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

Join us for a new sedan that's all electric and all BMW, the i5 M60... Then, it's how extra mods can boost performance gains... We'll see how 3D-printing is building a hypercar dream... Ending with affordable luxury, the new Lincoln Nautilus...

So, come drive with us, next!

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JOHN: BMW is full speed ahead when it comes to EVs and taking a great approach by not only introducing all-new vehicles, but commingling fully-electric power with internal-combustion drivetrains into all of their new platforms.

And that includes the latest 5 Series sedan, which is all-new for 2024.

♪ ♪ This is the 8th generation of BMW's midsize 5 Series sedan, the G60 to the BMW faithful.

And it goes without saying, this 2024 full battery-electric i5 version is their biggest leap forward in technology yet.

The base electric powertrain is labeled the eDrive40 and uses a single rear motor to produce 335 horsepower.

This M60 xDrive adds another motor up front to boost total output to 593 horsepower and 586 pound-feet of torque.

BMW builds their own motors and batteries right in the same plant where the 5 Series sedan first came to life in 1973, and they aren't afraid to let you see their handiwork, which we always appreciate.

At our Mason Dixon test track, the M60 was crazy fast, but also highly entertaining with a launch control system that's a full-on cinematic experience delivering simulated engine rumble when power braking, a loud crack as you explode off the line, and futuristic propulsion sounds that get louder and louder all the way down the track.

There was great grip at the line, with our very first run of the day seeing us shoot to 60 in just 3.3 seconds.

Despite the copious amount of thrust, the i5 stayed remarkably civilized, smoothly putting consistent power to pavement for the full quarter mile.

Our best time was 11.5 seconds at 124 miles per hour.

This M60 is not a full M, but there is an M in the name for a reason, as it was extremely capable in our handling course, exhibiting only minor amounts of body roll and a tiny bit of understeer through the cones.

But its incredible precision is also a bit of its downfall, as it feels like it's just going through the motions here.

There's not a lot of feedback, just utilitarian competence wrapped in comforting luxury.

This M60 comes in at about 5,200 pounds, but the standard M Sport brakes easily dealt with it, stopping us from 60 in just 98 feet with good pedal feel, minimum fade, and consistent results.

The optional M Sport Package Pro features the same hardware, just paints the calipers red.

When it comes to the inside environment of the new 5 Series, not surprisingly it's taken on a more modern design.

Still, all this tech is not quite as user friendly as before, with a lack of actual buttons, and things like touch controls in unusual places such as the left side of the dash.

But BMW's curved display that integrates the central touchscreen with the virtual gauges continues to impress, both with its clarity and the sheer amount of information available.

There's a lot of nice-looking carbon fiber here in the M60, along with spectacular multi-contour sport seats and the interactive ambient lighting system from the 7 Series.

As for EV range, max rating from the i5's 81.2 kilowatt hour battery is 295 miles for the base eDrive40.

That drops to as low as 240 in the M60 with 21 inch wheels; though we'd say that's a little pessimistic, as in our driving loop we were on pace for around 280 miles.

Max charging is 205 kilowatt, taking about 30 minutes to reach 80 percent.

Using 40 kilowatt hour of electricity per 100 miles, it gets a fair efficiency rating.

Slotting in between the mega-luxury 7 Series, and Sporty 3 Series, the 5 Series has always been the Goldilocks of the BMW sedan lineup.

Still, it continues to grow in size, now 3.4 inches longer, 1.3 inches wider, and 1.4 inches taller than last gen.

The i5 sports mostly the same traditional face as its ICE counterparts, but specific to the M60 are black accents in the fascia, lower body, and side mirrors, plus unique grille panel with M logo, and, of course, a different rear diffuser with no exhaust outlets.

The base 4-cylinder version of the 5 Series starts at $58,895.

So, it's a significant step up to the base i5 at $67,795, with this M60 beginning at an aspirational $85,095.

That's a significant investment, and yes BMW is also making a significant one in battery electric vehicles.

But we'll say it once again, we absolutely love their approach of producing essentially the same vehicle in both internal combustion and EV versions and letting you decide, rather than making that decision for you.

Some might call that hedging your bets.

We call it a great strategy, one that makes the new 5 Series even more appealing.

♪ ♪ Over four decades, MotorWeek has toured our share of automotive design studios and assembly plants.

And the end-to-end process is basically the same as it was a hundred years ago.

