that scream the 1980s... Roger Mecca flies by in the original Ford Thunderbird... Then, we'll slingshot back to Acura's compact here and now, the ADX... So, come drive with us, next!

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JOHN: Earlier this year, we ripped around Roebling Road Raceway in Porsche's new Taycan Turbo GT.

And while, we love chasing lap times, most of what we do around here requires something with a little more practicality.

That's where this Cross Turismo comes in.

It adds just a bit of wagon-like versatility to the Porsche Taycan's mind-bending performance.

♪ ♪ If you had told someone 20 years ago that you were taking your all-electric Porsche station wagon out for a spin, they would have thought you were crazy.

Well, if you buy this 2025 Porsche Taycan 4S Cross Turismo, you are definitely not crazy.

While, we don't drive many wagons these days, we have tested plenty over 45 years of MotorWeek , very few of which you'd consider "performance-oriented," though there are a few that come to mind.

Jaguar's XF Sportbrake certainly looked the part and Cadillac's CTS-V Wagon brought some serious V8 muscle, but one we've never been able to get out of our minds is Hennessey's Hammer Wagon, a heavily modified version of that CTS-V.

As crazy as that car seemed at the time, it doesn't even come close to this Taycan Cross Turismo, as this all-electric utility has oodles of Porsche DNA flowing through its miles of wiring and dozens of computers; it even manages to look and feel like a 911 from the driver's seat.

Add in great comfort, room for four, and a spacious cargo area, it seems like the perfect road trip vehicle.

Just know that you've only got 272 miles of fun before a recharge is required.

That's the official rating of this 4S with its 105 kilowatt hour Performance Battery Plus, though we saw much more than that in our driving loop, on pace for well over 300 miles.

Improved charging for '25 means the Taycan can now get to 80 percent in as little as 18 minutes with 320 kilowatt DC fast charging.

It looks unmistakably Porsche; the type of wagon-like utility vehicle you'd expect them to make.

Updates for '25 include new front and rear fascias, along with lighting upgrades, and more color choices.

This being the Cross Turismo, not a Sport Turismo, means there is some black trim around the wheel arches and lower body to lend a bit of an off-road flair.

All Cross Turismos feature dual-motor all-wheel-drive, getting the same upgraded rear motor as all '25 Taycans, with total power output now ranging from 429 to 938 horsepower; this 4S falls in between with 590 horsepower and 523 pound-feet of torque.

At our Mason Dixon test track, that translated to blasting to 60 in just 3.2 seconds.

Launch control with overboost enables full power and delivers roller coaster-like propulsion off the line.

But unlike the Turbo GT we tested earlier this year, the 4S didn't maintain that high level of thrust through the whole quarter-mile, as it seemed to taper off once we got over 70 miles per hour.

We still finished the quarter in a quick 11.5 seconds at 124 miles per hour.

For a 5,000 pound vehicle, the Cross Turismo sliced through our cone course with relative ease, feeling extremely well-planted.

Balance was nearly perfect, only exhibiting some oversteer when we got a little too aggressive with throttle inputs.

An adaptive air suspension is standard in all Taycans, but Porsche's Active Ride setup is available, negating virtually all body roll.

Performance Package adds Torque Vectoring Plus and Rear Axle Steering.

In panic braking runs, there was some very long travel to the brake pedal but very short actual stopping distances; we averaged just 91 feet from 60 miles per hour.

(car whooshing by) Using 42 kilowatt hour of electricity per 100 miles, the 4S Cross Turismo earns a fair efficiency rating.

'25 Taycans get a host of updates inside, mostly revolving around more standard content and better functionality.

Gauges are, of course, all virtual but provide loads of information in an easy-to-read fashion.

Cross Turismo pricing starts at $113,095, our 4S about 14 grand more at $127,195, working up to the top Turbo S at $213,695.

The Porsche Taycan, in all its forms, has been a truly groundbreaking EV since the day it arrived, and updates made in style, range, and performance for 2025 have made it even more revolutionary.

The 2025 Porsche Taycan Cross Turismo may still be more about power and style than ultimate practicality, but we wouldn't have it any other way.

♪ ♪ The 1955 Ford Thunderbird.

It wasn't just a car, it was a statement.

Born out of the heat of a cross-town rivalry and shaped by America's love affair for the automobile, it was Ford's answer to the Chevrolet Corvette, but with a twist.

Sleek, fast and comfortable, the Thunderbird became a fixture of Ford's stable for over 40 years.

And, as our own Roger Mecca discovered, this was one bird that could really fly.

♪ ♪ ROGER MECCA: The 1953 launch of the Chevrolet Corvette sent waves through the auto industry.

