HI, I'M JOHN DAVIS AND THIS IS MOTORWEEK !

JOIN US AS SUBARU BRINGS MORE SIZE, SUBSTANCE, AND STYLE TO THE MIDSIZE LEGACY... PAT GOSS ON GETTING THE RIGHT RESULTS FROM PLUS-SIZE TIRES...

THE DEVIL'S IN THE DETAILS AS BRIAN ROBINSON GOES TWO WHEELIN... AND CADILLAC ADDS TO THEIR BIG LUXURY GARAGE WITH THE THREE ROW XT6...

SO, COME DRIVE WITH US, NEXT!

CLOSED CAPTIONING PROVIDED BY MARYLAND PUBLIC TELEVISION.

* Announcer: MOTORWEEK , TELEVISION'S ORIGINAL AUTOMOTIVE MAGAZINE.

BROUGHT TO YOU BY... Announcer: YOU'RE SHOPPING FOR TIRES ONLINE AND YOU HAVE QUESTIONS.

Man 1: I DO.

Announcer: WE'RE TIRERACK.COM, AND WE HAVE ANSWERS, AND TOOLS TO HELP.

Man 2: LIKE OUR TIRE DECISION GUIDE.

IT'S A...TAKE A LOOK.

Man 1: OH.

Announcer: FIND...DELIVER...INSTALL...

STATE FARM IS PROUD TO SUPPORT MOTORWEEK .

John: THESE DAYS WE HEAR A LOT ABOUT LEAVING A LEGACY BEHIND.

BUT SUBARU IS NOT ABOUT TO DO ANY SUCH THING, AS DESPITE SLUMPING MIDSIZE FAMILY SEDAN SALES HERE IN THE U.S. SUBARU HAS JUST INTRODUCED AN ALL-NEW LEGACY 4-DOOR.

AND THE ONLY THINGS, IT LEAVES BEHIND ARE BORING STYLING AND OUTDATED TECHNOLOGY.

* IF SUBARU WERE TO HAVE A LEGACY, OTHER THAN THIS 2020 LEGACY SEDAN OF COURSE; IT WOULD BE, MAKING ALL-WHEEL DRIVE STANDARD IN THE LATE 1990s.

AND FOR MANY YEARS, THE LEGACY WAS YOUR ONLY MASS-MARKET CHOICE, IF YOU WANTED A 4-DOOR WITH ALL-WHEEL DRIVE.

THAT'S NO LONGER THE CASE, AS OTHER CARMAKERS ARE INCREASINGLY SEEING THE PERFORMANCE, CAPABILITY, SAFETY, AND OF COURSE, MARKETING BENEFITS OF ALL-WHEEL DRIVE.

NOT TO MENTION, SYSTEMS ARE READILY AVAILABLE FROM ALL OF THEIR CAR BASED CROSSOVERS.

ALL THAT IS TO SAY, THIS NEW LEGACY NEEDS TO OFFER A LOT MORE THAN JUST 4-WHEEL TRACTION TO STAY COMPETITIVE.

FOR STARTERS, THE 2020 LEGACY'S BASE ENGINE IS STILL A 2.5 LITER BOXER-4.

BUT IT'S BEEN HEAVILY REVISED TO DELIVER BOTH ADDITIONAL POWER, AS WELL AS INCREASED EFFICIENCY.

HORSEPOWER IS UP 7, TO 182; WITH 176 POUND-FEET OF TORQUE.

NO MORE 6-CYLINDER OPTION, BUT XTs GET THE ASCENT'S STOUT, 260 HORSEPOWER 2.4 LITER TURBO.

NO MANUAL TRANSMISSION EITHER; ALL COME MATED TO A CVT.

THE BOXER ENGINE ALLOWS FOR A LOW CENTER OF GRAVITY, AND WHILE NEVER A HANDLING STANDOUT, SUBARU TOOK ADVANTAGE OF THEIR NEW GLOBAL PLATFORM, WHICH IS 70% STIFFER, AND ALSO LIGHTER, TO DIAL UP THE FUN FACTOR A BIT.

THEY'VE ALSO, PUT MORE EFFORT INTO THE SUSPENSION TO REDUCE BODY ROLL, WITHOUT SACRIFICING RIDE QUALITY; AND INDEED, THE LEGACY NOW HAS ONE OF THE MOST POLISHED RIDES IN THE SEGMENT.

THE MACPHERSON STRUT FRONT AND DOUBLE-WISHBONE REAR SUSPENSION REMAINS FAMILY CAR SOFT, BUT THERE WAS NOTICEABLY LESS WEIGHT TRANSFER THROUGH THE CONES.

