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

Join us for a recharged premium EV, the Audi Q8 e-tron Sportback... And we'll keep the power flowing with up-fixing spent electronics... We'll visit a nonprofit that's training future auto techs, then commute home in the versatile Nissan Versa...

So, come drive with us, next!

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JOHN: At Audi, the e-tron name has been used for some time.

But it officially became a standalone sub-brand when Audi attached it to their first all-electric SUV for 2019.

Well, now that they are rapidly expanding their EV portfolio, it's time for the original e-tron to get a new name.

It's now the Q8 e-tron.

But that's not all that's new.

♪ ♪ With so many e-tron's now in the Audi line-up, it was definitely time for Audi to give the original production e-tron SUV more distinction.

That's where the new Q8 designation comes from, positioning the 2024 Audi Q8 e-tron as the flagship SUV in their EV lineup.

Better news, they've done much more than just change the name; as the Q8 e-tron has more range, faster charging, improved styling, and better performance than the e-tron.

As before, it is available in regular SUV and this Coupe-like Sportback, both with standard all-wheel-drive.

The front motor remains the same, but the rear motor gets upgraded with additional windings which deliver the double benefit of both producing more torque faster, and working more efficiently.

Total output, however, remains at 402 horsepower and 490 pound-feet of torque.

As before, it operates mostly with that rear motor, engaging the front motor to aid in slippery conditions, or for additional performance when you put the shifter in Sport mode.

The physical size of the battery also remains the same, but internal updates help capacity grow from 95 kilowatt hour to 114 kilowatt hour, which boosts range from 226 miles to 285 for the SUV, and up to 300 here in the more aerodynamic Sportback with the optional Ultra package.

Without the Ultra package our results were not quite there; we'd put real world mileage more in the 250 to 260 mile range; still a significant improvement.

The revised battery can charge faster too; now handling up to 170 kilowatt, keeping you in the 30 minute time frame for an 80 percent charge.

It also still feels plenty roomy inside, and still just 2-row, with 27.2 cubic-feet of cargo space, barely less than the boxier SUV's 28.5 cubic-feet.

Max cargo space is 54.5 cubic-feet, plus, there's a handy removable storage bin below the floor to easily take items with you, and a small frunk space under the hood.

Seats are more plush than typical Audi, and materials are as exquisite as ever.

The 10.1 inch multimedia screen may seem small by today's standards, but it's easy to read and works well, so no complaints here; we'll save those for the frustrating lower touch panel for climate controls.

And everyone that's been in an Audi knows that the fantastic virtual cockpit gives you all the info you need right in front of you without having to look over at the center stack.

S Line aluminum trim is available, as are sunshades, and touch panel controls for rear seat passengers.

Exterior tweaks are quite extensive, and were done largely to improve aerodynamics, including new rear spoilers here on the Sportback.

But both feature a slightly wider body, and redesigned face with new lighting that looks better too.

There are some additional undercarriage aero treatments, and even the new wheels are more aerodynamic.

At our Mason Dixon test track, it was quick off the line, but not overpowering as some high-end EVs can be.

It has more of a smooth and effortless feel to it.

But that rear-motor update helps shave a tenth off the 0-60 time to 5.1 seconds.

Great grip at launch, and it really pulled hard the whole way down the track, with no drop off in power.

We finished the quarter-mile in 13.8 seconds at 103 miles per hour.

It remained plenty stable and quiet at that speed too.

Not that it was a bad handler before, but Audi has addressed things there as well, with stiffer bushings and lower steering ratios to heighten response.

And we could definitely feel some additional eagerness on turn in, as it was borderline darty; but you really have to mistreat it to upset the chassis, for the most part it just scooted through the cones gracefully with little effort.

5,800 pounds of weight here, but the Q8 e-tron's brakes had no problem dealing with it; stopping in just 103 feet from 60 miles per hour.

Pricing starts with Premium trim at $78,995, the SUV even less at $75,595; and prices include 2-years of Electrify America fast charging.

Special Launch Edition Sportbacks are still available, starting at $93,145.

There are perhaps faster and more luxurious EVs out there, but as Audi has done for years, long before they ventured into EVs before most, they find a way to put it all together in a highly desirable package that truly becomes greater than the sum of its parts.

If nothing else, the additional range of the 2024 Q8 Sportback e-tron will definitely attract more attention...and more buyers!

♪ ♪ JOHN: It's a fact that today's cars are far more complex than they were even a decade ago.

And with that has come an almost exponential growth in demand for trained automotive technicians to keep them up and running.

But filling those jobs is a huge challenge.

Well, our Stephanie Hart has uncovered a Maryland non-profit organization with a truly unique solution.