Well, one young American automaker is out to change all that, with hypercars, 3D printing, and artificial intelligence- aided design is just a teaser.

Our Stephanie Hart got an inside look at the coming revolution.

♪ ♪ STEPHANIE HART: It's pretty incredible to be here inside the Divergent factory in Los Angeles, California.

Not many people are allowed back here, let alone allowed to record video, because it's top secret, so we are really lucky.

You're looking at the 21C, the world first AI-designed, 3D-printed hypercar.

LUKAS CZINGER: It features many high-performance specs.

For example, 1,350 horsepower; the world's first 3D-printed gearbox, 7-speed electronically actuated; and in-line seating, so you see pilot in the front and co-pilot in the rear, just like a fighter jet.

STEPHANIE: Very cool!

This V8 hybrid hypercar goes from 0-60 in under 2.0 seconds, giving us a rolling peak into how vehicles could be manufactured in the future.

LUKAS: The 21C is the world's fastest production vehicle today on the track.

It's got track records at Laguna Seca and at Circuit of the Americas.

It also represents the first vehicle that is digitally engineered, so generative design with the help of AI has actually engineered the structures, the chassis, the suspension, the frames that make up the structural backbone of the 21C.

STEPHANIE: Lukas and Kevin Czinger founded Czinger Vehicles in 2019 after the father-son duo invented a very advanced set of manufacturing tools.

As a result, several cars were created, including the 21C hypercar.

Globally, nothing like this had ever been done before, completely reimagining how to design and build a car.

KEVIN CZINGER: If the auto industry is still in the typewriter era, which it is from a manufacturing standpoint, those tools are like Mac desktop publishing.

Instead of using tooling of a car, you use a digital system that generates a structure and prints that structure and assembles it.

STEPHANIE: Everything about it sounds, looks, and feels very futuristic.

A kind of "Westworld" for cars.

Many of us are familiar with plastic printing, but metal 3D printing is fundamentally different.

Components of the 21C were 3D printed right here; that's one of five 3D print rooms here at the Divergent factory.

Let's head inside and take a closer look.

Think of metal 3D printing as a highly advanced laser welding process.

To see it in action, up close and personal, is really fascinating.

LUKAS: So, you have powdered metals, like aluminums or steels.

In our case, a patented aluminum, meaning we have actually created that material.

It's in powder form and it sits on a print bed flat, and you've got your lasers overhead.

In our case, we have twelve lasers.

They're melting that powder and the rate at which they melt that powder layer by layer, like a cake, a layer cake, essentially makes that part.

You actually don't need a tooling and fixturing stage at all.

So, as soon as you release that design in the digital world, and you have a CAD image of that chassis part, suspension, frame, etcetera, you are able to print it immediately and assemble it immediately.

STEPHANIE: On a bigger scale, such revolutionary new techniques could completely change car design and manufacturing as we know it.

As you may expect, Czinger is working with several OEMs, including Mercedes and Aston Martin, with more on the horizon.

STEPHANIE: What is your ultimate goal here?

DAVID O'CONNELL: It's sort of this holy trinity of technology, performance and design that's all rolled up into one package, and that's what the 21C and V Max represent.

STEPHANIE: A limited 80 car run of Czinger's 21C and 21C V Max, the high downforce version, are now being delivered to customers.

But, this high-performance luxury, American-rooted brand has big plans to go beyond hypercars one day, infusing the 21C's flashy, feisty, and futuristic spirit into every car segment, forever changing what's inside what we drive.

JOHN: With great power comes great responsibility, and when it comes to adding power to your engine, that means being responsible for complimentary modifications.

Logan McCombs shares his methods on MotorWeek's "Your Drive!"

♪ ♪ LOGAN MCCOMBS: Last season, we talked about power adders like cold air intakes, turbos, and superchargers.

Let's say, you've gone ahead and done one of those modifications, you're happy with the results, but now you're noticing other parts of your vehicle are needing improvement.

So, what are other modifications that you can do to accommodate these power gains?

One of the first places that you can look is your wheel and tire setup.

With a wider tire, you have a better contact patch which will allow you to have much more grip, whether you're spirited driving or going around the track.

Another thing to look at is going to be your tire compound, whether that may be a softer summer tire or a harder all-season tire, each of these are going to give you a different feel while driving your vehicle.

Then, you want to look at the type of wheel that you may choose to go with.