ACTIVE TORQUE VECTORING APPLIES THE BRAKES SELECTIVELY, WORKING WITH THE ALL-WHEEL DRIVE SYSTEM TO CHANNEL POWER TO THE WHEELS THAT CAN USE IT MOST EFFECTIVELY; BUT YOU DO NEED TO KEEP INPUTS SMOOTH, AS SUBARU PRIORITIZES SAFETY OVER EVERYTHING ELSE, AND WILL SHUT THINGS DOWN QUICKLY, IF IT SENSES YOU'RE GETTING OUT OF CONTROL.

ON THAT SAFETY FRONT, EYESIGHT WITH AUTOMATIC EMERGENCY BRAKING, AND ADAPTIVE CRUISE CONTROL WITH A NEW LANE CENTERING FUNCTION, IS STANDARD ON ALL LEGACIES.

BETWEEN THE ALL-WHEEL DRIVE, AND THE RELATIVELY LOW POWER OUTPUT, YOU WON'T HAVE TO WORRY ABOUT WHEEL SPIN.

SIXTY MILES PER HOUR REACHED IN A LEISURELY 8.3 SECONDS.

POWER BUILDS SLOWLY, AND REALLY DOESN'T COME ON IN FULL UNTIL YOU'RE NEAR THE TOP-END OF THE TACH.

THEN, BOTH IT AND YOU SETTLE IN FOR A WORKMANLIKE TRIP THROUGH THE QUARTER.

IT'S NOT QUICK, BUT IT WOULD MAKE A GREAT BRACKET RACER, AS NO MATTER WHAT WE DID, WE HIT EXACTLY 16.5 SECONDS AT 86 MILES PER HOUR EVERY TIME.

IN PANIC STOPS FROM 60, WE SAW A FINE AVERAGE STOPPING DISTANCE OF 115 FEET, BUT WITH SOME VERY NOISY ABS RACKET.

EVER SO SLIGHTLY BIGGER THAN BEFORE, THERE'S FRACTIONALLY A LITTLE MORE SPACE INSIDE, BUT THE LEGACY ALREADY FELT PLENTY ROOMY TO US.

WHAT WE CAN APPRECIATE, IS THE LEGACY'S MORE UPSCALE TURN.

MATERIALS ARE IMPROVED ALL AROUND, AND THE SPACE JUST SEEMS MORE INVITING THAN BEFORE.

WE'VE ALREADY SEEN THIS AVAILABLE, 11.6 INCH TABLET-STYLE TOUCHSCREEN FOR SUBARU'S STARLINK MULTIMEDIA NAVIGATION SYSTEM IN THE OUTBACK, AND APPRECIATE ITS QUICK RESPONSE AND EASE OF USE.

IT'S IN EVERY LEGACY EXCEPT FOR BASE TRIM, WHICH GETS A 7-INCH SCREEN ALONG WITH PHYSICAL CONTROLS FOR THE HVAC.

ALL LEGACY CLIMATE CONTROLS INCLUDE AUTOMATIC OPERATION.

OTHER STANDARD FEATURES INCLUDE ELECTRONIC PARKING BRAKE, LED HEADLIGHTS, AND REMOTE KEYLESS ENTRY.

OUR LIMITED TESTER ADDS POWER LEATHER SEATS FOR BOTH UP FRONT, CHARGE PORTS FOR REAR PASSENGERS, AND HEATED SEATS FOR ALL.

GAUGES HAVE A TRADITIONAL, AND WELCOMED TWIN DIAL SETUP, WITH A SMALL FULL-COLOR INFO DISPLAY IN BETWEEN.

EVERYTHING IS CLEAR, PRECISE, AND EASY TO READ.

WHILE, FAR FROM FLASHY, THE NEW, AND MORE ATTRACTIVE EXTERIOR DESIGN WILL CERTAINLY ATTRACT A FEW MORE EYES THAN BEFORE.

FENDER FLARES ARE MORE EXAGGERATED, AND THE REAR DECK IS HIGHER.

COMBINE THAT WITH LESS GLASS IN PROFILE, AND YOU'VE GOT AN OVERALL SLEEKER, LOWER LOOKING SILHOUETTE.

BENEATH THAT TALLER REAR DECK IS SLIGHTLY MORE TRUNK SPACE, AT 15.1 CUBIC-FEET 60/40 SPLIT FOLDING SEATBACKS ARE STANDARD.

GOVERNMENT FUEL ECONOMY RATINGS ARE 27-CITY, 35-HIGHWAY, AND 30-COMBINED ON REGULAR GAS.

