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

JOIN US FOR OUR LOOK AT A LUXURY UTILITY THAT'S EVERY BIT OF FULL-SIZE, THE LINCOLN NAVIGATOR... BRIAN ROBINSON TAKES ON A MONSTER FROM DUCATI... WE'LL LIFT OUR SPIRITS BY HITTING THE STREETS FOR A FEW QUICKSPINS... AND WIND THINGS UP WITH A TRANSFORMED MITSUBISHI, THE ECLIPSE CROSS...

SO, COME DRIVE WITH US, NEXT!

CLOSED CAPTIONING PROVIDED BY MARYLAND PUBLIC TELEVISION.

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FIRST, THERE WAS THE WHEEL.

THEN, THE TIRE.

"WE'LL CALL IT TIRE RACK."

FORTY YEARS LATER, WE'RE NOT SLOWING DOWN.

ROCKAUTO HAS AUTO PARTS FROM HUNDREDS OF MANUFACTURERS, OFFERING A VARIETY OF BRANDS, PRICES, AND SPECIFICATIONS.

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John: WHETHER, YOU LOVE 'EM OR LOATHE 'EM, VEHICLES LIKE THIS LINCOLN NAVIGATOR DELIVER AN ENCAPSULATING EXPERIENCE UNLIKE ANY OTHER.

AND WHILE, HIGH AND UNCERTAIN FUEL PRICES HAVE NEVER BEEN KIND TO BIG, LUXURY SUVs, THE PUSH TO ELECTRIFICATION IS A WHOLE NEW THREAT.

SO, LET'S FIND OUT, IF THE NAVIGATOR CAN CHART A COURSE THROUGH THESE TROUBLED WATERS.

* WHILE, IT'S CLEAR THAT THE FUTURE OF THE AUTOMOBILE LIES IN BATTERIES, WE'VE YET TO SEE ANY PRACTICAL EXAMPLES OF FULLY-ELECTRIC VEHICLES THAT CAN DELIVER WHAT THE FULL-SIZE 2022 LINCOLN NAVIGATOR CAN.

SURE, IT STILL SUCKS GAS THROUGH ONE OF THOSE JUMBO BUBBLE TEA STRAWS, BUT IT HAS ROOM FOR UP TO EIGHT AND THEIR GEAR, CAN TOW UP TO 8,700 POUNDS, AND STILL LOOKS RIGHT HOME BOTH AT THE COUNTRY CLUB LINKS OR ON A SPECIAL DATE NIGHT WITH YOUR SIGNIFICANT OTHER.

THIS 4TH GENERATION NAVIGATOR HAS BEEN AROUND SINCE 2018; AND CONTINUES TO BE BUILT ON FORD'S F-150 PICKUP CHASSIS.

UPDATES FOR '22 ELEVATE THE EXTERIOR DESIGN, AS WELL AS UPGRADE TECH.

AS FOR THE UPDATED STYLING; IT STARTS WITH A NEW FRONT FACE THAT LOOKS TALLER AND FLATTER THAN BEFORE, WITH A MORE VERTICAL GRILLE WITH ADDED CHROME.

FRESH ADAPTIVE PIXEL PROJECTOR HEAD LIGHTS ADD A MORE MODERN FLAIR; AND 3-DIMENSIONAL TAIL LIGHTS DO MUCH THE SAME FOR THE REAR.

YOU PROBABLY DON'T NEED US TO TELL YOU THIS, BUT THE NAVIGATOR IS EXTREMELY PLUSH INSIDE; WITH A PREMIUM FEEL TO EVERYTHING YOU TOUCH, AND JUST ABOUT EVERY CONVENIENCE-TYPE DOO-DAD YOU CAN IMAGINE, AND PROBABLY EVEN A FEW YOU HADN'T THOUGHT OF.

FRONT SEATS ARE SUPREMELY COMFORTABLE, WITH PLENTY OF ADJUSTMENTS FOR A WIDE VARIETY OF BODY SHAPES.

AND ADEQUATE ROOM FOR ADULTS TO STRETCH OUT IN BOTH 2ND AND 3RD ROWS.

INFOTAINMENT RESIDES ON A LARGER 13.2 INCH TOUCHSCREEN WITH A NEW SYNC4 INTERFACE EXCLUSIVE TO LINCOLN.

