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

We're flexing some HEMI muscle in the Jeep Wrangler Rubicon 392... Then, pulling into the garage for our expert's used car walk around... We'll scratch our itch for "Two Wheelin'" freedom with a Kawasaki cruiser... Ending with an all-new take on a Subaru classic, the next-gen Forester...

So, come drive with us, next!

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JOHN: If you're into fixing up old Jeep Wranglers, a popular retrofit is to drop in a HEMI V8.

Well, Jeep has actually been doing that for us since 2021!

That's when they added a V8 engine into the powertrain mix for the first time since the CJ days.

It's called the Rubicon 392, and since it will also soon be history, you better get one while you can.

♪ ♪ This is the 2024 Jeep Wrangler Rubicon 392 Final Edition, and yes, it's got a HEMI in it.

Now, the only way to get this HEMI goodness in a Wrangler is with Rubicon trim and a 4-door body.

It's called the Final Edition because 2024 is the last year the V8 will be available, or is it?

More on that later.

This 4th gen Wrangler got a sizable freshening for the 2024 model year, including a boost in capability, a revised seven-slot grille, stealth antenna integrated into the windshield, 10 new wheel designs, side curtain airbags for the first time, and a revised instrument panel that makes room for a larger 13.2 inch Uconnect touchscreen with available trail guide mapping.

Rubicon models went further with beefier axles, plus, the ability to stuff in some larger tires and add a Warn winch.

The Rubicon 392 first arrived for 2021, and features the 6.4 liter version of Chrysler's HEMI V8 with unique tuning for duty here in the Wrangler.

Output is 470 horsepower and 470 pound-feet of torque through an active dual-mode free-flowing exhaust.

It works exclusively with an 8-speed automatic.

Final Editions start at the Wrangler's most extreme end with the Xtreme 35 Tire Package included, along with Selec-Trac dual-range full-time 4-wheel-drive and Dana 44 axles.

Then, they send the HEMI out with a bang by sporting an extra half inch of lift, unique rock sliders, triple-loop grille guard, special leather seats, a fold out table integrated into the swing gate, an 83-piece tool kit, unique shifter medallion, and lots of logos inside and out; plus, bronze 17 inch wheels with 35 inch BFGs.

We were instantly keen to spin up those meaty tires at our Mason Dixon test track.

There's was indeed a lot of rubber meeting this well-prepped pavement.

There was great grip off the line, and the 392 felt plenty quick on take-off.

We hit 60 in 5.2 seconds; a bit shy of the 4.5 claimed by Jeep.

Gear changes in the 8-speed automatic were timely and smooth, and for being this high off the pavement, the 392 felt plenty stable at speed and didn't really need a whole lot of correction going down the track.

Our best quarter-mile time was 13.9 at 98 miles per hour.

With minimal sound deadening in place and lots of hard surfaces, it sounds absolutely fantastic at wide open throttle, whether it's echoing throughout the cabin or you're allowing some of the noise to escape the available Sky One-Touch Power-Top.

Despite the soft suspension feel, nosedive during panic braking was not bad, and stopping in 121 feet from 60 miles per hour is more than acceptable.

Stability was good, fade minimal.

Hammering lifted rigs through a handling course often requires restraint, but this Wrangler felt well-planted and controlled, and we were quickly gliding through the cones with ease.

Body roll was not unsettling, though speeds weren't really high enough to experience noticeable amounts of oversteer or understeer.

The absurdity of this rig just makes it a blast to drive around on any surface; it's like someone else made an exotic, dare we say, "better version" of the Wrangler.

Government Fuel Economy Ratings are 13 City, 16 Highway, and 14 Combined.

We averaged just 12.9 miles per gallon of Premium.

That's a much worse than average Energy Impact Score with Annual Oil Consumption of 21.3 Barrels and 10.5 Tons of CO2 Emissions.

Saying goodbye is not cheap as this 2024 Rubicon 392 is priced at $101,890.

But despite being called the Final Edition and limited to 3,700 units, due to anticipated demand, the Rubicon 392 will also be available in the 2025 model year for what is sure to be the final, Final Edition.

Or will it?

Though, buyers of '25s will not get the grille guard or tool kit.

It's easy to wonder why any reasonable person would drop 100K on a Wrangler.

But upon further reflection, buying a Wrangler is rarely rational, it's more about the feeling you get when you're rolling down any kind of road in a beastly square-bodied throwback rig that really can take you just about anywhere on the planet.