THE ENERGY IMPACT SCORE IS BETTER THAN AVERAGE, WITH 11.0 BARRELS OF OIL BURNED AND 4.9 TONS OF CO2 EMITTED ANNUALLY.

PRICING BEGINS AT $23,645, WITH TOP TOURING XT STARTING AT $36,795.

SO, A LITTLE MORE STYLE AND A LOT MORE SUBSTANCE SHOULD GO A LONG WAY TOWARDS KEEPING THIS SUBARU RELEVANT IN TODAY'S CROSSOVER-CRAZY WORLD.

AND WHILE, WE CAN'T SAY WHAT YOUR LEGACY WILL BE, DESPITE THE DECLINE IN SEDAN SALES, THIS 2020 LEGACY, LOOKS TO BE A LASTING ONE FOR SUBARU.

* BACK IN 2011 WHEN DUCATI BROUGHT THE DIAVEL TO THE U.S. MARKET, YOU KNEW IT WAS GOING TO BE ANYTHING BUT YOUR TYPICAL CRUISER.

WELL, NEEDLESS TO SAY, IT WAS A CRUISER AS ONLY DUCATI COULD DO IT, AND IT WAS A BIG...HOT...HIT.

WELL...FOR 2019, THERE'S AN ALL-NEW DIAVEL, AND IT LOOKS LIKE BRIAN ROBINSON IS IN FOR A DEVIL OF A TIME.

* Brian Robinson: LIKE, ANY OTHER JOB, HERE AT MOTORWEEK , SOME DAYS ARE BETTER THAN OTHERS.

AND THEN, THERE ARE TIMES WHEN DUCATI DROPS OFF SOMETHING LIKE THIS!

* BACK WHEN WE TESTED THE ORIGINAL DIAVEL, IT'S HARD TO SAY, WHICH WAS MORE DIFFICULT, TRYING TO CLASSIFY IT, OR TRYING TO PRONOUNCE IT.

EITHER WAY, IT WAS A WICKED GOOD TIME, AND DUCATI'S BACK FOR MORE WITH THE 2019 DIAVEL 1260S.

NO BIG CHANGES IN STYLING DIRECTION FOR THIS SECOND GENERATION DIAVEL, AS BEFORE, IT LOOKS LIKE IT EMERGED FROM SOME CRAZY ITALIAN STYLINATOR MACHINE, WITH SPORTBIKE, AND CARTOON SUPERHERO SETTINGS CRANKED TO THE MAX.

AND OUT POPPED THIS MENACINGLY HANDSOME MOUND OF MACHISMO.

A 63 INCH WHEELBASE CERTAINLY PUTS IT IN THE POWER CRUISER CATEGORY; LINES HAVE BEEN SHARPENED ALL AROUND, AND THE OVERALL DESIGN HAS BEEN CLEANED UP A LITTLE, GIVING IT A MORE PURPOSEFUL, AND DARE WE SAY, MORE AGGRESSIVE TONE.

THE FAT 240 REAR TIRE AND MINIMAL REAR WITH UNDER-TAIL MOUNTED LED TAIL LIGHTS RETURNS SLIGHTLY UPDATED.

PERHAPS THEIR BEST ACHIEVEMENT WAS ELIMINATING THE MULTIPLE FEET OF EXHAUST PIPING THAT CLUTTERED UP THE SIDE OF THE PREVIOUS BIKE.

THE EXHAUST IS NOW NEATLY PACKAGED, WITH A HUGE AUTOMOTIVE STYLE MUFFLER DIRECTLY BEHIND THE ENGINE, AND STUBBY TWIN OUTLETS.

LOOKS GREAT; SOUNDS EVEN BETTER.

A 3.5 INCH TFT GAUGE PANEL IS SMALL AND PACKED FULL OF INFO, YET SOMEHOW, PROVES TO BE VERY READABLE AT SPEED, AND EVEN SWITCHES FROM BLACK ON WHITE TO WHITE ON BLACK AUTOMATICALLY.

RIDING POSITION IS EXCELLENT, FEELING LIKE IT WAS CUSTOM BUILT FOR MY OVERWEIGHT 6-FOOT FRAME; AND JUST ENOUGH SEAT COMFORT TO GET THROUGH A FULL DAY'S RIDE WITHOUT GETTING DISTRACTED.

LIKE, A WELL SET UP EUROPEAN SPORT SEDAN, RIDE QUALITY HERE IS FIRM, BUT NOTHING EVER SEEMS TO UPSET IT.

NESTLED IN ITS MINIMAL STEEL TRELLIS FRAME IS THE HEART OF THIS BEAST; [ENGINE RUNNING] DUCATI'S TESTASTRETTA 1,262CC TWIN BORROWED FROM ITS XDIAVEL OFFSHOOT.