Whether that may be a more stylish wheel, or a more track-oriented wheel that has less rotating mass because it's lighter.

Now that we've addressed your wheel and tire setup, let's talk about suspension and the benefits of upgrading these parts.

One of my favorite places to start is with springs and coilovers.

Both of these are great options that lower the center of gravity of your vehicle, which gives you a better feel when cornering.

The next thing you can look at is sway bars and under-chassis bracing, which increase the structural rigidity of the vehicle, while also giving you a better feel and less body roll.

Next is your fuel system.

One of the first things you want to look at is your injectors and fuel pump to make sure that you can keep up with the demand that the engine is requiring for the amount of fuel that it needs.

Without a sufficient fuel pump or injectors, your vehicle won't be able to run correctly.

Then, there's your fuel lines.

Your fuel lines are very important because they're what carry the fuel from the back of the car to the front.

Without the proper setup and diameter of fuel lines, your car won't be able to deliver on the power that it's trying to make.

And your fuel filter.

The fuel filter is one of the most important things throughout your fuel system, because without it, you'd have dirt and debris clogging your injectors and causing idling issues.

These are just some of the modifications that will help you create a much more balanced vehicle to achieve the goal that you're looking for.

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

JOHN: Take a walk on the wild side and join us for a spin on the Quick Side!

♪ ♪ JESSICA RAY: Not long ago we Road Tested the 2024 Acura MDX Type S; and despite already being such a robust yet refined package, we knew Acura wouldn't let America's best-selling 3-row luxury utility of all-time rest on its laurels.

While, performance has remained at its impressive threshold, a mid-cycle refresh is sanding down the MDX's few rough edges for 2025.

The most welcomed change is inside, where the redesigned center console has eliminated the finicky touchpad interface, now relying on simple touchscreen inputs through the center screen-- something we truly appreciated during our California First Drive.

STEPHANIE: You may notice that the infotainment screen has been moved over about 4.0 inches, which is really nice.

It's easier for the driver to access.

Also, the screen this time around is larger; it's 12.3 inches, with Google built in.

JESSICA: And while, the entry-level MDX is plenty premium, those springing for the higher trims can crank up the new 19 or 31 speaker sound system, courtesy of Bang and Olufsen.

Of course, you may prefer the hum of the MDX's returning powertrain, a 290 horsepower 3.5 liter V6 powering the front wheels, upgradable to all-wheel-drive.

The Type S stars a 3.0 liter turbo V6 and standard all-wheel-drive, putting down 355 horsepower and 354 pound-feet of torque.

Both options make for a smooth, sporty Ute with an enjoyable driver/vehicle feedback loop.

The on-road experience has improved, though, thanks to an enhanced safety and assistance suite with more available features, like Active Lane Change Assist.

A mild styling update rounds out the MDX's middle-of-the-decade shakeup, with a new fascia and grille defining the front end; new wheel designs and available paint options are also up for grabs.

And prospective buyers can grab a 2025 Acura MDX of their own for a very competitive starting price around $52,000 with delivery.

A-Spec models start near $63,000, with the top-trim Type S commanding roughly $76K.

It's available now, and still remains, in our books, a premiere choice in luxury utility hauling.

And we'll have more QuickSpins...soon!

♪ ♪ GREG CARLOSS: Time to get to know the newest member of our long-term fleet, this 2024 Honda Accord.

The Accord was redesigned last year, kicking off its 11th generation here in the U.S., and we've had quite a few of those generations for extended tests over the years here at MotorWeek .

No surprise as it is America's best-selling car over the last 50 years.

Our Accord is sporting Touring Hybrid trim, which is the top trim available, and as you can gather comes with a hybrid powertrain, the 4th generation of Honda's two-motor system which adds a pair of electric motors to an updated naturally aspirated 2.0 liter I4 for a combined output of 204 horsepower.

It's an upgrade over the standard Accord's 192 horsepower 1.5 liter turbo and should deliver us a Combined 44 miles per gallon.

This Radiant Red stunner has already made quite an impression on our drivers.

We're at the point where we take hybrid powertrains for granted, forgetting they're complicated, synchronized systems.

But you would never know that driving this Accord Hybrid where the two electric motors work seamlessly with the gas engine.

We also like being able to dial in more or less regenerative braking with these steering wheel paddles.

Inside, the new Accord is somewhat simplistic in design, but we've found it to be highly functional too, and the materials both look and feel great.

