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

Join us as we electrify the family 3-row buyer with the Kia EV9... Then, see how the pros put the shine back into aging paint... Go "Two Wheelin'" on a unique Ducati power cruiser... And keep the rpms high in a race-tuned Porsche 911 GT3...

So, come drive with us, next!

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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: 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 third 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.

♪ ♪ Ducati jumped into the power cruiser scene back in 2011 with the Diavel, and while they've been constantly tweaking it ever since, this latest version takes it to a whole-new level.

And our "Two Wheelin'" guy Brian Robinson just loves to keep up.

♪ ♪ BRIAN ROBINSON: Most motorcycles can be easily dropped into one category or another, and then there are some that are not so easily defined... and they tend to be the ones that are the most fun.

The Ducati Diavel V4 is indeed unlike any other motorcycle on the road, essentially a huge engine with parts attached to it, looking almost like they dropped a sportbike seat and tank assembly onto some kind of crazy custom cruiser frame, like those misguided folks who put muscle car bodies on monster truck chassis'; only the results are much better here, more work of art than mechanical mayhem.

A barely-there monocoque aluminum chassis replaces the previous Diavel's tube framing, and bolted to is a new V4 engine in place of the previous twin.

Its 1,158ccs output 168 horsepower and 93 pound-feet of torque, which naturally produces a lot of heat, addressed by liquid cooling through a big radiator right up front.

Power goes to a 6-speed manual transmission with Ducati Quick Shift, leading through chain-drive and a single-sided swingarm to a massive 17 inch wheel with a 240 rear tire-- easily the widest rear tire I've seen on a production bike.

If you're wondering where the taillight is, it's actually integrated into the tail section.

Not sure how they got that approved, but it looks awesome and tailgaters I talked to said, "It showed up plenty well on the street."

And if you think this black looks thrilling, well that's actually the name of it, Thrilling Black, and it's a $300 upcharge over the standard Ducati Red.

Seductively shaped pipes pour out of that engine, channeling exhaust to a big muffler with four pipes pointed up as much as back, so you get to enjoy the bark as much as everyone else.

It's especially sweet on throttle blip downshifts.

Riding position is great.

Handlebars are a little closer than before with a low cruiser-style seat height.

That seat is not long-distance touring comfortable, but plenty adequate for weekend rides, and some additional suspension travel is there to help.

Despite the length and huge rear tire, the V4 is not cumbersome at all on the street.

Suspension tuning is definitely on the firm side, but far from harsh, and all bumps and pavement imperfections are smoothly absorbed.

Curb weight comes in at just 520 pounds.

As before, the Diavel can easily go from solo to plus-one mode by folding down the hidden rear foot pegs, removing the rear cowl, and deploying a grab rail.

Handlebar controls are a cinch to navigate and the 5.0 inch TFT gauge display is easy to read whether sitting upright or tucked in a crouch.

Comprehensive riding modes allow for the ability to find just about whatever riding experience you're looking for.

I wound up preferring Touring, as you still get full power, but it's delivered a little more smoothly than in Sport mode.

For all of its performance and presence, $26,995 doesn't seem that bad at all.

The torque of a twin, but with the smoothness of a 4-cylinder is reason enough to fall in love with this Ducati Diavel V4.

But then adding in sportbike-like abilities and rolling artwork visuals makes it unlike anything else on the road, and something truly special.

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: 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.

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

♪ ♪ JESSICA RAY: It's been a few years since our first Road Test of the Genesis GV80-- back when it was the brand's first and only SUV.

While that's certainly not the case these days, the GV80 still remains a highlight; so, we're happily visiting it once more.

Our original test was studded with words like lavish , indulgent and elegant ; and that glass slipper still fits.

The Prestige Signature trim takes luxury to the GV80s highest point, including Nappa Leather seating surfaces and plenty of tech, like a 14.5 inch infotainment screen and fully digital instrument cluster.

The visually-pleasing body has been tweaked over the years, but overall remains the same.

Though, 2025 will see a new coupe body style that we can't wait to drive.

And speaking of driving, the GV80 is as dream-like on the road as we remember.

The 8-speed automatic and all-wheel-drive layout is standard; joined here by optional electronically controlled suspension.

Under the hood is an available 3.5 liter V6, twin-turbocharged for 375 horsepower.

A 300 horsepower 2.5 liter turbo-4 is standard, should you feel the extra performance isn't worth the extra dough.

Expect a starting price of $60,000 for the 2024 Genesis GV80, working up to roughly $80,000 for a 3.5T powered Prestige Signature.

Like before, yes, the Genesis GV80 does command a higher premium, but dishes out a properly indulgent experience.

That's what the luxury buyer demands and what the GV80 does so, so well.

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

♪ ♪ GREG CARLOSS: It's hard to believe, but we've already spent 10 months with our Mitsubishi Outlander PHEV; and there's still some time left in its MotorWeek tenure, but here's all the latest.