HORSEPOWER IS 159, WITH A HEALTHY 95 POUND-FEET OF TORQUE OUTPUT.

POWER IS IMMEDIATE, AND FORCEFULLY DELIVERED WHETHER YOU'RE FULLY READY FOR IT OR NOT.

FORTUNATELY, THERE ARE RIDING MODES TO HELP YOU TAME THE BEAST IF YOU SO CHOOSE; SPORT, TOURING, AND URBAN ARE YOUR OPTIONS.

SPORT MODE IS THE MOST FUN, NATURALLY, BUT IT'S HYPER THROTTLE RESPONSE CAN BE A LITTLE INTIMIDATING.

LET'S JUST SAY, IT DOESN'T LIKE TO PUTT AROUND AND ENJOY THE SCENERY, IT LIKES TO BE RIDDEN HARD.

IT TAKES SOME EFFORT TO GET THAT FAT 240 REAR TO LEAN INTO TURNS; BUT ONCE YOU'RE THERE, THE BIKE FEELS ROCK SOLID AND RESPONDS QUICKLY TO INPUTS.

THIS IS THE UPGRADED 1260S, WHICH INCLUDES A FULLY ADJUSTABLE OHLINS SUSPENSION, LIGHTER WHEELS, UPGRADED BRAKES, A QUICK-SHIFTER, FULL LED LIGHTING, AND EVEN A MULTIMEDIA SYSTEM WITH FULL SMARTPHONE INTEGRATION, FOR THE ADDITIONAL COUPLE GRAND.

THAT PUTS IT AT $22,995; THE BASE 1260, JUST UNDER THE 20-GRAND THRESHOLD AT $19,995.

THERE ARE A LOT OF THINGS ABOUT THE 2019 DUCATI DIAVEL 1260S THAT ARE HARD TO EXPLAIN OR ANSWER, BUT ITS PURPOSE IS CLEAR.

GIVE OLDER RIDERS MUCH LIKE MYSELF, WHO ARE EITHER UNABLE OR UNWILLING TO FOLD THEMSELVES IN AND AROUND A SPORTBIKE, BUT STILL WANT THAT SAME EXPERIENCE IN A MUCH MORE COMFORTABLE PACKAGE.

AS THEY SAY, THE DEVIL...IS...IN THE DETAILS.

* John: TIRES.

FOR MOST FOLKS, THEY'RE JUST AN ESSENTIAL PART OF EVERY CAR.

BUT TO OTHERS, TIRES ARE ACTUALLY A FASHION STATEMENT.

SO, HERE'S PAT GOSS WITH THE TRUTH ABOUT PLUS SIZE TREADS.

Pat Goss: THIS TIME, WE'RE GOING TO TALK ABOUT TIRES WITH OUR TIRE EXPERT MATT EDMONDS.

MATT WELCOME BACK TO GOSS' GARAGE.

Matt Edmonds: WELL, A PLEASURE TO BE HERE PAT.

Pat: ALRIGHT, YOU BROUGHT US AN ASSORTMENT OF TIRES.

TELL US WHAT YOU BROUGHT.

Matt: WELL, I TELL YOU.

WE'VE BROUGHT SOME PLUS SIZING WITH US TODAY.

ON THIS VOLKSWAGEN, WE HAVE A 17-INCH TIRE AND WHEEL PACKAGE.

THE ORIGINAL EQUIPMENT SIZE.

IN FRONT OF YOU, WE HAVE AN 18-INCH TIRE AND WHEEL.

IN FRONT OF ME A 19-INCH TIRE AND WHEEL.

SO, PLUS ONE AND PLUS TWO.

THE PLUS BEING THE EXTRA DIAMETER OF THE WHEEL AS WE SAY, SO AN 18-INCH AND 19-INCH WHEEL.

Pat: ALRIGHT.

BUT NOW, WE SEE SOME DRASTIC DIFFERENCES AS WE PLUS SIZE THESE.

Matt: THERE ARE.

THEY GET A LITTLE WIDER BOTH THE WHEEL AND THE TIRE, BUT MORE IMPORTANTLY, THE THING THAT STAYS THE SAME ON THESE, THE THING WE HAVE TO MAKE SURE STAYS THE SAME IS THE OUTSIDE DIAMETER OF THE TIRE OR AS MANY PEOPLE SAY, THE HEIGHT OF THE TIRE.

THAT STAYS THE SAME.

WE NOTICE THE SIDE WALL CHANGES THOUGH, BECAUSE IF YOU LOOK AT THESE THE SIDE WALLS HAVE GOTTEN SHORTER AS WE'VE GONE UP IN SIZE.