♪ ♪ STEPHANIE HART: I'm in Halethorpe, Maryland, at Vehicles for Change where ex-offenders are learning how to repair cars.

All the cars you see here are donated.

Once fixed, they go to low-income families who have no other means of transportation.

Harry West is one of the instructors here.

A graduate of Vehicles for Change, he's now giving back... inspiring future auto techs.

HARRY WEST: I want to spread what I can and, you know, help other individuals, especially guys like myself that have been through some things.

STEPHANIE: Forming friendships under the hood, while covering a lot of ground.

HARRY: Brake flushes; uh, we do suspension work; uh, brakes, alignments, tire rotations, tire replacements, tire repairs... JEROME HENLEY: This actually gives you a work, a work environment which you can expect out in the real world, getting hired at a shop.

STEPHANIE: Statistics reveal it costs $50,000 a year to keep someone incarcerated.

The price tag to train a future auto tech in this program?

$18,000.

MARTIN SCHWARTZ: That's a onetime expense that we don't have to spend year over Year, and now we have an individual who is not committing crimes, who is paying taxes, who is taking care of their family.

STEPHANIE: After four months of hands-on and classroom learning, the men and women here graduate and they go on to work at auto dealerships and auto repair shops, filling a huge need for trained auto technicians nationwide.

The National Auto Dealers Association reports nationwide there are 76,000 new openings for auto techs each year.

37,000 of them are never filled, mostly because there aren't enough trained auto techs out there.

Since 2015, Vehicles for Change has been working to bridge the gap.

It's new virtual reality auto mechanic training program helps.

MARTIN: In virtual reality, you put a headset on and use a handheld device and you go into a virtual garage and you do an oil change, and you do a brake job, and you learn how to use a lift and a tire changer and tire balancer.

STEPHANIE: Beyond that, the goal is to launch hundreds of virtual reality training programs nationwide while simultaneously launching 20 new brick and mortar locations over the next five years.

But in order to flourish, it needs cars for the program; and given today's used car market, it's more difficult than ever before.

Data shows car donations change lives.

According to Vehicles for Change, after receiving a car, 75 percent of owners got better jobs and/or raises of about $7,000.

MARTIN: When these guys work on a car and then they see that car go to a low income family, the pride that they have because they look at that and say, "You know what?

If my mom had a car maybe I wouldn't have ended up incarcerated; maybe I would of had different opportunities that I didn't have because she couldn't get home from work on time, she couldn't take me to athletics, she couldn't take me to after school programs; and I never had those opportunities."

STEPHANIE: Training here, gives them a second chance and statistics show graduates get jobs and go on to be successful.

MARTIN: We actually have some folks who are currently making over $100,000 a year just four years out of the program.

So, there's an opportunity in this field to make a significant amount of money.

STEPHANIE: Reshaping destinies along the way.

JOHN: Now, we've all heard about wiring gremlins that sneak into our cars and target their electronics; but, the truth is its usually just time, and use that burns them out.

But instead of buying all-new, our Logan McCombs has an up-fix solution to worn out chips and such in MotorWeek's "Your Drive!"

♪ ♪ LOGAN MCCOMBS: Electronics are used all throughout your vehicle, whether it's an instrument cluster or a computer module.

Every vehicle you see on the road has a gauge just like this; but, those gauges are vital to providing information for you, the driver, to see what's going on with your vehicle.

And sometimes, they do have issues, and I have Ernest here from UpFix to tell us how we can overcome those issues.

ERNEST MARTYNYUK: Thanks for having me on the show... And...so yeah, automotive electronics.

They all work great when you drive off the lot, and over the years eventually they start to fail.

And, yeah, we repair those, refurbish them, and send them back on their way so it can be working in good order.

LOGAN: Okay.

So, we know that every vehicle has gauges, but what about the modules when they have issues?

What can we do about fixing that?

ERNEST: Yeah, it's not just the instrument cluster that fails.

All kinds of computer modules in a vehicle can fail.

There's lots of them, you know.

You have the navigation with the touch, stops responding.

The totally-integrated power module over here, uh, from the built-in soldered-in relays.

And the transmission computer modules over here; if you're having a hard shift, those computers tend to fail as well.

We have ABS unit, electronic brake control module, and instrument clusters-they're notorious for all kinds of different issues, so they're very popular for repairs.

And then, even navigations and touchscreen here as well.

So, yeah, any kind of module, if it has issues, we can do a bench test, refurbish it, and send it on its way back to you.

LOGAN: Okay, so, if I'm someone who has an older vehicle that I just picked up and I notice that my gauge cluster is not working or maybe my ABS module isn't working, that's something I can take out and send over to you guys to have it refurbished?

