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

We're charging ahead in a muscle car-inspired plug-in, the Dodge Hornet PHEV... Then, we'll fill in the facts on pothole damage... We'll crack open a vault made for diehard car collectors... Then, it's big changes for an everyday best friend, the Toyota Tacoma...

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 TireRack."

Forty years later, we're not slowing down.

JOHN: Dodge prides itself in being a performance-first brand.

So, it was no surprise that when they re-joined the compact crossover segment last year, they did so with the most powerful utility vehicle you could buy for under $30,000.

Well, it turns out they were just getting started as now they're really cranking things up with the Hornet R/T.

So, let's see if its electrifying performance really stings.

♪ ♪ By now you've probably heard about Dodge's big EV plans for the near future, including the 670 horsepower Charger battery-electric muscle car.

But it's this 2024 Dodge Hornet R/T that will go down in the history books as the first-ever electrified performance vehicle from the brand.

It's not fully electric of course, but it is a plug-in hybrid.

And, when we talk about PHEVs, most people tend to think about environmental impact and getting more bang for the buck.

But there's another side to some PHEVs, a dark and sometimes scary high-performance side, and as you can imagine, it's in these shadows that this Dodge lives.

The Hornet R/T ditches the standard Hornet GT's 2.0 liter turbo for a hyperactive 1.3 liter turbo-4, then adds 90 kilowatt of electric boost for a total output of 288 horsepower and 383 pound-feet of torque.

The all-wheel-drive setup is unique as well, as that e motor is mounted in the rear, handling power distribution strictly to the rear wheels.

The whole setup is mostly the same as the one found in the Alfa Romeo Tonale that we tested last year, though both horsepower and torque numbers are slightly higher here in the Dodge.

Still, our track day at Mason-Dixon Dragway coincided with near triple digit summer heat and humidity and it sucked some of the sting out of our Hornet.

We couldn't quite match Dodge's claimed 5.6 second 0-60 time, or the 5.9 second run we saw in the Tonale.

But, 6.3 seconds to 60 is still pretty quick for a small Ute, with a quarter-mile of 15.0 seconds flat at 90 miles per hour.

Holding back the R/T's paddle shifters engages the cool PowerShot function, which delivers a 30 horsepower boost for up to 15 seconds.

Ironically, the Hornet R/T's 128 miles per hour top speed is actually down from the GT's 140, mostly due to having three fewer gears in the transmission, six instead of nine, along with all of the extra hardware and weight that comes along with having an electric motor and plug-in battery.

Fortunately for us, Performance was more spirited in our handling course, where quick and responsive steering had us flying through the cones with ease.

Koni frequency selective dampers are standard in the Hornet, but getting max performance does require an upgrade; the optional Track Pack adds 20 inch wheels and a Dual Stage Valve Suspension.

There was some body roll, but we were able to push very hard without stability systems stepping in.

An initial tendency to understeer was quickly cured by adding a little throttle which lets the rear motor's torque join the party.

And in that vein, when you select EV mode, the R/T operates as strictly a rear-wheel-drive vehicle, something few other small crossovers can do.

And even with this PHEV's added electrified weight, the R/T's standard Brembo brakes stopped us in a very short 99 feet.

There was some nosedive, but also a very smooth feeling pedal with almost no ABS pulsing.

While, track performance is entertaining, the R/T feels even spunkier when driving around town, where the sharp throttle response had it taking off quicker than you're expecting.

Feeding in even moderate amounts of throttle will toss you back in your seat a bit.

What fun!

And speaking of the normal daily drive, you can travel a great 33 miles on the battery alone.

Diving deeper, we liked the overall nicely refined nature of the R/T's interior as well.

Leather seating and Harmon Kardon sound are added if you upgrade to the R/T Plus.

Government Fuel Economy Ratings are 29-Combined... a realistic number and 20 percent higher than the non-hybrid Hornet with 77-Combined for the MPGe.

All for a great Energy Impact Score, using just 4.0 Barrels of Oil Annually, with 2.0 Tons of CO2 Emissions.

Dodge Hornet pricing starts at $32,995; the R/T is another 10-grand on top of that, and a few option packages can push it over $50,000.

So yes, we have a little bit of a hard time wrapping our minds around spending that kind of money for any small crossover.

But, compared to European performance utilities that closely match its spec sheet, that price is not unreasonable.

Think of the 2024 Dodge Hornet R/T as a unique way to join the plug-in revolution, with an unexpectedly big PowerShotting fun-to-drive factor included.

Clearly, Dodge still understands the kind of total performance that Americans love.