IT HAS TWICE THE COMPUTING POWER OF BEFORE, CAN BE UPDATED OVER THE AIR, AND INTEGRATED WITH AMAZON ALEXA.

WE FOUND IT MOSTLY INTUITIVE AS IT RESPONDED QUICKLY WITH MINIMAL HANG-UPS.

REAR SEAT PASSENGERS GET A NEW TOUCHSCREEN OF THEIR OWN FOR CONTROLLING CLIMATE AND AUDIO, AS WELL AS AVAILABLE ENTERTAINMENT.

BIGGER TECH NEWS IS LINCOLN'S ACTIVEGLIDE HANDS-FREE DRIVER-ASSIST SYSTEM.

ESSENTIALLY, LINCOLN'S COMPETITOR TO GM'S SUPERCRUISE, ACTIVEGLIDE ALLOWS FOR HANDS-FREE DRIVING ON DEDICATED "BLUE ZONE" HIGHWAYS.

WITH AN IN-DASH CAMERA TO MONITOR THE "DRIVER'S" HEAD POSTURE AND EYE MOTIONS TO MAKE SURE THEY'RE STILL ENGAGED IN THE PROCESS.

POWERING ALL OF THIS POSH AND CIRCUMSTANCE IS THE SAME 3.5 LITER TWIN-TURBO V6 AS BEFORE, BUT IT HAS LOST A FEW HORSEPOWER SINCE IT DEBUTED IN 2018; NOW OUTPUTTING 440 HORSEPOWER INSTEAD OF 450, THOUGH TORQUE REMAINS UNCHANGED AT 510 POUND-FEET.

UNIQUELY LABELED DRIVE MODES INCLUDE CONSERVE, DEEP CONDITIONS, EXCITE, NORMAL, AND SLIPPERY.

SO, WE HAD HIGH EXPECTATIONS WHEN WE DIALED UP EXCITE AS WE PULLED INTO MASON DIXON DRAGWAY.

WELL, WE CAN'T SAY DRIVING 6,000 POUNDS OF ANYTHING AT THE RACE TRACK IS TRULY EXCITING, BUT THAT TWIN-TURBO TRULY GETS THIS MASSIVE BEAST MOVING WITH A FAIR AMOUNT OF URGENCY.

SOLID LOW-END GRUNT OFF THE LINE, AND ALL-WHEEL-DRIVE GRIP HAD US HITTING 60 IN 5.9 SECONDS; EXACTLY THE SAME AS WE GOT BEFORE.

SHIFTS FROM THE STANDARD 10-SPEED AUTOMATIC ARE SMOOTH, WITH ONLY THE MINOR AMOUNTS OF ENGINE NOISE THAT SEEP INTO THE CABIN TO BREAK UP THE OVERALL FEELING OF HIGH-SPEED SERENITY.

QUARTER-MILE ECLIPSED IN 14.5 SECONDS AT 95 MILES PER HOUR.

MORE OF A PATIENT AND STEADY APPROACH WAS REQUIRED TO NAVIGATE THROUGH OUR HANDLING COURSE.

SLOW STEERING WITH VERY LITTLE FEEL, PLENTY OF BODY ROLL, AND LOTS OF UNDERSTEER WERE ALL THINGS WORKING AGAINST THIS LUXURY LINER; BUT STABILITY SYSTEMS WILL KICK IN WELL BEFORE ANYTHING GETS OUT OF SORTS, AND IT DOES SO IN A WAY THAT ALLOWS YOU TO MAINTAIN YOUR MOMENTUM INSTEAD OF JUST SHUTTING THINGS DOWN.

FOR A VEHICLE THIS SIZE, PANIC STOPS FROM 60 MILES PER HOUR IN JUST 125 FEET ARE PRETTY GOOD.

THERE IS A LOT OF WEIGHT TRANSFER TO THE FRONT, SO IT GETS A LITTLE LIGHT IN THE REAR WHEN YOU FIRST GO FULL ON THE BRAKE PEDAL, BUT IT SETTLES ITSELF DOWN QUITE NICELY AS YOU COME TO A HALT.

GOVERNMENT FUEL ECONOMY RATINGS WITH 4-WHEEL-DRIVE ARE 16-CITY, 22-HIGHWAY, AND 18-COMBINED.

WE AVERAGED 18.5 MILES PER GALLON OF REGULAR.