MAINTAINING THE OUTSIDE DIAMETER, THE WHEEL HAS GOTTEN BIGGER, SO THE SIDE WALLS HAD TO SHRINK.

Pat: ALRIGHT, AND THAT'S IMPORTANT.

I KNOW, OUT IN THE FIELD, WE SEE ALL KINDS OF PROBLEMS WITH ELECTRONIC SYSTEMS ON THE CAR WHEN THIS IS NOT DONE PROPERLY.

Matt: YEAH, IF WE DON'T KEEP THAT SAME OUTSIDE DIAMETER, YOUR ANTI-LOCK BRAKE SYSTEM, YOUR TRACTION CONTROL SYSTEM, AND YOUR SPEEDOMETER WON'T READ PROPERLY, WHILE THOSE OTHER SYSTEMS DON'T FUNCTION.

Pat: ANOTHER ISSUE, WE SEE WHEN ITS NOT DONE RIGHT IS CLEARANCE.

Matt: [LAUGHS] ABSOLUTELY.

THERE'S ARE A LOT OF COMPONENTS BEHIND THAT WHEEL.

BRAKES AND SUSPENSION COMPONENTS, YOU GOTTA MAKE SURE THAT YOU CLEAR THOSE, SO IT'S VERY, VERY IMPORTANT TO WORK WITH A REPUTABLE WHEEL SHOP OR AN ONLINE SOURCE WHERE YOU CAN GO AND ACTUALLY PLUG IN YOUR MAKE, MODEL, AND YEAR OF VEHICLE.

AND MAKE SURE THAT ALL OF THOSE ISSUES ARE HANDLED AND THAT YOUR TIRE, AND WHEEL PACKAGE HAS THE RIGHT LOAD BEARING CAPACITY, ET CETERA.

Pat: ALRIGHT, NOW YOU ALSO BROUGHT A MINUS.

Matt: [LAUGHS] WE CAN GO PLUS.

WE CAN GO MINUS.

AND TYPICALLY, WHEN WE GO MINUS, WE DO THAT FOR WINTER TIRE AND WHEEL PACKAGES.

WHERE ON SOME OF TODAY'S SUVs THAT HAVE 20 OR 22 INCH WHEELS AS ORIGINAL EQUIPMENT, THEY MAY NOT HAVE A WINTER TIRE OPTION IN THAT SIZE, BUT YOU CAN GO DOWN, NOT ONLY SO THAT YOU HAVE AVAILABILITY OF WINTER TIRES BUT TYPICALLY -- WHEN YOU GO DOWN, YOU GO TO A NARROWER TIRE.

JUST AS WE'VE GONE WIDER AS WE GO PLUS, WE GO NARROWER INTO MINUS.

AND THAT MAKES SURE THAT OUR WINTER TIRES IS GONNA TO DIG DOWN THROUGH THE SNOW AND GET TO THE PAVEMENT.

Pat: ALRIGHT, SO THIS MYTH ABOUT PUTTING GREAT BIG WIDE TIRES ON FOR SNOW TRACTION IS, THAT'S COMPLETELY WRONG.

Matt: WELL, IT DOESN'T WORK THE SAME AS SNOW SHOES WHERE YOU WANT TO FLOAT UP ON THE SNOW.

WE WANT TO GET DOWN THROUGH THAT SNOW BECAUSE WE WANT THAT SPECIAL COMPOUND IN THAT WINTER TIRE TO BE ABLE TO CONTACT THE PAVEMENT, AND DO IT'S MAGIC, AND HELP YOU STOP, START, AND CONTROL THAT VEHICLE IN WINTER CONDITIONS.

Pat: OKAY MATT, THANK YOU.

Matt: THANK YOU, PAT.

Pat: AND IF YOU HAVE A QUESTION OR COMMENT, DROP ME A LINE, RIGHT HERE AT MOTORWEEK .

John: WE'RE ALWAYS LOOKING TO DRIVE THE NEXT NEW MODEL.

AND WE DID, FOR THIS WEEK'S QUICKSPIN.

* VOLVO'S ELECTRIFIED CAR SUB-BRAND FINALLY HAS A PRODUCT READY TO LAUNCH, AND WE GOT OUR FIRST DRIVE IN THE 2021 POLESTAR 1 ALONG THE PACIFIC COAST NEAR SAN FRANCISCO, CALIFORNIA.

POLESTAR 1 IS A PLUG-IN HYBRID LUXURY PERFORMANCE COUPE, UTILIZING TWO ELECTRIC MOTORS DRIVING THE REAR WHEELS INDIVIDUALLY, ALONG WITH A 326 HORSEPOWER TURBO, AND SUPERCHARGED INLINE 4 GAS ENGINE COUPLED TO ANOTHER, CRANK-MOUNTED, ELECTRIC MOTOR.