And though it had a rocky start with disappointing sales, it was America's first serious attempt at a true sports car and set a new benchmark.

Ford couldn't ignore it; but instead of going head-to-head with a stripped-down, performance-first roadster, the team in Dearborn went in a slightly different direction.

Ford knew that Americans wanted a sleek and sporty coupe to zip down Main Street, USA, but they didn't want to sacrifice elegance and comfort the way the Corvette did.

The result was the world's first personal luxury car, the Ford Thunderbird.

Design work on the Thunderbird began in early 1953, and it made its debut as a concept at the Detroit Auto Show in February 1954.

Wasting no time, Ford began selling it later that year.

And their hard work paid off.

In its first year alone, Ford sold over 16,000 of them.

The Corvette, on the other hand, sold just 700 in its first year!

In fact, it would take Chevy more than five years to sell 16,000 Corvettes.

Ford had hit the jackpot.

One of the reasons why the Thunderbird was more successful than the Corvette was what was offered under the hood: 8-cylinders.

Today, V8s and Corvettes are synonymous, right, but in 1955, an inline-6 was the standard engine on the Corvette.

Ford owners were enjoying a 4.8 liter V8.

The T-bird had other refinements and luxurious offerings that customers loved, like power windows and seats, a weatherproof removable hardtop, a larger cabin, full leather seats, and a more refined and elegant presentation overall, from the doors to the dash.

The public embraced the idea of a chic two-seater vehicle that prioritized a smooth and luxurious driving experience over pure track performance.

But that doesn't mean the Thunderbird was a slouch behind the wheel.

Remember, it was designed to beat the Corvette out here on the road...which it did.

The Thunderbird had 192 horsepower, getting the car to 60 in around 9.0 seconds, a quarter mile time of about 17 seconds and a top speed of 120.

Not fast by today's standards, but those were impressive numbers in the age of Eisenhower.

In fact, these figures challenged many European roadsters of the time, but with a level of comfort and style that set it apart.

And the Thunderbird was relatively light, weighing just over 3000 pounds.

And that means, the car is much more nimble than it was presented; and while it won't set any lap records, this refined cruiser also doesn't mind the twisty stuff.

All in a package that offered luxury and sophistication few competitors could match.

It wasn't long before Ford's competitors started making personal luxury cars of their own, trying to capitalize on this new genre that Americans suddenly loved.

Car lots were soon full of a wide range of options like the Chevy Monte Carlo, the Buick Riviera and the Oldsmobile Toronado.

While, the 1st generation Thunderbird only lasted until 1957, it was just the first in a long, 40-year legacy.

Later, it would evolve into a much larger, more luxurious cruiser until production halted in 1997.

In a final attempt to revive the Thunderbird, Ford introduced a completely redesigned edition in 2002.

This 11th generation model was a nostalgic throwback to the original '55 design, featuring a two-seat layout, a powerful V8 engine and a retro look.

The car's styling was a critical hit, and initial sales were strong, driven by baby boomers' fond memories of the original.

However, the nostalgia-driven sales proved to be short-lived.

The car's impracticality, high price and lack of true performance made it a difficult sell to a new generation of buyers.

As the initial buzz wore off, sales plummeted and Ford finally put the T-Bird back in its cage for good in 2005, effectively ending the personal luxury segment as we know it.

But the spirit of the personal luxury car...bold design, a powerful engine and a focus on comfort...didn't disappear, they were simply transferred to other vehicle types.

Luxury SUVs, 4-door coupes, and sport sedans all offer the balance of sportiness and indulgence of that first Thunderbird.

So, while the T-Bird may no longer be with us, it's all-American blend of elegance and excitement lives on.

♪ ♪ GREG CARLOSS: Twelve months have passed and 11,538 miles have been driven, so with much sadness, it's time to say goodbye to our 2024 Subaru Solterra EV.

Sure, it's maybe a bit quirky and definitely heavy-handed with the safety warnings, but what else would you expect from the first EV from Subaru?

And for a first effort, it got all of the important things right: Good power, great comfort, and all-wheel-drive traction that easily got us through a Mid-Atlantic winter.

As you might expect from an EV created as a joint effort by Toyota and Subaru, this Solterra has been extremely solid for us this past year.

Yeah, we wish there was more range and that it could charge a little faster, but both of those things have already been addressed for the 2026 Solterra; but as for this one that we've been testing all year, the powertrain is as smooth and quiet as any of its competitors, and it offers the acceleration performance you're just not going to get in any other Subaru SUV.

It's been a rewarding year in this Solterra.