♪ ♪ When dreaming of your perfect car collection, you probably aren't considering the logistics of storing and maintaining it.

Otherwise, that dream might turn into a nightmare.

Well, this week our "Over the Edge" guy Greg Carloss shows us one solution that's tailor-made for car enthusiasts' dreams!

♪ ♪ GREG CARLOSS: Collector cars are just like baseball cards or stamps.

Maintaining mint condition is imperative to their value.

But unlike cards or stamps, cars take up a lot of space.

Luckily, there are places like this.

♪ ♪ Car storage is not a new industry, but it has boomed recently in step with the collector car market.

And while sales are cooling, the cars still need somewhere to stay.

CHUCK HEINLE: The car storage industry itself is growing, because people want more and more cars.

You back up 15, you know, 25 years ago, a normal household had two cars, right.

Now, a normal household has three or four cars.

GREG: Chuck Heinle owns Collectors Car Corral, just down the road from our MotorWeek headquarters in Owings Mills, Maryland.

CHUCK: Collectors Car Corral is a world-class, state-of-the-art, climate-controlled, highly-secure storage facility.

We store roughly right under 200 cars.

Our clientele is someone that has three or four cars and has a two-car garage.

We do have some car collectors as well here, so we have multiple guys that have maybe, five or 10 cars, but a large amount of our clientele is someone who has a handful of cars and just not enough space at their house.

CHARLES VISCONAGE: I have two here and I kind of rotate.

I usually have one at home.

Right now, I have my '57 Thunderbird.

I typically bring whatever car I have at home.

Leave it here.

I drive one of the other cars, enjoy it for a while.

What I really like about the Collectors Car Corral is it's clean.

It's extremely clean.

GREG: Clients can opt for the annual membership or go month-to-month with car space prices ranging from $350 to just under $500.

CHUCK: We are open from 8am to 6pm, seven days a week and the clients can also get their cars 24 hours a day if they want to.

We're just, we're car people; we live and breathe cars.

When a car person comes in, another car enthusiast comes in, they look at us, they know that we know what we're doing, and they trust us with their cars.

So, they feel good about leaving their vehicle with us.

GREG: The circle of trust starts at check-in where General Manager, Jonathan Lake meticulously documents each car.

Then, there's the actual storage.

CHUCK: We never park the car with just one person; it's always a two-person parking.

We call it the parking team.

And we have, uh, hand signals that we'll actually park the car safe and sound.

GREG: Inside, it's a museum.

But outside, Collectors Car Corral is purposefully inconspicuous and closed to the public.

Once the client hands their keys over, they go directly into a key vault that only select staffers can access with their fingerprint.

And it's all monitored 24/7.

CHUCK: Well, we have over, as you can see, 50 interior and exterior cameras all with motion sensors, as well as they're tied into our security system and live monitor.

GREG: Most car storage facilities offer complimentary snacks and beverages while you wait for your car.

But Collectors Car Corral takes that perk to the next level.

CHUCK: We wanted to bring the car community, not just to pick up their cars and stuff, so we want to have events like F1 viewing parties, Super Bowl parties.

So, it's not just about storing your car.

We consider it a social car enthusiast event lounge as well.

Gentlemen, how are you?

How you doing?

PATRON: Good, good.

Doing well.

CHUCK: Good seeing ya'.

CHARLES: I really like the lounge.

Sometimes, I just like to come here and, you know, have a soda.

And invariably there'll be a couple other guys uh, car guys here and we'll just chat.

GREG: Despite the pristine facilities and all the six-figure cars, Collectors Car Corral reminds me of a Main Street barbershop.

Clients don't want to get in and get out.

They want to get in and hang out.

And that goes for Chuck too.

CHUCK: Every day I walk in here, I still smile.

It's just, the best office to walk into.

Myself and Johnathan, it's just... every time we walk in here, I mean, this place is incredible.

We love it.

♪ ♪ JOHN: Bob Riggle's legendary HEMI Under Glass Barracuda started out as a way to promote Hurst performance parts, as well as showcase Mopar's massive HEMI power plant in the back of the car for all to see.

The unintended consequence was an inability to keep the car's front wheels on the ground when it actually hit the track.

And thus began the 1960s drag racing phenomenon that came to be known as "wheel standers."

To get the full scoop on one of drag racing's most entertaining stories, pick up this Must Read, "Hemi Under Glass: Bob Riggle and His Wheel-Standing Mopars" by Mark Fletcher and Richard Truesdell.

JOHN: We all know there are few guarantees in life, but we're adding one more: potholes!