TOTAL SYSTEM OUTPUT OF 619 HORSEPOWER PUTS THE POLESTAR 1 IN SOME PRETTY ELITE COMPANY.

WHILE, EPA NUMBERS ARE NOT YET FINAL, WITH A 34 KWH BATTERY ON BOARD, WE EXPECT AN ELECTRIC-ONLY RANGE OF MORE THAN 70 MILES, SO FAR MORE THAN IS TYPICAL FOR A EUROPEAN PHEV.

ALL THAT HARDWARE LIVES INSIDE A BEAUTIFUL CARBON FIBER BODY, GRAFTED TO A PLATFORM DERIVED FROM THE VOLVO S90 SEDAN.

THE LOOK DRAWS HEAVILY FROM VOLVO'S 2013 COUPE CONCEPT, WITH THE SAME SHARP LINES AND PERFECT PROPORTIONS.

THE INTERIOR LOOK SAYS, VOLVO TOO...MEANING UPSCALE, UNCLUTTERED AND ERGONOMIC.

INSPIRED BY VOLVO'S FACTORY RACING TEAM...

PERFORMANCE IS A BIG ELEMENT.

BRAKES ARE FROM AKEBONO, AND ALL FOUR CORNERS ARE ROCKING OHLINS ADJUSTABLE DAMPERS.

WE PUSHED IT HARD THROUGH TWISTY, HILLY ROADS AND THE POLESTAR 1 NEVER BROKE A SWEAT.

Dave Scrivener: THE POLESTAR 1 REALLY DEFIED MY EXPECTATIONS.

A LOT OF LUXURY PERFORMANCE CARS HAVE TOO MUCH OF THE FIRST AND NOT ENOUGH OF THE SECOND.

BUT THIS STRIKES A GREAT BALANCE: DRIVING THROUGH THESE TIGHT CORNERS WITH UNEVEN SURFACES, THE CAR NEVER LOSES COMPOSURE...

IT'S NIMBLE, IT'S AGILE, IT GOES WHERE YOU POINT IT.

IT'S KIND OF AT ODDS THAT A CAR THIS COMPETENT SHOULD BE THIS COMFORTABLE.

John: ONLY 1,500 POLESTAR 1'S OVER 3-YEARS, AND OF THOSE, 450 ARE DESTINED FOR THE U.S., THE PRICE STARTS AT $155,000, BUT THE FIRST YEAR'S RUN IS ALREADY SPOKEN FOR.

JEEP HAS ALWAYS BEEN ABOUT THE QUEST FOR ADVENTURE.

AND THERE'S NOW, MORE POWER FUELING THAT PURSUIT, WITH THE 2020 JEEP WRANGLER ECODIESEL.

WHILE, NOT THE FIRST JEEP TO HAVE A DIESEL UNDER THE HOOD, IT IS THE FIRST WRANGLER WITH SUCH POWER IN NORTH AMERICA.

HERE, IT'S A 260 HORSEPOWER VERSION OF VM MOTORI'S NOW FAMILIAR 3.0 LITER V6 TURBO-DIESEL.

JEEP SAYS, "IT'S VIRTUALLY REDESIGNED FROM THE 2ND GENERATION ECODIESEL, IN THE GRAND CHEROKEE, AND QUITE SIMILAR TO THE 2020 RAM 1500 ECODIESEL... WITH SOME PARTS REPOSITIONED TO ACCOMMODATE WRANGLER'S RUGGED CAPABILITY."

THIS THIRD GENERATION ECO-DIESEL CHURNS OUT 442 POUND-FEET OF TORQUE AT ONLY 1400 RPM, MAKING IT THE TORQUIEST WRANGLER EVER.

Garick Zikan: NATURALLY, YOU HAVE THE DISTINCT DIESEL RUMBLE OUTSIDE, BUT IT'S A LOT QUIETER IN HERE THAN YOU MIGHT EXPECT.

AND THERE'S A NOTICEABLE DIFFERENCE IN THE TORQUE COMING FROM UP THERE COMPARED TO THE OTHER ENGINE OPTIONS.

THE TORQUE COMES ON EARLY, STEADY AND STRONG MILE AFTER MILE.

John: JEEP SUPPLIED A FLEET OF WRANGLER UNLIMITED RUBICONS FOR OFF-ROADING IN UTAH.

THIS DIESEL'S GRUNT MAKES IT SEEM ALMOST INVINCIBLE FOR ROCK CRAWLING.