We'll see how things are progressing with our Kia Carnival people mover on the next MotorWeek Long-Term Road Test Update!

JOHN: Every now and then, a new player tries to break into the automotive game.

Back in the '80s, we saw two compact efforts from two very different corners of the world.

One stuck around, the other didn't last so long.

Well, here's what we had to say about the Hyundai Excel and Yugo GV.

♪ ♪ In the East, dealers are selling their Yugos before the cars are even off the boat.

The reason seems to be the Yugo's advertised $3,990 base price.

At only 1,800 pounds, the easy-to-handle front-drive Yugo carries most of its weight in the front.

TEST DRIVER: Hey, where do you want the Yugo?

JOHN: The whole car is based on Fiat components, all built in Yugoslavia.

Under the hood is a 1.1 liter overhead-cam 4-cylinder, but a 0-60 time of 16 seconds is comparable to most base import economy models.

That still means, though, that you have to allow plenty of space for pulling onto an interstate.

The dash is stylish and attractive, though for instrumentation you get just the essentials.

A 4-speed manual is the only available transmission.

All told, the Yugo design is a bit dated.

Of course, there's no way of knowing how reliable the Yugo will turn out to be, but if past Fiat durability is any guide, buyers shouldn't exactly expect it to last forever.

And if you understand the Yugo's limitations at the beginning and can actually get one for a price near the advertised $3,990, then the little Yugo could be a viable every day in-town commuter.

Our next new country import, the Hyundai Excel, has a suggested price range of $5,500 to $7,500.

For a car this size, there's plenty of passenger room, and with the sedan's wide rear doors, getting in the back is easy.

The rear windows roll all the way down, too, a feature some luxury cars don't even have.

The Hyundai also has lots of little standard features.

There's full carpeting and heat vents for the backseat passengers.

The Excel can be had with one of three transmissions: A 4-speed, 5-speed or a 3-speed automatic.

But there's no doubt that this is an economy car.

If you're too frugal to order an option like cruise control, they still comment on your economic status by continuing to mark the nonfunctioning switch.

And the spare tire cover is crude cardboard.

Although, the sedan's trunk is large and opens all the way down to the bumper.

Under the hood, there's a 1.5 liter overhead-cam four that was designed by Mitsubishi but built by Hyundai.

So, as you might expect, the Excel performs and feels about like a Japanese front-drive sedan.

The fit and finish in our early production car was good, with no squeaks or rattles.

Only the radio failed to work as advertised.

So, both the Hyundai Excel and the Yugo GV are more than funny foreign flukes.

They just may be the first successful wave of a new low price import invasion.

JOHN: The express lane is open, just in time for this week's QuickSpin!

♪ ♪ GREG: A new Toyota RAV4 is here for 2026, and it's giving buyers of this immensely popular compact utility even more options while also taking an all-hybrid approach.

All RAV4s are electrically assisted in some fashion, be it plug-in or traditional hybrid.

In either case, a 2.5 liter inline-4 is paired with two electric generators and a CVT.

Front-wheel-drive hybrids see 226 horsepower; all-wheel-drive hybrids boast 236 horsepower thanks to a rear electric motor.

The plug-in hybrid, which also has a rear electric motor for standard all-wheel-drive, sees up to 324 horsepower.

STEPHANIE HART: Alright, now I'm behind the wheel of the 2026 Toyota RAV4 Hybrid Limited, and some of you may know that I own the 2024 RAV4 Hybrid Limited, so it's been really fun driving this around and comparing the driving dynamics.

And uh, for 2026, the RAV4 gets more power in the Hybrid Limited version-- 236 horsepower compared to the 5th gen that I own, which delivers 219 horsepower.

So, it's nice to have that power boost.

Overall, it's a comfortable ride.

I don't feel like a lot has changed from the previous gen and that's a good thing.

Why mess with a good thing?

GREG: The cabin has been improved, too, rocking Toyota's latest Audio Multimedia system.

This 12.9 inch screen is bigger and more responsive, and other interior changes, like the new center console, are more practical.

2026 RAV4s start appearing in Toyota dealerships later this year, starting around $33,000; plug-in hybrids arrive early next year, pricing to be determined.

And you bet we'll have a full Road Test soon.

JESSICA RAY: The Audi S3 continues to strike a balance between the A3 and RS3, but 2025 sees it inch closer to the RS threshold.

The S3's standard all-wheel- drive powertrain sees a bump of 22 horsepower for 2025, now up to 328 horsepower total, generated by a 2.0 liter turbo-4.