THAT'S A MUCH WORSE THAN AVERAGE ENERGY IMPACT SCORE, WITH 16.5 BARRELS OF OIL CONSUMED YEARLY, AND C02 EMISSIONS OF 8.2 TONS.

PRICING STARTS AT $79,975; WITH TOP BLACK LABEL COMING IN AT $108,975.

SO, UNTIL BEVs ARE TRULY ABLE TO DO THE THINGS THAT FULL-SIZE SUVs CAN, THERE WILL BE A PLACE FOR VEHICLES LIKE THIS 2022 LINCOLN NAVIGATOR.

IT'S OVER THE TOP IN ALL THE RIGHT WAYS; OFFERING CAPABILITY, PERFORMANCE, AND EVEN LUXURY WORTHY OF ITS LOFTY PRICE TAG.

* WHILE, THE DUCATI MONSTER DIDN'T INVENT THE NAKED BIKE SEGMENT, IT CERTAINLY PLAYED A BIG ROLE IN MAKING THE THEME POPULAR: BIG DOSES OF SPORTBIKE PERFORMANCE WITHOUT ALL OF THE PLASTIC BODYWORK COVERING UP THE GOODS.

WELL, HERE'S OUR BRIAN ROBINSON WITH A REVEALING LOOK AT THE LATEST DUCATI MONSTER.

* Brian Robinson: I CERTAINLY DIDN'T NEED ANOTHER REMINDER THAT I'M GETTING OLD, BUT TURNS OUT THE DUCATI MONSTER HAS BEEN AROUND FOR ALMOST 30 YEARS, AND I CAN REMEMBER THE FIRST TIME I SAW ONE, LIKE IT WAS YESTERDAY.

WELL, TIME MARCHES ON, AND IT LOOKS LIKE IT HAS BEEN A LOT KINDER TO THE MONSTER.

A LOT HAS CHANGED SINCE THAT ORIGINAL 1993 MONSTER M900, BUT THE LATEST DUCATI MONSTER MAKES SURE THAT WHAT REALLY MATTERS HASN'T CHANGED AT ALL.

IT STILL REPRESENTS MOTORCYCLING AT ITS ESSENCE; NOTHING BUT THE NECESSITIES, WRAPPED AROUND A FANTASTIC MOTOR.

HERE, IT'S DUCATI'S NEWEST TESTASTRETTA 90 DEGREE LIQUID-COOLED V-TWIN, WITH A SLIGHT BUMP IN DISPLACEMENT TO 937 CCS, AND AN INCREASE IN POWER TO GO ALONG WITH IT, NOW, 111 HORSEPOWER AND 69 POUND-FEET OF TORQUE.

ONE OF THE BIGGEST CHANGES TO HAPPEN IS THAT ENGINE NO LONGER HANGS FROM A TRELLIS FRAME, RATHER A LIGHTER CAST-ALUMINUM DESIGN SIMILAR TO THE PANIGALE SPORTBIKE'S.

THAT CERTAINLY GIVES THE MONSTER A NEW LOOK, BUT IT'S NO LESS INTERESTING.

THINGS ARE MORE ANGULAR; WITH A MINIMAL CHISELED NATURE TO EVERYTHING FROM THE HEADLIGHT, TO THE TANK, AND EVEN TAIL SECTION.

A $500 UPGRADE TO THE MONSTER + MODEL, ADDS A REMOVABLE COVER OVER THE PASSENGER PORTION OF THE SEAT, AND A SMALL FLYSCREEN UP FRONT.

ABBREVIATED EXHAUST IS MADE POSSIBLE BY A LARGE MUFFLER UNDERNEATH; AND A DOUBLE-SIDED ALUMINUM SWINGARM IS USED TO ATTACH THE 17 INCH 180 REAR TIRE.

IT'S ALL ACCOMPANIED BY A RIDING POSITION THAT'S ALSO QUITE DIFFERENT; PEGS ARE LOWER, HANDLEBAR MOVED REARWARD HELPING YOU SIT MORE UPRIGHT.

YOU CAN DECIDE FOR YOURSELF, IF IT'S MORE COMFORTABLE.

THE SUSPENSION IS A FAIRLY BASIC SETUP WITH LIMITED ADJUSTABILITY; BUT IT SOAKS UP BUMPS QUITE WELL, AND HELPS THE MONSTER FEEL PLENTY STABLE THROUGH CORNERS.