DIESEL POWERED WRANGLER'S WEIGH IN AT LEAST 330 POUNDS HEAVIER, DEPENDING ON THE TRIM AND THE GAS ENGINES THEY REPLACE.

SO, ENGINEERS RETUNED THE SHOCKS AND SPRINGS TO CUSHION THE EXTRA WEIGHT PACKED ON TO THIS DIRT DEVOURING DYNAMO.

FOR NOW, THE ECODIESEL IS ONLY BEING OFFERED IN THE 4-DOOR WRANGLER UNLIMITED MODELS.

THE STOUT ENGINE IS MATCHED WITH AN 8-SPEED AUTOMATIC.

EPA NUMBERS WERE NOT FINAL AT THE TIME OF OUR TRIP, BUT THE SAME ENGINE IN THE RAM IS RATED AT 24 MILES PER GALLON COMBINED AND JEEP EXPECTS A FULL TANK IN THE WRANGLER WILL TAKE YOU MORE THAN 500 MILES.

THE 2020 JEEP WRANGLER ECODIESEL IS CERTAINLY UP TO THE CHALLENGE ADVENTUROUS DRIVERS DEMAND.

IT'S ON SALE NOW STARTING AROUND $38,000.

AND WE'LL HAVE MORE QUICKSPINS SOON!

John: BY NOW, YOU'VE LIKELY HEARD THE NEWS ABOUT CADILLAC BECOMING GM'S PRIMARY ELECTRIC VEHICLE BRAND.

WELL, WE'LL SAVE THAT FOR TOMORROW!

TODAY, CADILLAC STILL HAS TO MAINTAIN ITS TRADITIONAL ROLE AS GENERAL MOTORS PREMIER LUXURY BRAND.

AND, THAT MEANS OFFERING THEIR BASE PLENTY OF INTERNAL COMBUSTION ENGINE UTILITIES.

WELL...NOW, CADILLAC HAS ADDED ONE MORE, THE NEW 3-ROW, XT6.

* IF WE'VE LEARNED ANYTHING IN THE LAST DECADE, IT'S THAT A BRAND CAN'T HAVE TOO MANY UTILITY MODELS.

EVEN WHEN THE MOTHER OF ALL LUXURY SUVs, THE CADILLAC ESCALADE, IS IN YOUR STABLE, THERE'S STILL ROOM TO ESCALATE YOUR GAME WITH ONE MORE 3-ROW FAMILY HAULER.

AT LEAST CADILLAC THINKS SO, WITH THE INTRODUCTION OF THIS 2020 XT6.

THIS XT6, THEIR BIGGEST CROSSOVER YET, FOCUSES JUST AS MUCH ON FEATURES FOR THE FAMILY AS IT DOES ON THE USUAL CADDY PRIORITIES OF LUXURY AND TECHNOLOGY.

THAT STARTS INSIDE WITH AN INVASION OF USB PORTS.

SOMETIMES, THERE JUST NEVER SEEMS TO BE ENOUGH OF THEM, NOT THE CASE HERE; YOU'LL FIND SIX, STANDARD.

WITH SEATING FOR SEVEN, THAT ONLY LEAVES ONE PASSENGER OUT, UNLESS YOU UPGRADE TO SECOND ROW CAPTAIN'S CHAIRS, THEN YOU'RE SET.

EITHER WAY, THE SECOND ROW IS QUITE ROOMY; THIRD ROW SPACE IS ALSO VERY GOOD FOR THE SEGMENT.

LOTS OF TECH HERE AS YOU CAN IMAGINE, INCLUDING NIGHT VISION, SURROUND VISION CAMERA, AND AUTOMATIC PARKING ASSIST.

A BIG CHANGE TO THE USER EXPERIENCE; SAYONARA TOUCHPAD CUE!

IT SAYS A LOT ABOUT THAT SYSTEM WHEN WE'RE ACTUALLY GLAD TO SEE A CENTRAL CONTROLLER THROWN INTO THE MIX.

AT LAUNCH, YOU CAN CHOOSE BETWEEN A PREMIUM LUXURY VERSION, OR SPORT.

WE OPTED FOR SPORT, NATURALLY; AND IT COMES WITH BLACK EXTERIOR TRIM, UNIQUE V-SERIES INSPIRED GRILLE, MORE AGGRESSIVE FASCIAS FOR THE FRONT AND THE REAR, TINTED TAIL LIGHT LENSES, UNIQUE EXHAUST OUTLETS, AND STANDARD 20 INCH WHEELS, WITH 21s AVAILABLE.

GM ALSO PUT SOME SPORT IN THE SPORT, WITH ACTIVE HANDLING CONTINUOUS DAMPING CONTROL AND QUICKER STEERING.