A 7-speed dual-clutch delivers all 295 pound-feet of torque to the pavement, now felt in a wider range on the tach, between 2,100 and 5,500 RPM.

These improvements only further refine this granular recipe of the sport daily.

The S3 is a nice performance upgrade over the already sporty A3.

You have over 100 more horsepower here, so it is pretty quick; and the DCT does a really great job of putting power down very smooth.

The suspension is stiffer, which means we have noticeably better handling, but not so stiff to make daily commuting uncomfortable.

I'm in dynamic mode and I've been driving around town in it, and it's still very comfortable for any daily commuting.

So, in a world where sports sedans are getting heavier and bigger, it's refreshing to drive one that's so lightweight and well balanced.

Borrowing tech from the elite RS3, a rear torque splitter and new suspension components bolster stability and traction; and overall tuning to both hardware and software further sweeten the deal-- a deal starting around $50,000 with destination.

For something that's just as fun as it is sensible, that's not totally unreasonable.

And we'll have more QuickSpins, soon!

JOHN: No matter how established your brand is, welcoming new buyers into the fold is vital to staying relevant and for long term success.

Sometimes that means a shift in focus or even entering a new segment.

Well, Acura is thinking big by going small with their littlest SUV yet, the ADX!

♪ ♪ These days you're not serious about attracting entry-level buyers, if you don't have at least one subcompact-sized SUV in your lineup.

So, consider this 2025 ADX Acura's intention to be a full member of the club.

Thankfully, it doesn't strike us as a direct reinvention of Honda's HR-V, or even a utility version of the Integra, having more of a spacious CR-V feel to it, along with that great Civic vibe.

So, parts bin or not, interior materials are a clear step up from Honda, and Acura has also restrained themselves from going tech overload, with a refreshingly simple and easy to use control layout, along with a familiar Google-based 9.0 inch touchscreen display up top.

Acura was also able to include a nice traditional shifter in the center console, while still allowing for open access to a wireless phone charging pad.

This 10.2 inch Precision Cockpit gauge display for driver info is standard; this 15-speaker premium sound system, an upgrade over the base 8-speaker setup.

Front seats are sporty looking, but also very comfy and ventilated as part of the A-Spec appearance package, which also includes a panoramic sunroof that adds to the overall spacious feel.

There's a good amount of space for rear seat passengers who get their own pair of USB-C charging ports.

The ADX sports the 1.5 liter turbocharged 4-cylinder from the Integra, but slightly detuned here for crossover duty at 190 horsepower and 179 pound-feet of torque.

It works exclusively with a CVT, and the expected high levels of engine noise make for a very un-Acura-like experience, though there are some nice metal paddle shifters to play with.

And the rest of the driving experience is quite playful too; the suspension is well-sorted, delivering a great ride for a small SUV, but also handles curves eagerly, all without getting upset by bumps in the road.

Seemingly everything has been "sport tuned," according to Acura, and that of course includes the fully independent suspension setup.

And we did find it quite nimble in our handling course, zipping through without any oversteer or understeer.

Integrated Dynamics offers up to five drive modes, including a customizable setting.

Though, in all modes, we found the steering to be light and a little vague.

All-wheel-drive is available, though not the super-handling sort; but grip was still plentiful through the cones.

In straight-line runs, there was a nice little jump out of the hole, but then it quickly settled down into a more moderate pace, taking 8.7 seconds to hit 60 miles per hour.

The CVT has simulated gear shifts, and while they do break up the extended high RPM engine noise of typical CVTs, it comes at the cost of losing momentum with every blip and made for a long 16.7 second trip to the end of the quarter-mile at 87 miles per hour.

Other than some very soft brake pedal feel, panic stops from 60 miles per hour were good, averaging a short 110 feet with very little nosedive.

(SUV whooshing by) Most of our staff really liked the ADX's tall hatchback vibe and its planted stance, aided by a big rear spoiler and dual exhaust tips unique to the ADX.

A-Spec comes with 19 inch aluminum alloy wheels.

For a subcompact, there's a great amount of cargo space behind the standard power liftgate, 23.2 cubic-feet in back and 53.9 with rear seatbacks folded.

Pricing starts at $36,350, adding both A-Spec and Advance packages will take it to $43,350; all-wheel-drive is a standalone $2,000 option.

If the 2025 Acura ADX is all about welcoming new buyers into Honda's premium brand, they have done a great job of delivering the full Acura experience at a lower price point.

Even current Acura buyers looking to downsize will find a lot to like in the ADX.

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 plug-in hybrid that's more "smiles per gallon," the Mercedes-AMG E 53, and the latest on a Volkswagen best seller, the Tiguan.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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