THE NEW MONSTER IS ALSO LIGHTER BY ABOUT 40 POUNDS, PUTTING IT UNDER 400 TOTALS; AND WITH THE ADDITIONAL POWER, IT TRULY FEELS QUICKER, THOUGH JUST AS NIMBLE AS ALWAYS.

DUCATI'S QUICKSHIFT ENABLES SMOOTH AND MOSTLY CLUTCH-FREE SHIFTING OF THE 6-SPEED TRANSMISSION ONCE YOU'RE IN MOTION.

THE MONSTER DOESN'T NECESSARILY FALL INTO CORNERS LIKE ITS MORE HIGH-END TRACK-ORIENTED BRETHREN; IT TAKES A LITTLE WORK, BUT NO MATTER THE SPEED, IT FEELS QUITE SETTLED AND CAPABLE.

DUCATI WAS AN EARLY EMBRACER OF STABILITY SYSTEMS; AND CORNERING ABS, TRACTION CONTROL, WHEELIE CONTROL, AND EVEN LAUNCH CONTROL ARE ALL STANDARD HERE, WORKING THROUGH SPORT, URBAN, AND TOURING RIDE MODES.

YOU CAN MONITOR IT ALL, AS WELL AS THE USUAL IMPORTANT RIDING INFO, ON THE STANDARD 4.3 INCH TFT GAUGE PANEL, WHICH IS CONTROLLED BY A FAIRLY INTUITIVE CONTROL TOGGLE FOR YOUR LEFT HAND.

THESE SYSTEMS EXPERTLY HELP THE MONSTER ACCOMPLISH THE DUAL ROLES OF BOTH DELIVERING A REWARDING EXPERIENCE FOR SEASONED RIDERS, AS WELL AS PROVIDING A USER-FRIENDLY PLATFORM FOR ENTRY-LEVEL MOTORCYCLISTS.

IRONICALLY, CONSIDERING THE AMOUNT OF PERFORMANCE AND ITALIAN PEDIGREE, SOMETHING THAT'S NEVER BEEN SCARY ABOUT THIS MONSTER IS PRICING.

THE BASE MONSTER NOW STARTS AT JUST $11,995; THIS MONSTER PLUS, AT $12,495.

SO, THE 2022 MONSTER MAY STILL BE AN ENTRY-LEVEL DUCATI; BUT IT DOESN'T FEEL ENTRY-LEVEL IN ANY WAY.

IT REMAINS EVERY BIT A MONSTER, AND EASY TO SEE WHY IT'S DUCATI'S BEST-SELLING MODEL EVER.

John: FRESH KEY FOBS ARE ALL THE CONVINCING WE NEED FOR ANOTHER ROUND OF QUICKSPINS!

* Greg Carloss: THE PORSCHE 911'S PERFORMANCE HAS GROWN BY LEAPS AND BOUNDS OVER THE YEARS.

ONE OF THE FIRST MODELS TO REALLY PUSH THE CAR'S LIMITS WAS THE CARRERA RS 2.7, NOW CELEBRATING ITS 50TH ANNIVERSARY.

WELL, THIS SPECIAL EDITION 2023 911 SPORT CLASSIC IS HERE TO PARTY.

AT ITS CORE IS A 911 TURBO S, WHICH WE RECENTLY HAD AN OUTING WITH HERE IN THE STATES; BUT FOR THIS TRIP, WE WENT A BIT FURTHER TO STUTTGART, GERMANY, WHERE WE GOT A TASTE OF WHAT THE SPORT CLASSIC ADDS TO THE MIX.

IN THIS CASE, IT'S ADDITION BY SUBTRACTION.

POWER IS DELIVERED TO THE TWO REAR WHEELS INSTEAD OF ALL FOUR AND THE 8-SPEED PDK TRANSMISSION IS SWAPPED FOR A 7-SPEED MANUAL.

LIKEWISE, THE TWIN-TURBO FLAT-6 ENGINE IS PLUCKED FROM THE STANDARD 911 TURBO RATHER THAN THE S. SO, WHILE THE ENGINE'S THE SAME IT'S ACTUALLY DE-TUNED.

543 HORSEPOWER AND 442 POUND-FEET OF TORQUE, WHICH IS MORE THAN ENOUGH.

IT'S PRETTY TORQUE-Y DOWN BELOW BUT EVEN NOW UP AT AROUND 4,500 AND APPROACHING FIVE TO SIX, IT LIVENS UP.