We'll check in on our Volkswagen Atlas Cross Sport and Kia EV6 GT on the next MotorWeek Long-Term Road Test Update!

JOHN: Stay with me now...the midsize Lincoln Nautilus SUV arrived for 2019 as essentially a name change for the Ford Edge-based MKX, which was in its 2nd generation.

It then quickly got a big update for 2021, taking on a whole new styling theme.

And now, for 2024, the second generation of the actual Nautilus is setting sail.

So, let's see if it will be a big boom in sales for Lincoln.

♪ ♪ The 2024 Lincoln Nautilus is the first Nautilus to actually be all-new.

Since its days of being a rebadged and restyled MKX, and gussied up Ford Edge are gone, we arrived at our early California drive time with some naturally high expectations.

Now, there was a time when vehicle press releases bragged about items like horsepower, acceleration times and fine Corinthian leather; these days we get things like the in-vehicle user experience, screen sizes, vegan materials, and now Lincoln Rejuvenate, which is a "multi-sensory in-cabin experience including lighting and digital scenting."

And it is that in-cabin sanctuary that Lincoln is definitely most proud of.

Chances are you've already heard about the immense 48 inch screen which stretches almost the full-width of the windshield, integrated into a housing on the tabletop-style dash that flows smoothly into the door panels; they've even given the steering wheel more of an oval shape, just so you can see the screens better.

And there's another screen too, an 11 inch tablet-style touchscreen above the center console for controlling it all.

Fortunately, it all manages to look more classy than over-the-top techy, thanks to crystal-inspired details, subtle ambient lighting, piano-key shifter and a 28-speaker sound system that turns the interior into a recording studio control room.

The Nautilus now rides on a different chassis than the current Ford Edge and will be assembled in China.

It remains a midsize 5-passenger utility, though overall length is about 3.0 inches longer than before.

And, Nautilus also has more presence.

The face is tall with slim headlights and finely detailed grillwork.

Door handles are beautifully integrated into the beltline, providing smooth uninterrupted door panels without going the pop out handle route that many others have taken.

Wheel sizes range from 19 to 22 inches, and the roof is painted black on all but the base Premiere model.

Highlights in the rear include standard dual chrome exhaust outlets integrated into the bumper, full width LED taillights, and lighted Lincoln script.

Behind the standard power liftgate is 35.2 cubic-feet of cargo space; folding the rear seatbacks allows for a sizable 68.8 cubic-feet of gear.

The standard engine is a 2.0 liter turbo I4 rated at 250 horsepower, but a hybrid version of that 2.0 liter adds 100 kilowatt of electric assistance for a 310 horsepower combined output.

With the hybrid comes a beltless eCVT, or electronic continuously variable transmission.

The standard turbo, on the other hand, works with a traditional 8-speed automatic.

All-wheel-drive is standard on all.

No word on if an EV version is in the works, or if Lincoln's EV plans will revolve around launching entirely new vehicles like the Mustang Mach E-based Lincoln Star concept shown back in '22.

The latest edition of BlueCruise hands-free driving is included, providing better lane positioning, and suggesting lane changes when appropriate.

It worked great, though most of our early drive time involved keeping our hands on that oddly shaped steering wheel, relying on power from the hybrid powertrain.

Power from the hybrid always seemed to be readily available, whether for getting off the line quickly or up to speed for highway merging.

Handling performance was more than adequate, with plenty of grip in corners and only moderate amounts of body roll.

And that huge screen was not as distracting as we were expecting.

Government Fuel Economy Ratings with the standard turbo are 21 City, 29 Highway, and 24 combined; the hybrid comes in at 30 City, 31 Highway, and 30 Combined.

Pricing starts with Premiere trim at $52,010; from there it's a reasonable step up to Reserve trim at $56,345, but a substantial leap to top Black Label which starts at $75,845.

The hybrid powertrain is only $1,500 more, and we think well worth it.

Big changes have happened for 2024 in the Lincoln Nautilus world, and from our experience they're all good.

It's bigger, quieter, more luxurious, and techier without being in your face about it.

We love it when Lincoln actually puts more Lincoln into their vehicles, and we expect to see more of the same in the future.

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 Detroit-style compact plug-in, the Dodge Hornet PHEV, followed by the muscular and modernized Toyota Tacoma.

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.

"We'll call it TireRack."

Forty years later, we're not slowing down.

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