And experiencing the wrath of a monster V8 engine when you rip into the throttle is a whole new level of freedom we'll enjoy no matter how long it lasts.

You know, that Rubicon 392 was a riot, even for seasoned drivers like us.

But next week we'll hand the keys to an amateur off-roader along with free reign of an off-road playground.

It's coming up on the next installment of "Overdrive!"

But up next, let's join Audra Fordin and Logan McCombs down in the garage as they team up for the do's and don'ts when buying a used car.

♪ ♪ AUDRA FORDIN: If you're shopping for a used car or a truck, you should always look it over in person before you buy it.

LOGAN MCCOMBS: Here are a few checklist items that will help you to ensure that you're not buying someone else's headache first, because no one likes that.

AUDRA: Yeah, for sure.

Take a walk around.

Inspect all four sides of the car, looking for damage or areas that may have been previously repaired.

And by that, I mean look for, like, paint overspray around the wheel wells, in the door jams, and splash guards.

Take note of any panel gaps and the general fit of the body, and look out for any signs of body rust.

Even a little paint bubbling can be a big clue to bigger problems later; and this is especially true if you are looking for a car that's a few years older, like a classic or a collector car that you want as a hobby.

LOGAN: Don't forget to check the operation of all the lights and look for cracked lenses or moisture in the light housing.

This could lead to another issue, like electrical problems, and no one likes those.

AUDRA: For sure!

Let's hop inside and do the same kind of look around.

Turn the ignition on and start the car.

All the dash lights should come on as a self-check for a few seconds and then go off.

If you see any lights that stay on, that's a red flag.

Look at everything.

Make sure the temperature gauge reaches operating temperature and all the-everything works properly, the odometer matches what the owner stated.

Listen to the engine running.

Does it sound smooth, or making any tapping sounds or any kind of odd noises?

Check all of the controls, including the heat, the A/C, the hazard lights, the high beams; the list goes on, so be sure to click all the buttons to make sure they do what they should do.

And then, you can go under the hood.

LOGAN: Look for leaks of any type.

You'll know if you see one; they'll look wet, and you'll want to make sure that you look on the ground as well.

AUDRA: For sure, and check the belts and the hoses for cracks and fraying.

Check the fluid levels and take off the oil filler cap to look for signs of sludge, which is a sure sign of maintenance neglect.

LOGAN: At this point, if your car still looks okay to you, it's time to take it for a drive, and your first destination should be to a trusted mechanic.

They're going to put the car up on a lift; and here, this-- you're going to see some key things that they'll be looking for like loose or damaged suspension pieces, steering linkage, bushings, ball joints.

Your tech will look for leaks coming from your brake lines or your transmission cooler lines, and any other hoses, while also including things like your differential, transmission, axle and other locations where fluid may flow.

While up on the lift, they'll check the condition of your tires for damage or uneven wear patterns, which may indicate a suspension or an alignment issue.

And most importantly, look everywhere for possible collision damage or signs of rust.

In the frame, the exhaust or even behind body panels.

Anything more than a bit of surface rust is always a red flag.

AUDRA: While, all this sounds a bit time consuming, investing an hour or two will pay off with many miles and smiles down the road.

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

♪ ♪ JOHN: Kawasaki has a long history of shaking up the motorcycle industry, from their first Z1 superbike in the 1970s, to the recent supercharged H2, and even the hybrids and full-electrics that are arriving now.

So, let's find out how their latest Eliminator is changing the game.

♪ ♪ BRIAN ROBINSON: Kawasaki always seems to find a way to inject some excitement into everything they do; let's see if that holds true in their latest entry-level cruiser.

Most of us motorcycle riders got on the road in one of two ways.

Either we started on something small and boring that we quickly grew out of or we jumped into the deep end on something a little too exciting and were forced to tiptoe our way through the learning curve.

Kawasaki is looking to change the game with this 2024 Kawasaki Eliminator, an entry-level cruiser with big bike style that's easy to learn on, yet offers plenty of room to grow.

Shaking things up right from the start is not your typical cruiser engine, as the Eliminator's 451cc parallel-twin is basically a stroker version of their Ninja 400 sport-bike's powerplant, delivering 52 horsepower and 32 pound-feet of torque.

And if that sounds familiar, Kawasaki used this same approach in the 1980s with the original Eliminator power cruiser which featured an engine straight out of the Ninja 900.