IT REALLY SOUNDS GOOD OUT BACK.

LIKE THE TURBO S, THE SPORT CLASSIC FLAUNTS A WIDE BODY STANCE, SANS SIDE AIR INTAKES FOR A SMOOTHER LOOK.

REMINISCENT OF THE 2.7, A DUCKTAIL SPOILER PROTRUDES IN THE BACK WITHOUT OBSTRUCTING REAR VISIBILITY.

AND IF THAT'S NOT ENOUGH, A SPECIAL PORSCHE HERITAGE BADGE CAN BE SPOTTED ON THE REAR INTAKE GRILLE.

PORSCHE ADMITS THE SPORT CLASSIC ISN'T BUILT TO BE A TRACK CAR; FAIR ENOUGH, BUT THEY MADE SURE TO POINT OUT THAT IT IS THE MOST POWERFUL 911 WITH A MANUAL TRANSMISSION CURRENTLY AVAILABLE.

THIS CAR, WHILE PLENTY CAPABLE ISN'T A GT CAR.

ITS NOT A GT RS.

IT'S NOT MEANT FOR ALL-DAY TRACK WORK.

SURE, IT CAN HOLD ITS OWN ON THE RACE TRACK.

IT'S MORE FOR DRIVING LIKE THIS AROUND AT A CASUAL PACE.

A LITTLE SPIRITED, IF YOU WANT TO DOWNSHIFT A LITTLE BIT.

[ENGINE REVVING] AND THAT'S WHAT THIS CAR IS FOR.

SO, A THROWBACK PORSCHE WITH ALL THE MODERN ENHANCEMENTS, YOU'D EXPECT.

IF YOU WANT ONE FOR YOURSELF, YOU MAY WANT TO STAND IN LINE NOW BEFORE THEY GO ON SALE LATER THIS YEAR, AS THE 2023 911 SPORT CLASSIC IS LIMITED TO JUST 1,250 UNITS.

AND YOU'LL NEED SOME DEEP POCKETS TO SCORE ONE WITH A STICKER PRICE OF JUST UNDER $274,000.

John: RECENTLY, HYUNDAI INVITED US TO NASHVILLE, TENNESSEE FOR A ROUNDUP OF THEIR LATEST ELECTRIFIED PLUG-INS.

FIRST UP, THE UPDATED KONA ELECTRIC.

IT'S FRONT-WHEEL-DRIVE ONLY, UTILIZING A 64 KILOWATT HOUR BATTERY FOR UP TO 258 MILES OF RANGE.

THE ELECTRIC MOTOR PULLS NICELY: WITH 201 HORSEPOWER AND 291 POUND-FEET OF TORQUE.

COVERING IT ALL UP IS A MID-CYCLE REFRESH: NEW BUMPERS FRONT AND BACK, NEW LIGHTING ALL AROUND, AND NEW WHEELS.

THE INTERIOR IS ENHANCED BY A 10 INCH DIGITAL GAUGE CLUSTER, MORE CARGO VOLUME AND EXTRA SECOND ROW LEGROOM.

PRICING ON THE 2022 KONA ELECTRIC STARTS AROUND $35,000 AND MAXES OUT UNDER $44,000, DESTINATION ATTACHED.

AFTER A SHORT JAUNT IN THE KONA, WE MOVED OVER TO THE SANTA FE AND TUCSON.

BOTH NOW OFFER A PLUG-IN-HYBRID POWERTRAIN: A 1.6 LITER TURBO 4-CYLINDER PAIRED UP WITH AN ELECTRIC MOTOR FED BY A 13.8 KILOWATT HOUR BATTERY.

IT'S GOOD FOR A COMBINED 260 HORSEPOWER, SENT TO THE STANDARD ALL-WHEEL-DRIVE SYSTEM IN EITHER MODEL.

THE SANTA FE'S SETUP ALLOWS FOR 30 MILES OF PURE-ELECTRIC COMMUTING, WITH THE TUCSON ABLE TO SQUEAK OUT AN ADDITIONAL THREE MILES.

BOTH AVAILABLE IN SEL AND LIMITED TRIMS, THE SANTA FE PHEV'S PRICES RANGE BETWEEN $41,000 AND $47,000.

