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

We'll check out a new EV people mover from Mercedes, the EQE SUV... Then, cut and crimp our way through auto wiring basics... We'll go "Over the Edge" to see how car makers play to win those luxury buyers... Then, it's back to suburbia with the updated Kia Seltos...

So, come drive with us, next!

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JOHN: In just about a year's time, Mercedes-Benz has gone from having no full battery electric vehicles in their roster, to having five all-new designs to choose from under their EQ sub-brand.

The latest is this midsize EQE SUV, so let's see how well it balances high-tech luxury, and versatility.

♪ ♪ Using the same EQ platform introduced on last year's EQS Sedan, the 2023 Mercedes-EQE SUV is now the 4th vehicle to share this architecture and is not only 10.3 inches shorter than the top EQS SUV, but also 5.4 inches shorter than the EQE sedan that it most closely resembles.

That makes for a tidy and highly maneuverable package outside, but it sure doesn't feel like anything's missing inside, where it's, perhaps, only a small step down from the EQS when it comes to the luxury treatment.

The layout and controls are all very similar, with tech still the centerpiece.

There's ambient lighting behind just about every surface, and is interactive when it comes to safety warnings and driver assistance features.

There's also, a big 12.8 inch OLED touchscreen for infotainment, and a 12.3 inch Digital Instrument Cluster.

Front seats are more firm than plush, but have plenty of long-distance comfort; rear seat leg room is plentiful.

But, there's no 3rd row option for the EQE.

Cargo space is 14.0 cubic-feet, expanding to 55.0 with the rear seatbacks folded.

A fully independent multi-link adaptive variable suspension is standard, Airmatic air suspension optional, which can pump up ground clearance an additional inch for off-pavement use.

Most of the drivetrain hardware is the same as the EQS, but tuning is unique.

In the "E", the single-motor 350+ outputs 288 horsepower.

The 350 4MATIC adds a motor up front, keeps the same horsepower rating, but delivers more torque at 564 pound-feet.

Finally, this 500 4MATIC has a 300 kilowatt dual-motor setup with 402 horsepower and 633 pound-feet of torque.

Range from the standard 90.6 kilowatt hour battery is as high as 279 miles.

Our 500 4MATIC rates 269; but in similar fashion to the larger EQS SUV we tested, we had over 300 miles available on the gauge display at times.

Based on our test drive loops, we'd put expected range around 280 miles.

Max charging capacity is 170 kilowatt for an 80 percent charge in 32 minutes.

Standard navigation can plan the most efficient route for you, taking not only traffic into account, but charging stations and charge times too.

The EQE SUV does bring a few new features to the EQ family, a Serene Breeze sound experience for one.

More notable, is an updated climate control system with an onboard heat pump that gathers waste heat from the drive motors and uses it to heat the interior.

Using lessons learned from the EQS to maximize aero efficiency while keeping a classy shape, the EQE SUV has a very steeply raked windshield with a very smooth transition to the sloping roof.

Yet, it comes across a little more traditional looking than any other EQ models except for the EQB.

Wheels are set flush to the body work; with sizes ranging from 19 to 21 inches, most designs are aero optimized.

With that in mind, we expected our track time at Mason Dixon Dragway to be a real breeze.

There is a strong launch, with all four wheels hooking up immediately and moving us with urgency.

We hit 60 miles per hour in 4.3 seconds.

Power stayed mostly consistent throughout multiple runs, pulling us strongly to the end of the quarter-mile in 13.0 seconds flat at 107 miles per hour.

There is a fairly loud simulated engine growl at takeoff, which then transitions to a slightly more pleasant Jetsons-style hovercar car sound as speeds build.

Rear axle steering is standard with the 500, and while you can really feel the increased maneuverability in low-speed parking situations, at speed in our handling course, it was much less noticeable, yet, still enabled this heavy utility to get through the cones with great speed and agility, with only a slight bit of understeer.

Good stability in our braking runs too; with stops averaging 120 feet from 60 miles per hour.

For the record, at 38 kilowatt hour per 100 miles, the 500 4MATIC earns a good government Efficiency Rating.

EQE SUV pricing starts at $79,050 for either of the 350s, the 500 4MATIC comes in at $90,650, all available in Premium, Exclusive, or Pinnacle Trim.

Mercedes has unleashed a full line-up of battery electric vehicles in a short time, each one seemingly aimed more at the heart of the market than the one before.

