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

We're starting off with a luxo-sport-sedan shakeup with the Genesis G70... Then, we'll see how the pros put the shine back in aging paint... We'll hit the open road atop a Honda adventure bike... Then, trade in for a big family electric, the Kia EV9...

So, come drive with us, next!

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Forty years later, we're not slowing down.

JOHN: It was five years ago, at a time when sedan sales were rapidly declining, that Genesis decided to unveil an all-new 4-door, the G70.

And just to make things more difficult, it was designed to compete directly against the best European compact sport sedans, which it did impressively well.

So yes, the G70 is still hanging around; and what's more, it's gotten even better!

♪ ♪ The Genesis G70 sedan has been on the road for half a decade now, and looks to have some real staying power, having outlasted its platform-mate, the Kia Stinger.

But this 2024 Genesis G70 is not just surviving, but thriving, with a new standard powertrain, upgraded performance and an enhanced interior.

The standard engine in the G70 is now a 2.5 liter turbo I4 with 300 horsepower and 311 pound-feet of torque.

That's a 48 horsepower increase over last year's 2.0 liter turbo-4.

Genesis has also included a Brembo brake package as standard equipment.

The 3.3 liter twin-turbo V6 remains available and carries over unchanged at 365 horsepower; both engines powering the rear wheels as standard, with all-wheel-drive optional.

The approach for the interior remains more of a sporty presentation instead of the outright luxury slant of larger Genesis sedans, and the main updates here include new touch-panel controls for climate and a frameless rear-view mirror.

A reasonably priced Sport Prestige package adds leather seating, aluminum trim, a big sunroof and additional driver assistance features.

Front seats are both sporty-feeling and comfortable, while things remain a little tight for adults in the rear seats.

No new sheet-metal for the outside, as that was freshened up for the '22 model year; the design remains polished and smooth, void of garish details, but it does sport the new Genesis engraved emblem front and center above the grille.

We pointed that logo down our Mason Dixon Dragway test track to see what the new turbo-4 engine is capable of.

It felt plenty powerful off the line, even with a hint of turbo lag, and power delivery only became more aggressive from there.

We hit 60 in 5.8 seconds, almost a half-second quicker than we saw with the 2.0 liter.

That's also with all-wheel-drive, which provided plenty of grip at takeoff, and good stability down the track, though spring track maintenance kept us from getting full quarter-mile times.

All G70s now work exclusively with a rev-matching 8-speed automatic with paddle shifters and intelligent drive modes; the 6-speed manual transmission has gone away with the 2.0 liter.

Automatic shifts were very punchy, with a noticeable hit of power as each new gear was engaged.

Engine noise is pleasant but relatively muted, with just a hint of exhaust noise seeping into the cabin.

While the G70 can feel like a big sedan in everyday driving, here in our handling course, it felt tidy, nimble, and quite comfortable working through the cones.

We felt very connected to it, with great feedback through the chassis and steering wheel.

Dynamic Torque Vectoring Control is in play to tighten up turn-ins and provide steadiness, and it worked great allowing us to be very aggressive without stability control systems stepping in, even when it began to show a little bit of understeer as we pushed the envelope.

As for everyday driving, Government Fuel Economy Ratings with the new 4-cylinder and all-wheel-drive are 21-City, 29-Highway, and 24-Combined; we averaged a very good 27.8 miles per gallon on Premium fuel.

All for an average Energy Impact Score, using 12.4 Barrels of Oil Annually with 6.2 Tons of CO2 Emissions.

The more powerful standard engine and interior upgrades add about two-grand to the G70's new base price, which is now $42,750, $44,850 with all-wheel-drive; the twin-turbo V6 starts at $51,200.

These days, we're just glad to see someone still making sporty 4-doors.

So, when a brand puts the effort into making a good one even better, as Genesis has done with the 2024 G70, well that's really a cause for celebration.

The G70 may be a relative newcomer to the luxury sport sedan scene, but its comfort bang for the buck, along with its additional standard power and proven all-around performance, gives it the staying power it needs to succeed long term.

♪ ♪ Much like SUVs have changed the automotive landscape, adventure bikes, their go-anywhere two-wheeled counterparts, have rapidly grown in popularity in the motorcycle world.

And leave it to Honda to find a way to make this concept even more appealing.

♪ ♪ BRIAN ROBINSON: The Adventure Bike Category continues to grow and grow, and Honda is taking advantage by adding another one to their lineup-- only their newest one isn't so new.