THE TUCSON PHEV WILL GO A LITTLE SOFTER ON THE WALLET, RANGING FROM $37,000 TO $45,000.

WITH HYUNDAI'S PLANS TO HAVE 11 FULL EVs BY THE YEAR 2030, THESE ELECTRIFIED MODELS FEEL LIKE AN APPROPRIATE STEP.

WE'LL BE HERE TO SEE WHAT THE BRAND HAS INSTORE NEXT.

AND WE'LL HAVE MORE QUICKSPINS, SOON!

* Greg: TIME TO GET THE PARTY STARTED, WITH A YEAR-LONG TEST OF THIS 2022 KIA CARNIVAL.

OUR CARNIVAL'S SX PRESTIGE TRIM HAS JUST ABOUT EVERY AVAILABLE CONVENIENCE FEATURE TO HELP KEEP COMPLAINTS FROM OCCUPANTS OF ALL AGES TO A MINIMUM.

INCLUDING SECOND-ROW CAPTAIN'S CHAIRS WITH LOTS OF ADJUSTMENT; JUST KNOW, YOU HAVE TO MOVE THEM INBOARD BEFORE YOU GET YOUR MAX RELAX ON.

WHILE, THE SECOND-ROW PASSENGERS GET TO CHILLAX IN THE BACK OF THIS CARNIVAL, I'M NOT NECESSARILY ROUGHING IT UP HERE IN THE DRIVER'S SEAT.

IN ADDITION TO THE BLIND SPOT MONITORING SYSTEM, THE DIGITAL GAUGE CLUSTER OFFERS A BLIND SPOT VIEW ON EITHER SIDE WHEN YOU HIT THE TURN SIGNAL.

AND I UNDERSTAND THAT MAY SOUND EXCESSIVE, BUT TRUST ME, IT'S ONE OF THOSE FEATURES YOU DON'T KNOW YOU WANT UNTIL YOU HAVE IT.

THE 290 HORSEPOWER V6 HAS POWERED US TO 22.9 MILES PER GALLON THROUGH THE 2,000 MILES OF OUR FIRST MONTH.

WE'LL KEEP THE PARTY GOING, WITH OUR TOYOTA PRIUS PRIME, ON THE NEXT MOTORWEEK LONG-TERM ROAD TEST UPDATE!

* John: WE'VE READ SO MANY BOOKS ABOUT STEVE MCQUEEN OVER THE YEARS, WE THOUGHT WE KNEW EVERYTHING THERE WAS TO KNOW.

TURNS OUT, THAT WASN'T THE CASE, AS 1001 STEVE MCQUEEN FACTS: THE RIDES, ROLES, AND REALITIES OF THE KING OF COOL TAUGHT US MUCH MORE ABOUT HIS MOVIE ROLES, MOTORING EXPLOITS, AND EVEN PERSONAL LIFE.

AUTHOR TYLER GREENBLATT DOES INDEED LIST 1,001 FACTS ABOUT MCQUEEN'S LIFE IN CHRONOLOGICAL ORDER, ACCOMPANIED BY PLENTY OF CANDID BLACK AND WHITE PHOTOGRAPHS.

SO...WHETHER, YOU'RE A FAN OF MCQUEEN THE ACTOR, MCQUEEN THE RACER, OR JUST A GEARHEAD WANTING TO LEARN MORE ABOUT ALL OF THE CARS AND MOTORCYCLES HE OWNED; THIS MUST READ HAS ALL THE FACTS YOU NEED TO KNOW!

MITSUBISHI BROUGHT THE ECLIPSE NAME BACK TO THEIR LINEUP FOR 2018.

BUT NOT AS THE SMALL SPORTY 2-DOOR THAT MANY OF US REMEMBER FONDLY, BUT AS YET-- ANOTHER SMALL CROSSOVER KNOWN AS "THE ECLIPSE CROSS."

IN THE 4-YEARS SINCE, IT HAS SLOWLY BUT SURELY BUILT UP SOME MOMENTUM IN THE CROWDED SMALL CROSSOVER FIELD.

SO, LET'S SEE IF UPDATES FOR 2022 WILL RAMP THINGS UP EVEN MORE FOR THE ECLIPSE CROSS!