This 2023 Mercedes-EQE SUV gives midsize luxury SUV buyers the best option we've seen yet; delivering the expected high-end experience in a capable and practical manner.

It doesn't take a high I.Q.

to figure out that with EQ, Mercedes-Benz has found a better way to EV.

♪ ♪ JOHN: When you hear the term "automotive marketing," you probably think of funny Super Bowl commercials, big magazine spreads, and those jazzy Internet ads.

But those are just some of the many ways that car makers spend money to make money these days, and this week our "Over the Edge" guy Greg Carloss follows that money to some not-so obvious places.

♪ ♪ GREG CARLOSS: If you go to a sporting event, you'll hear phrases like, "The official car of this" or "The official truck of that."

But if you're like me, you may be wondering why does a non-motorsport event need an official vehicle?

Well, to find out, I'm in California on my way down to America's biggest golf tournament...in a Lexus.

The official partner of the U.S. Open.

Full disclosure.

Not only do I love to drive cars, I love to drive golf balls, too.

So, when Lexus invited me to spend a week doing both, I figured it was a good way to get an answer to my automotive marketing questions and potentially for my slice.

But before heading to the West Coast, I galloped on down to Baltimore for another long-running American sporting icon.

Apparently, horses have gotten over being replaced by the automobile because Jeep's Wagoneer brand served as the official vehicle sponsor of the 148th Preakness Stakes.

JIM MORRISON: You know, the main benefit of this event was really being there.

You know, one of the best things about this vehicle is the interior and the presence that it has.

You know, they can see some of that in an ad, but man, to be able to do that firsthand, you know, right there when they're in their glory moments at the Preakness, it was a great connection with our customers.

GREG: As Jeep's luxury sub brand, they had to go where the people who can afford their SUVs go.

Lexus must also go where the luxury automobile buyer goes, which is why it became the United States Golf Association's first automotive partner back in 2007.

KELSEY SOULE: The Lexus footprint at the U.S. Open includes a number of different activations and several touch points for our customers and the guests at the U.S. Open to see Lexus at every turn.

GREG: Front and center at L.A. Country Club is the Lexus Electrified Experience.

Inside this tent, fans can get a picture with the U.S. Open trophy, try out the interactive putting green and even get their swing analyzed.

All while two of the latest electrified Lexus vehicles sit prominently on display.

KELSEY: Throughout the course guests will see Lexus vehicles displayed with, uh, spec sheets that tell them about the vehicles and then also we give Lexus vehicles to all the players and VIP members throughout the week to use at their leisure.

GREG: Of course, Lexus isn't the only luxury brand lending out hundreds of courtesy vehicles to golfers.

Mercedes-Benz partners with The Masters, while BMW and Genesis each have their own eponymous tournaments.

But the luxury buyer expects more from a car than space to carry golf clubs.

KELSEY: The Luxury automotive buyer has a higher standard when it comes to vehicles in the materials that we use to make them, the intuitive technology that we put in them, the performance and the overall status of the vehicle that they're buying.

GREG: They also have a higher standard for travel and leisure.

Turns out, Lexus is there too.

KELSEY: So, our luxury hotel partnership program allows us to continue to be in spaces where our customers are staying, where they're taking vacations, bringing their families.

It allows us to give them more exposure to our vehicles through shuttles and complementary vehicles.

We are a partner at Pebble Beach Resorts at the Lodge at Pebble Beach.

So, when guests come to golf, they're gonna put their golf bag in the back of an LX or a GX and they'll have LC 500s out front, so it's just continued awareness for our customers in these luxury spaces.

GREG: As an honorary guest in these luxury spaces, I was able to find the answer to my original question.

As for my golf game, I think I need to try some other spaces.

JOHN: One of the most complex parts of any car is the wiring harness.

Hundred of color coded wires carrying not just voltage, but data as well.

But as Logan McCombs is about to show us, the basics of automotive wiring repair aren't too hard to splice into.

SO, come along to a wiring workshop on MotorWeek's "Your Drive!"

♪ ♪ LOGAN MCCOMBS: Wiring and working with the electrical side of your vehicle can be intimidating, but it doesn't have to be.

Today, we're going to discuss the basics of working with wires.

Whenever you're working with the electronics of your vehicle, you want to make sure that you disconnect your battery.

This will help prevent injuries, and electrical shorts to your vehicle.

So, let's start with some of the tools.

Some of the most basic things you should have include wire strippers, wire cutters, a multimeter, also an assortment of different size connectors, wire, and electrical tape.