ERNEST: Precisely.

If you find us online and you see that the issues you're having is something that we can fix, definitely send it in for repairs and we'll have it fixed for you.

LOGAN: Okay.

And not only just fixing, but you guys will also reprogram modules to make sure that they're working just like OEM?

So, like, maybe your ABS or your TCM?

ERNEST: Exactly.

So, not every single unit is VIN encoded, um, but a lot of them are.

And more newer vehicles have everything with immobilizers VIN encoded; so we can program any computer module, whether it's an engine control or instrument cluster.

'Cause if it is VIN encoded and you just replace it from a junkyard or somewhere else, then it may not even start.

So-- that's very important-- so we ask for, you know, documentation, information from the customer, make sure the VIN number is correct and we program it into the module, and it should be plug and play.

LOGAN: Okay.

Well, that's awesome.

And this wouldn't just fall under just older things, but as things transition to digital, you guys can also help with that as well?

ERNEST: That's right.

If it's got a circuit board, we can fix it.

LOGAN: Wow, that's a lot of great information.

Thank you, Ernest.

ERNEST: It was my pleasure!

Thanks for having me on the show.

LOGAN: Absolutely.

And if you have a question or comment, reach out to us, right here at MotorWeek .

♪ ♪ GREG CARLOSS: The day has come for us to retire our 2022 Kia EV6 Long-Term, clocking out with nearly 17,000 miles of mostly long-distance commuting after a year of plugging-in.

In that time, we've had plenty of ups and only a few downs... so let's recap.

The worst of it was our issue with interrupted charging cycles.

Fortunately, the cure was a free software update at our local dealer- and we've been worry-free ever since.

The aero door handles are a little awkward since they don't deploy automatically; but we've grown accustomed to them, only needing to help novice passengers.

And it was a tad tricky setting the lower control panel's default display, but set it once and it's done.

All in all, pretty small bumps considering how smooth the overall experience has been.

And it's easy to enjoy the ride without range anxiety creeping up.

Our all-wheel-drive EV6 is rated at 274 miles, and over the last year we've had no issue achieving that.

Not only is that just a good overall range, but the consistent accuracy of the range estimate makes a huge mental difference.

So, that consistency over 12 months made the EV6 very comfortable to live with.

And while this does close out a chapter of our Long-Term fleet, it's leading right into its even sportier sibling EV... this 2023 Kia EV6 GT.

It's buffed to 576 horsepower and 545 pound-feet of torque, accompanied by a stiffer chassis, a lowered suspension, and a legit Drift Mode.

It's lean, mean, and accented with green.

And it's the newest member of our Long-Term Fleet.

We'll have an update soon; but first, a look at our 2023 Acura Integra on the next MotorWeek Long-Term Road Test Update.

JOHN: We're charging flat-out into this week's QuickSpin!

♪ ♪ JESSICA RAY: The Ford Mustang debuted in 1964 as a bit of an experiment, one that would prove wildly successful and used as a testbed for new ideas ever since.

Perhaps the most unique instance of that took place for 2021 with the Mustang Mach-E, an all-electric, sport utility shakeup.

While, it's not quite time for a mid-cycle refresh, 2023 did bring some noteworthy changes to this EV pony.

For starters, all Mach-E's receive Ford Co-Pilot360 driver assist technology as standard; and Ford's BlueCruise hands-free driving suite is now available on all models.

Even better, EPA-range on Premium Extended Range all-wheel-drive models is up 13 miles to 290 miles overall.

Standard range models have also seen small bumps thanks to the new lithium iron phosphate batteries, or LFPs, introduced on standard range Mach-E's partway through the '23 model year.

With these batteries, Standard Range all-wheel-drive models are EPA-estimated up to 226 miles, up from 224 miles.

Standard range rear-wheel-drive models are now estimated at 250 miles, up from 247.

The LFPs can also charge a bit faster.

On DC power, the 72.0 kilowatt hour pack can fill 10-to-80 percent in about 33 minutes, 5.0 minutes faster than before.

The only downside is that these LFPs weigh a little more, slowing the rear-wheel-drive model's 0-to-60 time down by about half a second, now a still-speedy 6.3 seconds.

The all-wheel-drive keeps a near 5.0 second acceleration time thanks to greater peak power output, up 45 horsepower to 311 total.

Thanks to these batteries and increased EV production, Ford has slashed Mach-E pricing, with savings ranging between $1,000 and $4,000.

An entry-level Select rear-wheel drive Standard Range Mach-E starts near the mid-40's, including delivery but before any incentives.