Sometimes, they're just unavoidable.

So, we brought in Audra Fordin to explain how those little bumps in the road can mean big trouble on MotorWeek's "Your Drive!"

♪ ♪ AUDRA FORDIN: Potholes: Yep, we've all hit one.

Sometimes it is well-hidden on a road you've never traveled, and sometimes it pops up on a familiar road overnight.

Either way, running into a pothole can do serious damage to your car depending on the size of the hole, the speed you're traveling and the health of your suspension setup.

First on your list is first thing that touches the ground, your tire.

Unlike a puncture caused by sharp debris on the road, this kind of damage is often unrepairable and will require a new tire.

It may not be immediately apparent, but still, check for damage on the treads and especially the sidewall.

Look for any scrapes, any gashes and bulges that could lead to a flat tire or a dangerous tire blowout.

Which leads to the next component, your wheel.

Hit a pothole bad enough and your wheel could get cracked or damaged, especially around where the lip meets the rubber, where it meets the metal, like you can see right here.

Odds are this will show the same signs as a bad tire leak, and the fix is straight forward.

Either way, have the wheel repaired by a reputable repair shop or buy a replacement wheel if the original is too far gone.

Now, we'll look at your primary suspension components.

A bad enough bump or pothole can throw these parts out of alignment, meaning your car won't track straight and you're going to feel extra vibrations.

And it could be more complicated than that.

It could be the sign of broken or bent parts; and we're talking, like...control arms, and shock absorbers, and your tie rod ends.

The good news is most of these can be replaced with relative ease.

And the same can be said for a scraped exhaust and undercarriage panels.

But, hit a pothole good enough and you could damage your transmission pan or your oil pan, which will cause you a major leak.

After taking the hit, if you hear, smell, or feel something abnormal, pull over safely and first check for leaks.

The best advice is to drive safely and be on the lookout for potholes and debris on the road.

The best fix is to avoid it in the first place!

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

♪ ♪ GREG CARLOSS: Believe it or not, it's time to wrap up our long-term test time with this 2-row 2024 Volkswagen Atlas Cross Sport.

Our extended drive time in this Atlas Cross Sport has been a good reminder of what it's like to live with this mid-size SUV as a daily commuter.

Despite all this space and the commanding view over the sizable hood, it's a breeze to maneuver this thing around town and in parking lots.

The steering has a lot to do with that.

It's got a lightweight feel, yet...it's still very accurate.

With us for just over a month, we added 2,123 miles to its odometer, aided by a last-minute getaway down the Carolina Coast.

Overall, we averaged a fine 22.5 miles per gallon, from the very powerful feeling 269 horsepower 2.0 liter turbo 8-speed automatic combo.

This 2.0 liter delivers an additional 34 horsepower and 15 pound-feet of torque over last year's version; enough for VW to do away with the previously available V6.

We didn't miss it.

And as great as it was in performing commuting duties, it was equally adept at extended seat time as well.

All the tech features you need, great comfort up front, and plenty of room for up to three rear seat passengers to stretch out.

Materials all around the cabin took a big step up for '24; including nicer-looking trim on the dash and more soft surfaces.

40.3 cubic-feet of capacity in the cargo area is technically much less than the 3-row Atlas, but there's a lot of floor space back here and it swallowed up plenty of luggage.

It is a great looking utility too, the updated face and LED lighting for '24 really help it stand out both in the day and at night.

And while it does follow the "coupe-style" utility trend, its hatch is not as severely raked as most.

Atlas Cross Sport, we miss you already!

Our Kia EV6 GT has been with us for 10 months now, and other than driving by gas stations instead of stopping at them, it has gone about commuting and road tripping duties just like every other member of our long-term fleet, as we've driven it 11,000 miles so far.

The grin-producing acceleration and overall performance continue to be highlights, but truth be told, we're not exactly hitting Drift Mode every day.

So, the little things like seamless phone integration, easy to access cargo area, and quick acting air conditioning have made it a joy to live with.

And we'll be living with another EV too, as this Cadillac LYRIQ has just joined our fleet.

Stay tuned over the next year to see if we'll be singing its praises.

But first, we'll check in on our Honda Accord on the next MotorWeek Long-Term Road Test Update!

♪ ♪ JESSICA: Did you know, in the 43 years that MotorWeek has been on the air, we've tested over 6,000 different cars, trucks, and SUVs.

And since the beginning, our vehicle testing has been done independent of the influence or sponsorship of any auto manufacturer.

Plus, we put a vast majority of the vehicles we drive through a series of instrumented tests.