Let's talk about wire size.

When picking the right wire for your application, always remember that the smaller the number, the thicker the wire will be.

For example, the wire here is sixteen gauge.

This wire is normally used for speakers, and things along that line, while this wire here is four gauge, commonly used for high voltage things, like your battery.

Each gauge of wire does have its limitations...

The thicker the wire, the more voltage that it can carry.

Stripers can be used to measure wire gauges accurately, and cut them cleanly.

They usually have a crimper on the end, used to crush different connectors over wires.

When putting wire into connectors, make sure that you have a clean cut on your wire.

Next, you'll make sure to strip the wire insulator back, leaving enough to fit into the connector, and then you'll want to insert it into your connector.

While making sure to not have excess wire sticking out at the end, then crimp the wire and give it a tug to make sure that it is secure.

After that, you can either wrap it in electrical tape or what I prefer, heat shrink, to make sure that you have a watertight seal.

As the name implies, heat it up and watch it form around the connector.

Just be sure to slide it on before you crush your connector, because you'll have to re-do it.

The type of connector you may use depends on the gauge of wire that you have.

So, like most jobs, it's better to plan ahead and have the tools that you need, before you're in too deep.

With these skills and these tools at your side, you should be able to start doing basic wiring jobs.

That means, working with speakers, lights, and even dash cameras, and doing it the right way.

These skills open up a world of aftermarket customizations.

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

♪ ♪ GREG: Cooler weather and shorter days are upon us.

So, it's a good time to recap our summer spent with this 2023 Mitsubishi Outlander PHEV.

We've tallied another 3,000 miles, bringing our long term test total to just over 10,000 miles.

You may recall a recent dip in fuel economy, attributed to the high-speed, long-distance miles from seasonal road trips, which are not always kind to hybrids.

With the change in seasons, our Outlander is spending more time on the plug followed by shorter, mostly commuting trips.

And that means better fuel economy, climbing back up to 31.3 miles per gallon overall.

As we've mentioned before, juicing the 20 kilowatt hour battery back up to full is easy thanks to the SEL-trim's DC fast charging capabilities.

Rare for a plug-in hybrid.

And now, having spent some time trying it, not only does it sound good on paper...it's a really great feature to have.

And out on the road, things are equally satisfying.

Ten thousand miles into our test, we are officially over the "Get to know you" phase with this Outlander PHEV.

And personally, I've grown fond of two things: One: the ability to precisely dial in the right amount of regenerative braking on the fly with these steering wheel paddles.

And two: the quick burst of electric torque when you stab the throttle.

Everyone around the office is still impressed with the Outlander overall.

It's versatile, it's comfortable, and it's very well appointed.

If we could lobby one complaint, the wireless device charger seems to not always jive with our devices.

Still, in-vehicle wireless chargers aren't yet, a perfect science.

That aside, we look forward to seeing fuel economy continue to rise this fall and to bringing you some exciting news about our all-electric Kia EV6 in the next MotorWeek Long-Term update.

JOHN: Lets throttle up and buckle up for a brand-new QuickSpin!

♪ ♪ GREG: The wait for the latest Nissan Z felt nearly unbearable at times; but, finally arriving last year, we say better late than never.

As it turns out, we didn't have to wait long for the performance-specked NISMO variant, here for 2024.

And as soon as we caught word, it was off to Sonoma, California, for an on-road and on-track First Drive.

Using the same twin-turbocharged V6 engine, the NISMO kicks it up a notch to 420 horsepower and 384 pound-feet of torque, increases of 20 horsepower and 34 foot-pounds respectively.

That's all sent to the rear wheels through a 9-speed automatic.

I know, enthusiasts might be distraught by the lack of a manual option, but the revisions made to automatic are impressive.

It shifts faster, smoother, and puts greater emphasis on track driving.

So, on the street I mentioned how the... left to its own devices, the transmission really understands what you're doing at the time.

And now that I'm driving more aggressively...

I was concerned it might not hold the gear like I wanted it to, but I have not had a single issue.

It is ahead of the curve...

It gets me in the exact right gear...

It's holding me here, now that I'm going downhill...

It is a significant difference, Z car to the Z NISMO.

Other defining differences included stiffer springs and retuned dampers, which kept the sticky Dunlop tires down on the tarmac.

These tires measure 10 millimeters wider than those found on the Z Performance, wrapping RAYS 19 inch wheels which sheath enhanced NISMO brakes.