While, the Transalp name may be new to many in the U.S., a Honda Transalp was briefly available here in the 1980s, but the concept was lost on most Americans who, at the time, preferred to either race around on sportbikes or relax on cruisers.

But now, with the adventure bike market still exploding, Honda thought it was a great time to reinvent the Transalp as a more modern middleweight contender in the ADV scene and reintroduce it here in the states as the Honda XL750 Transalp.

Joining Honda's larger Africa Twin and smaller NX500, a big part of the appeal of these adventure bikes is the high ground clearance, giving it the capability to handle moderate trail work while keeping it flexible enough to spend long days in the saddle.

That's thanks to the very comfortable seat that sits 33.7 inches from the ground, exactly the same as the Africa Twin, and about average for the ADV segment, there is an optional seat that can lower that by an inch-- if you need it.

Honda calls the Transalp "friendly but tough," and since that's also how many would describe me, we got along just fine.

There's 7.9 inches of travel in the front suspension, with a 21 inch wheel allowing for improved off-road capability and better tire choices, if that's where you plan on spending your adventure time.

An 18 inch wheel resides in back with a single shock in Honda's Pro-Link setup delivering 7.5 inches of travel.

The substantial fairing and tall non-adjustable windscreen provide plenty of wind and weather protection for the rider; this beefy aluminum plating does the same for the undercarriage but it is an option.

The liquid-cooled 755cc parallel twin, which is a new engine here to us in the U.S., is rated at 83 horsepower and is a real highlight of the Transalp.

It delivers a wealth of midrange grunt and runs smooth even when the tach needle hovers around four-grand for extended periods of time at highway speeds.

Exhaust flows through a single low-slung muffler on the right side, which provides a decent amount of bark without being too loud.

The Transalp's great riding position and the well-sorted suspension creates a very confident rider experience that feels more like riding a tall standard than a dirt-bike and is easy to get used to quickly.

There are a lot of riding aids too, with five ride modes to choose from including a customizable one, adjusting Selectable Torque Control to either limit or allow some rear-wheel slip, plus power delivery and even amount of engine braking.

Best news of all, base pricing is just $9,999, though there are a host of available accessories to further tailor the Transalp to your specific mission.

With the reintroduction of the Transalp, Honda now has a full lineup of ADV bikes to choose from.

This 2024 Honda XL750 Transalp is a great middle-ground option perfectly hitting the sweet spot where capability and affordability come together, offering a whole realm of awesome riding possibilities whether they involve famous mountain passes or not.

JOHN: Nothing beats a car's glossy finish, but as years go by it's easy to gloss over the fine details of proper paint care- especially as the elements slowly start to take their toll.

Well, Logan McCombs knows pros that can make your paint shine like new, and he's brought them to MotorWeek's "Your Drive!"

♪ ♪ LOGAN MCCOMBS: Everybody loves a shiny car, but not everyone knows how to achieve that high level of shine in their paint.

So, that's when you have to call in the pros, like Brian here from Polished 2 Perfection.

Brian, how can someone take their paint to the next level?

BRIAN RICE: Well, so, what we do here is we evaluate the finish, um, and see what we're working with.

Ah, we measure the clear coat with our ultrasonic paint thickness gauge, so we can determine how much clear is on, how much color, and how much primer; um, and then from there we can decide, you know, how much we have to work with to decide if we're going to use sandpaper or if we're going to use, um, buffing liquid and a pad to smooth the finish out.

Uh, and then we'll take, um, a reading with our gloss meter that tells us our reflectivity and gloss and distinctiveness of the reflection; and we'll have a baseline that we're working from, so as we're removing the clear coat from the finish we don't want to compromise the UV protection that's in the clear coat, but at the same time, we want to get the smoothest finish as we can because you'll get the best reflection, which gives you that deep, wet shine that everybody likes.

LOGAN: Okay, so I understand that we're removing layers when you could be sanding or compounding, but how do you bring that shine out of the paint after you remove those layers?

BRIAN: So, we just continue to refine down to less aggressive polishes and less aggressive pads to get it to where it is the full finish where the gloss is really standing out.

And again, with our meter, we've done enough of these cars that we know when we get these certain numbers with this meter, we know that the car is going to look really wet outside.

LOGAN: Okay, awesome.