(car engine revving) And that information is published in our video reviews that air on PBS stations nationwide and on our website at MotorWeek.org.

And we'll continue that winning formula for another 43 years.

JOHN: Many small trucks have come and gone over the years.

But one that has stayed the course is the Toyota Tacoma.

Dominating segment sales for nearly two decades, an all-new 4th generation Tacoma arrives for 2024 with some of the biggest changes in its history.

So, let's see what this new taco truck has to offer.

♪ ♪ In the truck world, the all-new mid-size 2024 Toyota Tacoma is a really big deal.

Completely redesigned, it's now built on Tundra's full-size high-strength steel frame.

There's also an available coil spring multi-link rear suspension, all turbocharged engine lineup, new XtraCab two-seater that does away with the Access Cab's rear doors, improved comfort, and of course, new tech.

Now, we agree with many of you on how ridiculous the truck and SUV market has become with all the off-road packages, so for this test we ordered up an SR5, just one step up from base.

It came equipped with Toyota's 2.4 liter I4 turbo, which outputs 278 horsepower and a stout 317 pound-feet of torque when equipped with the 8-speed automatic.

You can still get a 6-speed manual, though the engine is slightly detuned to 270 horsepower and 310 pound-feet of torque.

And just to muddy things up further, the base SR gets an even more de-tuned version with 228 horsepower and 243 pound-feet.

If you need more power than all of that, reinforcements are on the way with Toyota's i-FORCE MAX hybrid with an electric motor integrated into the transmission for a combined output of 326 horsepower and 465 pound-feet of torque, 200 more than the old V6.

Most Tacoma's will be 4-door DoubleCabs which get either a 5.0 or 6.0 foot bed; 2-door XtraCabs come with just the 6.0 footer.

Bed walls are slightly taller than before, and a power tailgate is now available.

Max towing is 6,500 pounds.

At our Mason Dixon test track, our automatic SR5 didn't feel overly powerful, but with a slight chirp of the tires, it was off to 60 miles per hour in a quick 6.2 seconds.

Shifts were very smooth, and though working hard, this turbo-4 is much quieter than the V6.

It felt plenty stable as speeds increased, but with the standard leaf spring suspension, that "big truck" feel was evident in our slalom course as well.

There was quite a bit of body roll, and the very soft feel of a lifted truck, that had us backing off early and the truck just slowly lumbering its way through the exercise.

There was good steering feel, and the truck did whatever we asked, it just wasn't in a hurry to do it.

If you're looking for a sportier car-like experience, you might want to look elsewhere in the segment, as the Tacoma feels more like a Tundra than a Rav4, which of course is what many truck buyers want.

In panic braking runs, the ABS was working overtime and there was a lot of nosedive.

But, with short stops from 60 of just 108 feet, we were not surprised or alarmed.

Even with fresh styling, it remains easily recognizable as a Tacoma.

Just a little more chiseled in some places, smoother in others.

Ground clearance is up a tiny bit, with a max of 9.5 inches allowing for 33 inch tires.

The biggest visual changes are inside, where the Tacoma has finally joined the 21st Century.

Standard infotainment touchscreen is 8.0 inches, paired with a 7.0 inch gauge cluster.

Higher trims get a 14 inch touchscreen and 12.3 inch digital gauge display.

Seats feel great up front, although it doesn't feel any roomier than before.

Rear seat legroom is still tight for adults, but there is more storage underneath the seats.

Government Fuel Economy Ratings for an SR5 4X4 automatic are 20-City, 23-Highway, and 21-Combined; we averaged 21.3 miles per gallon of Regular.

Pricing starts with SR at $32,995 and our SR5 coming in at $37,695; from there it works through several TRD levels to arrive at top Limited at $53,595.

Four-wheel-drive is standard on Limited and most TRD trims, available in all other trims except for the TRD PreRunner, which is rear-wheel-drive only.

Pickup trucks of all sizes continue to be incredibly popular here in the U.S., and we've certainly seen a resurgence of compact and midsize trucks recently.

Tacoma fans will be happy to know that their midsize 2024 Tacoma hasn't gone soft.

It's more rugged than ever.

Designed here, with American buyers in mind, the new Tacoma is the modernized version of their beloved pickup that Toyota fans have been waiting for.

So, Happy Taco trucking!

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 an electrifying performance EV, the Hyundai IONIQ 5 N, followed by a small Ute that's big on luxury, the Cadillac XT4.

Until 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 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.

♪ ♪ This program was produced by Maryland Public Television, which is solely responsible for its content.

(engine revving) ♪ ♪ You're watching PBS.