And there is a subtle throwback to the OG Eliminator with the design of the rear fender.

Big picture, unlike most entry-level rides, it looks like a full-size cruiser, not a beginner bike.

Slim, low, stripped down, fat tires, though it's not quite bobber-like as the Eliminator's trellis frame is a bit too contemporary for that.

Both standard and SE versions of the Eliminator are available.

In addition to a two-tone paint upgrade, SEs get fork covers, a minimal headlight cowl, unique seat covering, and a USB-C outlet mounted on the handlebars for charging your phone or a GPS.

All get a round fully-digital gauge display that's easy to read in all conditions.

Beginners and even riders with some experience will appreciate the Eliminator's simplified approach; no ride modes or active suspension adjustments to worry about, plus, a feather-light slipper clutch and smooth shifting transmission that goes into gear easily with a reassuring click.

At just 28.9 inches, seat height is the lowest in the Kawasaki showroom...yet, it still has that big cruiser look and feel no other entry-level ride can match.

And while it is plenty capable of extended periods at highways speeds, it feels much more at home cruising at a relaxed pace on the back roads, as the twin rear shock suspension has just 3.1 inches of travel.

Pricing starts with non-ABS versions at $6,499, adding ABS is just $300 more; SE comes with ABS and starts at $7,099.

Simple to operate and easy to enjoy; it all just feels very unintimidating, which brings us to what the 2024 Kawasaki Eliminator is designed to eliminate, some of the baggage and intimidation factor that comes along with beginning riders choosing a first ride, especially if they're interested in a cruiser.

But it also eliminates the need to upgrade right away as there's plenty of power, capability, and yes, excitement here to keep the good times rolling for years to come.

JOHN: There's no time to spare, so let's turn the key and shift into this week's "QuickSpin!"

♪ ♪ JESSICA RAY: Buick is reinventing the Enclave for 2025, and while this 3-row does remain in familiar territory, a handful of improvements encased by a striking new design give this utility a new lease on life.

The new bodywork falls perfectly in line with Buick's current design language, including the wide grille directing air to a new powertrain, that being a turbocharged 2.5 liter inline-4.

It rates for 328 horsepower and 326 pound-feet of torque, paired to an 8-speed automatic with standard front-wheel-drive upgradable to all-wheel-drive.

That's a big shift, but also more power than the outgoing 3.6 liter V6.

And we found this turbo-4, 8-speed combo goes to work with reasonable swiftness.

Not to be overshadowed, cabin design is decidedly a step up with all trims receiving a 30 inch widescreen display, encompassing instrumentation and infotainment.

Wireless device integration is standard, but the Google built-in suite is spot on, as is the first-ever Buick implementation of GM's semi-autonomous Super Cruise system.

The 2025 Buick Enclave is arriving on dealer lots now, starting around $46,000.

We'll have more thoughts on this reinvigorated nameplate in an upcoming Road Test.

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

♪ ♪ GREG CARLOSS: We're back with the second update on our 2024 Nissan Sentra.

Despite winter closing in fast, this bright orange compact sedan is staving off our seasonal depression.

And that starts with a pleasant, but not totally-unexpected surprise.

Remember in our first update when we said we'd aim for that EPA-estimated 33 Combined miles per gallon rating?

Well, at 33.5 MPG of Regular, we've exceeded it.

And that's after nearly 3000 miles added in about six weeks' time.

Also, exceeding expectations is the drive itself.

One log book comment harps on just how fun it is to drive, even when commuting, with great reserve power and, while a tad light, a precise steering setup.

The comment concludes with, quote, "20 years ago, most sport sedans didn't behave this well."

Considering how long some of our staffers have been MotorWeek reviewers, it's safe to take their word for it.

And in the driver's seat, it's readily apparent.

The Sentra is pegged as a commuter car, but we've taken it on a number of long trips recently, and it's surprisingly fit for the open road.

The increased dimensions compared to previous Sentra's keep it from feeling cramped inside and its road manners at highway speeds are improved as well.

In and out, our 2024 Nissan Sentra has been an excellent compact for whatever we've asked it to do and so far, no glaring faults.

We'll keep you in the loop if anything comes to mind.

We'll have our final thoughts on our year-long run with our all-electric Kia EV6 GT on the next MotorWeek Long Term Road Test Update!

JOHN: More than any other brand, Subaru is responsible for making all-wheel-drive a must-have feature in just about every automotive segment.