So, after someone may take their vehicle home, what's the best way that they can continue to protect their paint and can prote-- protect that gloss?

BRIAN: Okay, so what I tell people when the cars leave here is try not to touch the car.

Touch the car as little as possible.

Um...

So what that means is, I recommend an electric pressure washer and a foam cannon.

Um, so you foam up the car and you let the dirt kind of drift off, take a soft wash mitt, uh, to wash the car, and then after you rinse the car off-- we try to use deionized water because that doesn't leave water spots-- and then you can use a leaf blower at home to just dry it off so that way you don't have a towel, you know, rubbing a towel across the finish which can scratch it.

But that maintains the finish.

LOGAN: That's a great tip for someone that they can use at home.

What are some other products you'd recommend for someone to use at home to take care of their own car?

BRIAN: So, you know, we really try not to focus as much on the brands of products or the brands of polishers, um, because really you can achieve the results with, you know, any-- any polisher and any polish.

It's just... it's the time that it takes to learn how to use those products and that machine that really make the difference.

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

JOHN: Time for a little extra seat time in this week's QuickSpin!

♪ ♪ JESSICA RAY: Following the recent return of the Crown sedan to Toyota's U.S. lineup, they have now added an SUV derivative to the Crown family, the 2025 Toyota Crown Signia.

Styling of the 5-passenger Crown Signia crossover is similar to the sedan and the wheelbase is the same, but the spec sheet is not quite a cut-and-paste affair, as overall length of the Crown Signia is a bit shorter, while ground clearance is up by almost an inch; and of course, there's a rear liftgate hiding 25.8 cubic-feet of cargo space.

It does share the Crown sedan's base hybrid powertrain which means all-wheel-drive is standard, but rated at 240 horsepower, it gets a slight bump over the sedan.

Toyota claims a 36-Combined MPG rating.

Riding on the same chassis as just about every Toyota car these days, ride quality was sublime during our first chance behind the wheel in Southern California.

BRIAN: The Crown was Toyota's attempt to bring a little SUV style into the sedan segment, and now they've gone full SUV with it, but as you can imagine it still drives and feels just like a car.

All of you Camry wagon owners who never embraced the Venza should definitely check it out.

JESSICA: It will be available in XLE and Limited grades; Limited riding on 21 inch wheels, XLEs getting 19s, but both get leather seats and Toyota's latest multimedia system on a 12.3 inch touchscreen along with a 12.3 inch gauge display.

Pricing starts around $44,000, and they should begin arriving at dealers later this summer.

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

♪ ♪ GREG CARLOSS: It's that time of year when parents get ready to send off their college-bound kids, and we know how hard it is to say goodbye.

We're doing that now with our 2023 Mitsubishi Outlander PHEV, graduating from its year-long tour at MotorWeek HQ.

Over those 12 months, we've tallied 29,776 miles, a lot for any long term.

No wonder.

This plug-in hybrid's overall efficiency of 29.2 miles per gallon rates a great score in our book, as does the 38 miles of electric-only range observed in our test.

In the same vein, the "charge" drive mode was great at recouping spent electrons, returning up to 30 miles of range to the battery over one 150 mile highway commute.

Looking beyond the numbers, this 3-row utility really proved its worth, from MotorWeek support vehicle to daily driver, road trip warrior, and everything in between.

We could point to a lot of individual things we enjoyed over the year-long test, but it all adds up to one simple fact: The Outlander PHEV is an exceptionally comfortable and practical daily driver and road trip cruiser.

Naturally, the suspension and the plug-in hybrid powertrain deserve a lot of the credit, but it's what's on the inside that really puts it over the top.

Comfortable seats and an upscale feel throughout.

This utility really over-delivered.

All in all, the 2023 Mitsubishi Outlander PHEV is a well-rounded experience.

If it were to receive a final report card from us, it'd walk across the stage with straight A's.

And we'll be filling the utility-sized gap in our lineup with our 2024 Volkswagen Atlas Cross Sport, the topic of our next MotorWeek Long-Term Road Test update!

JOHN: Kia has been selling battery-electric vehicles for 10 years now, from funky Souls, to purpose-built performance machines like the EV6 GT.

Well, now they're aiming their pure-electric know-how directly at the heart of the family SUV market with the 3-row EV9.

♪ ♪ New battery-electric vehicles are arriving at an accelerated pace.