PLUS, SIMILAR TO THE XT5, A TWIN-CLUTCH, TORQUE VECTORING ALL-WHEEL DRIVE SYSTEM.

IT IMPROVES HANDLING BY VARYING POWER AT EACH REAR WHEEL IN CORNERS, AND ANY TIME TRACTION IS HARD TO COME BY.

AT OUR TEST TRACK, DESPITE EXPECTED BODY ROLL, THE XT6 PROVED PRETTY LIGHT ON ITS FEET, ROTATING FAIRLY QUICKLY.

GOOD OVERALL BALANCE ALSO ALLOWED US TO MAINTAIN HIGH SPEEDS THROUGH THE CONES.

AND WHEN WE DID FEEL THE TRACTION NANNIES, IT FELT LIKE THEY WERE WORKING WITH US AND NOT AGAINST US.

THE XT6 IS BUILT ON A CHASSIS SHARED WITH BUICK ENCLAVE, CHEVROLET TRAVERSE, AND GMC ACADIA.

IT RIDES ON THE ACADIA'S SHORT WHEELBASE VERSION.

BUT IT IS ABOUT 5.0 INCHES LONGER OVERALL, AND SHOULD STILL FIT IN MOST GARAGES.

THERE'S NO 4-CYLINDER LIKE THE GMC.

THE BASE AND THE ONLY XT6 ENGINE IS A FAMILIAR 3.6 LITER V6.

ITS 310 HORSEPOWER AND 271 POUND-FEET OF TORQUE FEELS ADEQUATE, BUT PALES IN COMPARISON TO THE 400 STANDARD HORSES IN RIVAL LINCOLN AVIATOR.

SO, ON A TYPICALLY HOT AND HUMID MID-ATLANTIC SUMMER TEST DAY, IT WAS A LITTLE SLOW OFF THE LINE, BUILDING POWER STEADILY FOR A 7.2 SECOND 0-60.

SHIFTS FROM THE STANDARD 9-SPEED AUTOMATIC ARE BUTTERY SMOOTH, AS WE WORKED OUR WAY DOWN THE TRACK FOR A 15.6 SECOND QUARTER MILE AT 90 MILES PER HOUR.

IT'S TRULY, A QUITE CIVILIZED TRIP DOWN THE STRIP.

THE SUSPENSION SOAKS UP TRACK IMPERFECTIONS WITH APLOMB, WITH VERY LITTLE NOISE FINDING ITS WAY INTO THE CABIN.

A 120 FOOT AVERAGE BRAKING DISTANCE FROM 60 IS ON PAR FOR THE SEGMENT; GOOD PEDAL-FEEL AND STABILITY THROUGHOUT.

AS FOR HAULING CARGO, SPACE BEHIND THE THIRD ROW IS TIGHT, AT 12.6 CUBIC-FEET, BUT EXPANDS EFFECTIVELY TO A GOOD 43.1 BEHIND THE SECOND ROW, AND FURTHER TO A MAX OF 78.7, WHICH IS QUITE GOOD.

SHORTER WHEELBASE KEEPS TOWING CAPACITY TO A MAX OF 4,000 POUNDS.

GOVERNMENT FUEL ECONOMY RATINGS WITH ALL-WHEEL DRIVE ARE 17-CITY, 24-HIGHWAY, AND 20-COMBINED.

PREMIUM LUXURY TRIM COMES WITH FRONT-WHEEL DRIVE AS STANDARD, STARTING AT $53,690; ALL-WHEEL DRIVE WILL COST YOU ANOTHER TWO-GRAND.

SPORT TRIM INCLUDES AWD, AND STARTS AT $58,090.

ALL VERY REASONABLE FOR THIS SEGMENT.

NO DOUBT, CADILLAC HAS ESCALATED THEIR CROSSOVER PROFILE WITH THE 2020 XT6 WHERE EVERY SEAT IS THE BEST SEAT IN THE HOUSE.

IT MAY NOT HAVE THE CACHE OF THE ESCALADE, OR ITS PRESENCE, BUT IT'S A MUCH BETTER FAMILY UTILITY.

AND FINALLY, ONE CADILLAC USER EXPERIENCE WE CAN GET BEHIND.

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 GET ANOTHER REASON TO VEER OFF THE PAVEMENT IN THE VOLVO V60 CROSS COUNTRY.

AND ITS BIG UPGRADES FOR A SMALL CAR, WE TEST THE-ALL NEW MAZDA3 HATCHBACK.

UNTIL THEN, I'M JOHN DAVIS, WE'LL SEE YOU RIGHT HERE ON MOTORWEEK .

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