And they have also adopted that go-anywhere adventure mentality successfully to their own mainstream models.

And that includes the always popular Forester crossover, of course, which is now kicking off its 6th generation.

♪ ♪ The Subaru Forester arrived in the late 1990s when Subaru rightly realized that if they put a more SUV-like body on their capable Impreza platform, they'd be in prime position to cash in on the then-new compact crossover craze.

That segment has really exploded since then, and still continues to grow; and this all-new 2025 Subaru Forester is ready to make the most of it.

What used to be an outlier with its boxy wagon shape, now looks akin to about every other compact crossover on the road.

Subaru considers its updated design for '25 sleek and contemporary.

Granted, but also less unique.

The grille is much larger, expanding horizontally to now integrate the headlights into more of a shield shape, and fenders are a little more exaggerated than before.

Our mid-level Forester Sport wears sculpted 19 inch bronze-finished alloy wheels, low profile roof rails, and black trim.

Dimensions remain about the same as last gen, although it looks larger.

The interior is, on the whole, more familiar than different.

Screen domination is up, of course, with a portrait-style Starlink touchscreen now measuring 11.6 inches.

It's an option to replace the standard setup that uses two smaller screens, but both give enough information to eliminate the previous separate display that used to reside on top of the dash.

It's good to see Subaru hallmarks, like the chunky shifter and durable materials with carefully applied textured finishes designed to hide wear and tear, are here.

Visibility is excellent as always, and the front seats have gotten noticeably more comfortable, despite a new slimmed-down appearance.

Rear seat experience is mostly the same as before, which is good as they recline and fold easily, and there's adult-size space, which is not something every compact utility can boast.

Cargo space is also closer to many midsize utilities at 29.6 cubic-feet, expanding to 74.4 with the seatbacks folded; all accessed through an available power liftgate that now has sensors to open with the swipe of a foot near the bumper.

Subaru keeps EyeSight driver assistance standard; Sport adds Lane Departure Warning and Automatic Emergency Steering to it.

Subaru claims the Forester's revised chassis is 10 percent stiffer than before; our "seat of the pants" meter couldn't verify that exact number but could detect a movement in that direction.

Both on the street where ride quality itself is quite substantial feeling, and at the test track where it felt well-planted, despite some body roll and higher than typical ground clearance.

All-wheel-drive is of course, standard, and grip was as sure-footed as always through the cones, aided by the more performance-oriented tires on the Sport's 19 inch wheels.

Steering is accurate, but also typically, without much feel or feedback.

Powering the Forester is the same 2.5 liter naturally aspirated flat-four, but it has been updated.

In the process, it actually loses 2.0 horsepower, down to 180, but torque is up slightly to 178 pound-feet, and revised tuning delivers max torque at a much lower RPM.

That certainly didn't manifest itself by being in a particular hurry to get off the line, but Subaru's Lineartronic CVT remains a bit of a damper not necessarily a performance enhancer.

Still, our 8.2 second trip to 60 was almost half a second quicker than last gen.

Here in the Sport, you can work through the CVT's eight-simulated gears, but we found it best to just let it do its thing while we relaxed for the 16.3 seconds that it took to complete the quarter-mile at 90 miles per hour.

Strong braking feel with consistently short results.

Panic stops averaged 105 feet from 60 miles per hour.

Government Fuel Economy Ratings for Sport trim are 25 City, 32 Highway, and 28 Combined.

We tallied 27.2 miles per gallon of Regular.

That's a better than average Energy Impact Score of 10.6 Barrels of Annual Oil Use, with 5.2 Tons of CO2 Emissions.

The Forester follows the same basic trim path of most Subaru's: Base, Premium, Sport, Limited and Touring; ranging from the Base's starting price of $31,115 to Touring's $41,415.

You might say the original Forester was the right design at the right time, as it quickly became one of Subaru's best-selling vehicles, and has remained so over the last 25 years.

The 2025 Subaru Forester is a new effort that really doesn't feel all that new, just better.

After our test, a lot of things tell us that's exactly the way Subaru buyers want it to be.

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 unbelievable variation of the Porsche 911, the 911 Dakar, followed by common sense electric commuting, the Hyundai Kona EV.

We'll have a "Your Drive" workshop on repairing car upholstery, then crawl and climb our way through an "Overdrive" off-road Jeep adventure.

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.

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We test tires, then share our results.

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We offer multiple installation options.

We do this because we believe tires matter.

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