But one thing we're still relatively short on is reasonably priced, big family-minded crossovers, something that Kia has delivered with the all-new, all-electric 2024 EV9.

It boasts all the credentials of a typical big family SUV; three rows of seating for either six or seven passengers, 7.8 inches of ground clearance, cavernous cargo capacity, 5,000 pounds tow rating, and available all-wheel-drive for all-roads, not all-terrain.

In that vein, the EV9 looks more muscular than rugged, and is about the same size as Kia's gas-powered 3-row Telluride.

Just a tad longer with a more aerodynamic shape; at least we hope that's the reasoning behind these optional 20 inch alloys, as they don't do much for the eyes.

It's equal parts smooth and boxy, with a big hood that seems to stretch on for days; and you'd think there'd be more storage space under there, but just a small compartment.

Looking over that hood from behind the wheel, the EV9 does feel large and SUV-like.

Yet, also again like Telluride, it is very pleasant to drive, especially if you're in a hurry, as power delivery in Sport mode is no joke.

Kia's "segment above" interior philosophy shows itself in build quality and materials that are indeed above typical mass-market family trucksters.

And, like Volvo, does it with mostly vegan and recycled materials.

The dual-display cockpit setup is similar to other Kias, with both screens in a single housing and camera feeds coming up right in the 12 inch gauge display.

But the overall dash design is cleaner and simpler.

A big dual level center console keeps it from having the open floor plan of some EVs, but it offers lots of practical storage and easy to access wireless phone charging.

Kia understands there's a good chance you'll be sitting at a charging station on occasion, so not only are front seats very comfortable with some of the best headrests we've experienced in some time, but it can send you into relax or nap mode with just a press of a button.

Second-row captain's chairs in our Land-trimmed tester are pretty special too, with heat and ventilation, their own set of climate controls, and plenty of storage and charge ports.

The 3rd row is a 50/50 split-folding bench with 20.2 cubic-feet of storage space behind it and 43.5 with it folded, maxing out at 81.7 with 2nd row seatbacks folded as well.

As for more important energy storage, standard battery is 76.1 kilowatt hour rated for 230 miles, while the available long-range 99.8 kilowatt hour battery delivers up to 304 miles.

Our long-range all-wheel-drive Land is rated at 280 miles, and we were on pace for exactly that in our mileage test.

Same 800 volt charging setup as the EV6 will take a full 350 kilowatt fast charge that gets you to 80 percent in less than 25 minutes.

And using 41 kilowatt hour of energy per 100 miles, the EV9 earns a fair efficiency rating.

A single rear motor with 215 horsepower is standard in the EV9, while stepping up to the long-range battery gets a slightly reduced output of 201 horsepower.

Adding a front motor ups total output to 379 horsepower and 443 pound-feet of torque as in our Land tester; top dual-motor GT-Lines get additional torque, at 516 pound-feet.

At our Mason Dixon test track, our Land ate up quite a bit of land in a hurry, sprinting to 60 miles per hour in just 4.5 seconds, launching hard and drama free consistently.

Yes, we're at the point where big family SUVs rip off consistent mid-fours and feel totally safe, and stable while doing it.

The monster torque delivery did taper off a bit once we got past 60, but the EV9 was still building speed quickly.

Spring track maintenance kept us from running a full quarter-mile, but we'd put the EV9 easily in the 13s.

Steering was very light though the cones of our handling course, but the EV9 was quick, quiet, and agile; with stability systems gently stepping in before we could really get a sense of any oversteer or understeer.

Stops from 60 miles per hour averaged a great 109 feet; there was some nosedive, but good stability overall.

EV9 Pricing starts under 60K, specifically with the Light rear-wheel-drive at $56,395, extending to the all-wheel-drive GT-Line at $75,395.

Our dual-motor Land is in between at $71,395.

Highly refined, plenty capable, and a joy to drive are just a few of the reasons we made the EV9 one of our Best EV Drivers' Choice Award winners for 2024.

It really is a Telluride with a battery electric heart.

So, we think the 2024 Kia EV9 clearly delivers the goods!

It's the forward-thinking choice for those considering a switch to battery power for their next big family ride.

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 midsize ramble in the new Honda Ridgeline TrailSport pickup, and we'll stick to the pavement in the Mercedes-AMG CLA 35.

Our "Your Drive" pro shares tips on freeing seized hardware, and we'll see how one university is freeing itself with alternative fuels.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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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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