* WHILE, WE WEREN'T FULLY ONBOARD WITH MITSUBISHI SACRIFICING THE ECLIPSE NAME AT THE ALTAR OF CROSSOVER SUVs, WE DID ACKNOWLEDGE IN OUR ORIGINAL ROAD TEST THAT IT DID CARRY ON THE ECLIPSE TRADITION OF DELIVERING A LOT OF BANG FOR THE BUCK, AND WAS PROBABLY EXACTLY WHAT MITSUBISHI NEEDED TO STAY RELEVANT.

UPDATES FOR 2022 MAKE AN EVEN BETTER CASE.

* EXTERIOR CHANGES ARE A BIT MORE COMPREHENSIVE THAN THE TYPICAL MID-CYCLE FASCIA REDO.

UP FRONT, THERE'S A REVISED HOOD, AS WELL AS A WHOLE NEW FACE WITH RESHAPED BUMPER, GRILLE, AND HEADLIGHTS; WHILE HIGH-MOUNTED DAYTIME RUNNING LIGHTS LOOK VERY SLEEK, AND ADD A MODERN FLAVOR.

THE TRANSFORMATION IN BACK IS EVEN MORE EXTREME, WITH AN ENTIRELY NEW HATCH THAT LOOKS MORE TRADITIONAL SUV THAN THE PREVIOUS HATCHBACK SHAPE WITH SPLIT GLASS.

COMBINED WITH THE NEW FASCIA, IT ADDS MORE THAN 5.0 INCHES ONTO THE OVERALL LENGTH OF THE ECLIPSE CROSS, AND PROVIDES ALMOST 2.0 CUBIC-FEET OF ADDITIONAL STORAGE SPACE INSIDE, WITHOUT ALTERING THE WHEELBASE ITSELF; NOW 23.4 CUBIC-FEET OF ROOM IN BACK, EXPANDING TO 50.1 WITH THE REAR SEATBACKS FOLDED.

INSIDE THIS COMPACT 5-SEATER, ALL BUT BASE ES TRIM GET A NEW 8.0 INCH TOUCHSCREEN DISPLAY AUDIO SYSTEM.

NOT ONLY DOES THIS THANKFULLY ELIMINATE THE CONSOLE-MOUNTED TOUCHPAD CONTROLLER, BUT THE SCREEN IS NOW 2.0 INCHES CLOSER TO THE DRIVER; PLUS, IT GETS BOTH VOLUME AND TUNING KNOBS AS WELL AS THE ABILITY TO ADD TOMTOM NAVIGATION.

SAFETY FEATURES GET UPGRADED TOO, WITH FORWARD COLLISION MITIGATION AND LANE DEPARTURE WARNING NOW STANDARD ON ALL TRIMS.

SE AND ABOVE ADD BLIND SPOT WARNING WITH LANE CHANGE ASSIST.

FRONT SEATS ARE QUITE COMFORTABLE; AND WHILE REAR SEAT SPACE IS A LITTLE ADULT TIGHT, IT'S ADEQUATE FOR THE KIDDOS.

TOP SEL TRIM GETS SILVER AND HIGH-GLOSS BLACK TRIM, HEATED FRONT SEATS, AND EVEN A MULTI-VIEW CAMERA SYSTEM.

ABOUT THE ONLY THING THAT HASN'T CHANGED IS THE 1.5 LITER 4-CYLINDER TURBO ENGINE UNDER THE HOOD.

IT STILL PUTS OUT A MODEST 152 HORSEPOWER AND 184 POUND-FEET OF TORQUE, WORKING THROUGH A CVT TO POWER THE FRONT WHEELS.

SUPER ALL-WHEEL CONTROL ALL-WHEEL-DRIVE IS OPTIONAL WITH ALL TRIMS.

AN AGGRESSIVE THROTTLE HELPS TO MAKE IT A BIT TORQUIER THAN WHAT WE'D EXPECT FROM A TINY 1.5 LITER; AND HAS THE ECLIPSE CROSS FEELING QUITE SPORTY.

BUT THE VERY SOFT SUSPENSION DOESN'T QUITE LIVE UP TO IT WHEN YOU THROW SOME CURVES INTO THE MIX.

DESPITE AN OVERHAUL THAT INCLUDES LARGER REAR SHOCKS, MORE RIGID SUB-FRAME CONNECTIONS, AND UPGRADED SPRINGS, THERE'S STILL A LOT OF BODY ROLL WHEN CORNERING.