The Select all-wheel-drive starts near $47,000 and Premium models start around $50,000.

GT models, $60K.

With ramped up production, these steeds are showing no signs of stopping.

And neither are we, as we'll have more QuickSpins...soon!

JOHN: To many of you, it may seem that all we do around here is test high-end sports cars and EVs.

Well, that's not on purpose, as we always make time for the super practical, entry-level rides that are so important to many of us.

One of those is the Nissan Versa.

So, let's check in and see what's new with this "Versa-tile" little sedan.

♪ ♪ This 3rd-generation Nissan Versa arrived for 2020, and was more refined and more fun...yet, still just as frugal as ever.

For 2023, Nissan continues to improve on a good thing, adding more value into what is once again the least expensive new car you can buy in the US.

Styling has been updated too, with the typical forward fascia redo.

A much broader version their trademark V-motion grille, with an ever-bigger center Nissan logo, now takes up almost the entire front end.

There are new wheel choices too; 17 inch alloys on our SR-trimmed tester.

Top SR also adds dressy black accents, LED headlights, fog lights, and dark chrome trim on the grille.

New features are always great, and Nissan continues to deliver a lot in the Versa.

Wireless phone charging is now standard in all but the base model, as is Apple CarPlay and Android Auto integration through the standard 7.0 inch touchscreen display.

SR ups the screen size to 8.0 inches and also adds heated front seats, 6-speaker audio, automatic climate control, and remote start; plus, a more sport-minded theme with unique upholstery and leather-wrapped steering wheel.

There are plenty of soft touch materials to keep it from looking or feeling entry level, plus contrast stitching and a great control layout.

Nissan calls Versa a subcompact, while the government classifies it as a compact based on interior space.

We actually think the front cabin room feels more mid-size, with fairly generous space for the rear seats as well.

Trunk space is a cavernous 15.0 cubic-feet.

The Versa continues to boast a lot of standard safety features for its segment, including front and rear automatic emergency braking and lane departure warning.

Blind spot warning and adaptive cruise control are also available.

Regardless of which trim you get, modest power comes from a naturally aspirated 1.6 liter I4 engine, with 122 horsepower and 114 pound-feet of torque.

A 5-speed manual is standard in base trim, but all others use Nissan's Xtronic CVT.

Driving an entry level sedan used to equate to sloppy handling; and while that hasn't been the case for some time, it's totally not factual here in the Versa.

Simple strut front and torsion beam rear suspension designs, but tuning is quite good; something we seem to be relying more on electronics to take care of these days.

The Versa darted through our cone course quite effectively; not a lot of feedback or feel through the chassis as you can imagine, but it's a solid little platform that never felt overwhelmed regardless of how hard we pushed.

Acceleration runs, however, were more of what you'd expect with just 122 horsepower and a CVT.

Economy is prioritized over performance.

So, it was a slow and steady ramble to 60 of 11.2 seconds.

It's been quite a while since we've had a car at the track with numbers that high; but it was actually a tenth quicker than the 2020 Versa we tested.

The small four really sounds like it's working overtime just to provide the moderate acceleration that it does.

Our best quarter-mile run was 17.9 seconds at 78 miles per hour.

Braking performance was pretty impressive however, with smooth and surprisingly calm stops of just 104 feet from 60 miles per hour.

And while, it may not offer much excitement, it does deliver great fuel economy which is ultimately more important to entry-level drivers on a budget.

The Versa with CVT earns Government Fuel Economy Ratings of 32-City, 40-Highway, and 35-Combined.

We averaged 38.7 miles per gallon of Regular.

Great for any vehicle not a hybrid.

And the highway drive to and from the track was quite pleasant; not overly polished, but the ride is well-composed and the CVT doesn't seem nearly as annoying in normal driving.

So, how much does the least expensive new car in America go for these days?

$17,075 to start, mid-level SV trim comes in at $20,365 and top SR goes for $21,065.

So, even inexpensive new cars are not really cheap these days.

But it must also be said that you do get a lot more car for your money than you used to.

Many high-end convenience items are now looked at as almost necessary features.

And Nissan has packed more of them into their entry-level car than anyone else.

The 2023 Nissan Versa is a bargain-priced ride, that certainly doesn't look or drive like one.

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 the grand entrance of Toyota's 3-row Grand Highlander, followed by a deep dive in the latest Volkswagen Atlas!

Until next time, I'm John Davis.

We'll see you right here on MotorWeek !

ANNOUNCER: To learn more about MotorWeek , Television's Original Automotive Magazine, visit... To order a DVD of this program... MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

TireRack.Com is proud to support MotorWeek !

First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

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