Getting the empirical evidence out of the way first, our overall efficiency has slightly dipped again, now down to 29.1 miles per gallon on regular fuel.

That average includes another 3,100 miles of road, bringing our total to 25,000.

I know...we keep saying we'll get the numbers back up, and this Outlander PHEV is very capable of doing so, as we've previously observed efficiency in the low 30s.

The plug-in system really is great, but it works best when you actually plug it in.

Still, we can't discount the fact that 29 miles per gallon is decent for a small 3-row utility.

The small dip may be attributed to our recent mounting of Bridgestone winter tires.

Winter tires are made of softer rubber, great for gaining traction in colder conditions, but can lead to a small loss in fuel economy.

Still, the peace of mind was worth it during the Mid-Atlantic freezes.

And the on-road experience still gets top-marks.

We've mentioned before how this Outlander PHEV has many of the benefits of a full EV, and to me, one of the overlooked benefits is the ability to control the amount of regenerative braking.

So, on the highway I'll dial it back so that I can coast when letting off the throttle, but around town I'll add some regen back for the comfort of not having to go back and forth between the pedals as often.

We're thrilled to have this Mitsubishi Outlander PHEV on the hook for a bit longer; but it's not the only star in our fleet.

We'll give you the latest on our Kia EV6 GT in the next MotorWeek Long-Term Road Test update.

JOHN: There is no shortage of Porsche 911s for you to spend your high-performance dollars on.

There are even multiple GT3s to choose from these days.

And if you want Porsche to make it even better for you, they'll do that too, with the help of Manthey Racing!

♪ ♪ In recent years, Porsche has made a total blur of the line between street car and race car with the latest 911 GT3.

But if you're lucky enough to own a current 992 GT3 and find yourself wanting to make it even more capable on the track, Porsche's partnership with Manthey Racing can make that happen.

If you're not familiar, Manthey Racing is a German motorsports company that's been turning 911s into race winners since the 1990s; so much so, that Porsche bought a majority stake in the company 10 years ago and now runs its GT race program with help from Manthey.

The Manthey Performance Kit is essentially an aero package that can be installed at specially certified Porsche dealers.

There are some structural enhancements as well, mostly a precautionary measure to make sure everything holds up to all of the extra downforce pressure created by that huge adjustable rear wing, plus upgraded steel brake lines.

Other enhancements include extended front splitter with side flaps, additional underbody airflow management, rear diffuser with lengthened fins, and even carbon fiber aero discs attached to the rear wheels.

Put it all together, and Porsche has basically bridged the gap between a standard GT3 and the GT3 RS which we had here at Roebling Road Raceway last year.

And much like that RS, this GT3 looks like a race car around those nine turns, and you certainly feel like a race car driver behind the wheel as it takes whatever skill you bring to the table and multiplies it.

It was so fast and so capable; flawlessly flat and smooth through corners, with spectacular brakes that quickly turned braking zones into areas to pick up time, not just scrub speed.

All the while, the GT3's PDK transmission delivered shifts as fast and seamlessly as always.

Perhaps the true engineering feat of it all, is that a car this capable can be an absolute easy to drive pussycat on the street.

So, don't think of it as a great occasional track day car, but as a legit race car you can take through the Starbucks drive-thru every day.

Now, where the GT3 RS's interior is incredibly business-like, our test 911 GT3 appeared more like any other 911, which was fine by us.

Just the standard Race-Tex setup with GT silver stitching and some seatbelts in Racing Yellow to match the exterior and keep us firmly placed in the full bucket seats.

With such a priority on downforce, drag racing was not even a consideration with the Manthey kit, yet, we still ripped up the quarter-mile in 11.0 seconds flat at 128 miles per hour after getting to 60 in just 2.8 seconds, a tenth quicker than we got in the GT3 RS last year.

And it's at this point we'll pause to once again declare our love for this naturally-aspirated 4.0 liter flat-6 engine.

Its heavenly howl is a sound we'll never grow tired of hearing, and feeling it push us forward, while pushing the tach to 9,000 RPM to create its 502 horsepower and 346 pound-feet of torque, is a sensation found nowhere else in the automotive world.

The Manthey Performance Kit costs $57,300 plus installation, and it can be installed on any current 992 generation GT3 whether you're buying it new or already own it.

If you are buying new, a 2024 GT3 will cost you at least $185,850, so you'll be well past $200,000 by the time it's all said and done.

The concept of a race car for the street is nothing new, but the Manthey Performance Kit will do more than just turn your Porsche 911 GT3 into a race car for the street.

It'll make it a really great race car for the street.

No manufacturer does this as well as Porsche.

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, when we shift and slide around the track in the Toyota GR86 Trueno Edition.

Then, it's an affordable powerhouse from Mercedes-AMG, the CLA 35.

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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