ESPECIALLY, WHEN PUSHED TO ITS LIMITS IN OUR HANDLING COURSE.

THOUGH EVEN WITH THE SOFT ROLLY-POLEY FEEL, THERE WAS DECENT GRIP THROUGH THE CONES, AS MITSUBISHI'S SUPER ALL-WHEEL-CONTROL NOT ONLY SHUFFLES POWER REARWARD WHEN NECESSARY, BUT DIVERTS IT SIDE-TO-SIDE AS WELL; AND IT ALSO USES SELECTIVE BRAKING TO MINIMIZE UNDERSTEER.

AND STEERING WAS QUITE DIRECT, WITH SURPRISINGLY GOOD FEEL.

THAT INITIAL TORQUE-INESS YOU FEEL AT LAUNCH QUICKLY DISSIPATES, WITH ACCELERATION TAKING ON A MORE LACKLUSTER FEEL AS SPEEDS INCREASE; 60 MILES PER HOURS TOOK A LENGTHY 8.6 SECONDS TO ACHIEVE.

CONTINUOUSLY VARIABLE TRANSMISSIONS RARELY MAKE FOR AN EXCITING TIME AT THE TRACK.

SO, DESPITE SIMULATED SHIFTS AS WELL AS QUIETER ENGINE DRONING THAN MOST, IT MAKES FOR A SLOW 16.8 SECOND QUARTER-MILE, ENDING AT 80 MILES PER HOUR.

THAT SOFT SUSPENSION CONTRIBUTES TO MODERATE NOSE DIVE ON HARD BRAKING, BUT STOPS FROM 60 AVERAGED AN EXCELLENT 103 FEET.

PRICING STARTS AT JUST $24,940, JUST A FEW HUNDRED DOLLARS MORE THAN WHEN IT DEBUTED FOR 2018.

ALL-WHEEL-DRIVE IS A $1,600 OPTION; TOP SEL COMES IN AT $28,940.

THE 2022 MITSUBISHI ECLIPSE CROSS MAY HAVE LOST A LITTLE BIT OF ITS FUNKY UNIQUENESS.

IT'S NOW CLEARLY MORE MAINSTREAM THAN BEFORE.

AND, WHILE THAT COULD POTENTIALLY BE DISAPPOINTING TO SOME, IT'S USUALLY THE KEY TO LONG-TERM SUCCESS.

ADDING MORE CAPABILITY AND INCREASING FUNCTIONALITY ARE ALSO SURE TO HELP MAKE IT THE SUCCESS IT DESERVES TO BE AS WELL.

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'LL STOP THE THROTTLE IN THE PORSCHE CAYENNE TURBO GT, THEN TAKE A BREATHER IN HYUNDAI'S IONIC 5 EV.

'TIL 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... MOTORWEEK HAS BEEN BROUGHT TO YOU BY... FOR MORE THAN 30 YEARS LUCAS OIL PRODUCTS HAS HELPED PEOPLE TACKLE MECHANICAL PROBLEMS IN THE AUTOMOTIVE, MARINE, AND INDUSTRIAL FIELDS.

FROM OUR ORIGINAL FOUR CORE PRODUCTS... LUCAS OIL HAS DEVELOPED OVER 400 CUSTOM PRODUCTS TO HELP BOTH PROFESSIONALS AND DO IT YOURSELFERS.

TO LEARN MORE VISIT LUCASOIL.COM.

LUCAS OIL, KEEP THAT ENGINE ALIVE.

TIRERACK.COM IS PROUD TO SUPPORT MOTORWEEK .

FIRST, THERE WAS THE WHEEL.

THEN, THE TIRE.

"WE'LL CALL IT TIRE RACK."

FORTY YEARS LATER, WE'RE NOT SLOWING DOWN.

ROCKAUTO HAS AUTO PARTS FROM HUNDREDS OF MANUFACTURERS, OFFERING A VARIETY OF BRANDS, PRICES AND SPECIFICATIONS.

ROCKAUTO.COM, ALL THE PARTS YOUR CAR WILL EVER NEED.

* Announcer: THIS PROGRAM WAS PRODUCED BY MARYLAND PUBLIC TELEVISION, WHICH IS SOLELY RESPONSIBLE FOR ITS CONTENT.

[SOUND OF CAR ENGINE REVVING] * YOUR WATCHING PBS.