The 2024 Nissan Z NISMO is available now, starting around $65,000.

That's a pretty penny more than the Nissan Z Performance, but oh, so worth it.

We'll have more on the Z NISMO and plenty more QuickSpins, soon!

JOHN: When the Kia Seltos arrived for 2021, it not only had to stand out in an incredibly crowded small crossover segment, but find its place in Kia's already extensive SUV lineup.

It did quite well at that, but there's always room for improvement.

So, Kia hopes a thorough updating for '24 will help the Seltos grab even more attention.

♪ ♪ In the intensely competitive small crossover segment, it seems the best strategy to stay near the top of the SUV buyers' shopping lists is to keep things fresh.

So, Kia has extended the "Best by" date of this 2024 Kia Seltos with a healthy sprinkling of automotive-style preservatives.

Freshness in the car world usually refers to styling and technology updates, and the exterior of this 1st generation Seltos does indeed get the typical mid-cycle fascia redo; the front featuring a grille that's both taller and wider, a more defined bumper, and updated lighting.

Similar bumper and lighting treatments have been applied to the rear as well, and there are four new wheel designs to choose from, in either 17 or 18 inches.

On the tech front, the dash has been re-designed in order to make room for Kia's panoramic, dual screen display which is now standard.

No more hooded analog gauges either, driver info is now from a 4.2 inch digital instrument cluster, which is paired with an 8.0 inch center touchscreen.

But the prime choice is this upgraded setup with 10 and a quarter inch screens for both; it comes in all but base LX models.

Underneath the central air vents is a new control panel for climate and radio, and the center console is redone dramatically, both with new controls and an electronic parking brake replacing the old school pull handle in our SX trimmed tester.

SX also adds Bose premium audio, sport steering wheel, and upgraded safety features.

And things don't stop there as SX Turbos gain a peppier 1.6 liter 4-cylinder with 20 additional horsepower over last year, now rated at 195 horsepower and 195 pound-feet of torque.

Transmission also changes from 7-speed DCT to 8-speed automatic.

Normally, we'd say that's a step backwards, but that 7-speed was often clunky, and this smooth operating 8-speed goes a long way towards delivering a much more refined driving experience.

Standard engine remains a naturally aspirated 2.0 liter I4 which carries over unchanged at 146 horsepower; all-wheel-drive is standard with the turbo, and available with the 2.0 liter.

As much as we love the more refined feel that the new 8-speed provides, it didn't do us any favors at the test track, where the 7.6 second 0-60 sprint was actually a tenth slower than we hit in 2021.

It was sluggish off the line no matter what we tried.

But, once down the track power delivery rises to decent.

Our best quarter-mile run was 16.0 seconds flat at 89 miles per hour.

Handling on the other hand, was downright entertaining.

There was minimal body roll, with the ability to find either understeer or oversteer depending on how aggressive we were with inputs.

Braking performance was quite good as well; consistent stops from 60 of just 111 feet, with good pedal feel and very little ABS pulsing.

Away from the track, the ride is quite composed, with a quieter cabin than most small crossovers.

Storage space is quite good too; 26.6 cubic-feet in the cargo bay, expanding to 62.8 cubic-feet with the rear seatbacks folded.

And finally, Kia has done away with the sporty Nightfall model, and will instead spread their X-Line off-road inspired trim package to the Seltos later this year.

Government Fuel Economy Ratings for the turbo AWD are 25-City, 27-Highway, and 26-Combined, a number we agree with.

Pricing starts most reasonably with LX trim at $25,715, then passes through S, EX, and X-Line to arrive at SX, which starts at $31,315.

All-wheel-drive is $1,500, $2,200, or included, depending on trim.

The 2024 Kia Seltos is yet another Kia that bills to impress for its price.

Better tech, improved style, more power; all added to a vehicle that was quite appealing to begin with.

But the icing on the cake here is that the Seltos now behaves like a much more refined and expensive utility.

We find that remarkable for a vehicle still in its first generation, and something we don't typically see in small crossovers where standard procedure is attracting buyers with a low price, and not necessarily a great experience.

With the new Seltos, Kia delivers both.

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 go wild in GM's baddest off-road pickups, times-two!

Then, take tight corners in one sweet Italian sport Ute, the Alfa Romeo Tonale.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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First, there was the wheel.

Then, the tire.

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Forty years later, we're not slowing down.

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