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

We're throwing the top down for a roadster Road Test of the Mazda MX-5 Miata!

Then, we're flushing out the facts on vehicle fluids... Stephanie Hart takes us to the UK and behind the scenes at Bentley... Then, it's back stateside in the charming Hyundai Kona...

So, come drive with us, next!

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Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

JOHN: When the cool little Mazda MX-5 Miata arrived for 1990, it immediately triggered a host of imitators and sparked a genuine global roadster revival.

While that fad has faded, America's love affair with the MX-5 has stayed strong.

And, we're pretty sure we know why!

♪ ♪ The 2024 Mazda MX-5 Miata is probably one of the most recognizable cars on the road, and it has a way of putting a smile on our faces every time we see one, not to mention any time we get a chance to hop behind the wheel.

The Miata concept really hasn't changed drastically over the last three decades, proof that Mazda got the formula right from the beginning.

Rear-wheel-drive, minimal weight, tight suspension, willing engine, superb manual shifter, simple folding top, and just enough creature comforts to make long drives as pleasant as carving up backroad twisties.

An overload of power has never been part of that equation, and many may still decry the lack of horsepower, but just a reminder, this car was meant to rekindle the spirit of British roadsters from the 1960s they were a pure joy to drive, and had engines half as powerful as what the Miata works with today, which is a naturally aspirated 2.0 liter I4 with 181 horsepower and 151 pound-feet of torque.

A 6-speed manual transmission remains the standard; you must upgrade to top Grand Touring trim to even get the available 6-speed automatic.

And it all works together to deliver a joyful driving experience that few other vehicles can match.

The exterior design has gotten more purposeful and less cartoonish over the years; new for this year is updated lighting which now incorporates the LED DRLs into the headlight assembly, as well as a more cohesive design for the full LED taillights, plus, some fresh wheel choices.

Continual upgrades under the skin too, with a new asymmetric limited-slip differential for all manual-equipped Miata's.

Its purpose is to minimize oversteer, and if you think that means it's less fun, you'd be wrong.

It was still a blast to dart through the handling course at our Mason Dixon test track and on the autocross circuit at Summit Point Motorsports Park.

Minimal body roll and perfectly neutral handling had us scooting through the turns with ease.

Kinematic Posture Control was added back in '22, using selective braking to tighten up cornering.

Adding to it for '24 is a new steering rack and updated software for the Electric Power Assisted Steering that provides better on-center feel and more precise control.

Seven seconds to 60 miles per hour won't exactly get your blood pumping, but it's plenty adequate for the Miata's mission and the engine sounds great for a 4-cylinder.

The perfect feel and action of the shifter keeps you looking for reasons to shift gears.

But keep those engine revs above 6,000 for the most power.

We did and our best quarter-mile was 15.4 at 92 miles per hour.

Our average braking distance of 118 feet from 60 miles per hour may have been a little longer than we're accustomed to from a performance car these days, but their predictable and fade-free nature will give you plenty of confidence at your next track day.

Things remain all business in the cockpit, with everything falling readily to hand, and comfortable seats locking you in place.

The most notable change in here for '24 is a bigger infotainment screen, growing from 7.0 to 8.8 inches.

Government Fuel Economy Ratings with the manual are 26 City, 34 Highway, and 29 Combined.

That's a slightly better than average Energy Impact Score of 10.3 Barrels of Annual Oil Use, with 5.0 tons of CO2 Emissions.

Starting price is only $30,170; top Grand Touring goes for $35,470.

It's true that the Mazda MX-5 Miata has barely evolved over the years; but fortunately for all of us, virtually all of the ways that it has changed have been for the better, yet, even in 2024, it remains incredibly affordable.

It has been such a constant presence and passion for so many of our MotorWeek staffers over the years, it seems like it has been around for a lot longer than just three decades, and thankfully, it looks like there's no slowing the Miata down.

♪ ♪ Ultra-luxury British vehicle builder Bentley Motors has ambitious plans to be all-electric by the end of the decade.

However, you can't truly look at the future without examining the past and present.

So, Bentley invited our own Stephanie Hart to England to explore Bentley's new Heritage Garage and their world-famous production facilities in Crewe.

♪ ♪ STEPHANIE HART: I'm here in the UK at Bentley's headquarters in Crewe.

Four-thousand people are employed here and all five of Bentley's models are produced here.

I'm gonna take you behind the scenes and show you how it's done.

But first I'm gonna take you back in time.

Bentley's stunning new Heritage Garage shows off the most historically significant Bentley models from the last 100 plus years.

Every decade of Bentley is represented.

There are 45 cars in the collection, 37 road cars and 8 race cars.

All of the vehicles here are maintained in full running order.

This collection provides a clear picture of where the Bentley of today comes from.

Starting with the oldest Bentley on the planet.

It was built in 1919 by Bentley's founder W.O.

Bentley.

MIKE SAYER: What he wanted to combine was a car that was suitably quick, so had performance, could be driven a long way without tiring you out, and was comfortable.

And that's true of every single car that's been made by this company ever since.

STEPHANIE: So...now, we're taking a look at the 1930 8 Litre.

Tell me a little bit about this vehicle.

MIKE: So, this is one of the most special cars that we own.

This was W.O.

Bentley's masterpiece.

This was the car which he was most proud.

It was the one where he thought, perfectly linked performance and luxury, and grand touring.

STEPHANIE: The Mark 5 Corniche is my favorite in the collection.

It's a one of one.

Tell me a little bit more about this amazing vehicle.

MIKE: So, there are three key lines on here that still define the modern Bentley of today and they are this very pronounced rear hunch here, the slope of the roof line at the back... STEPHANIE: Beautiful.

MIKE: And then, this very pronounced front power line that flows from the top of the front wheel and then blends into the side of the car.

STEPHANIE: Gorgeous, very elegant.

MIKE: This is our 1991 Turbo R, another important turning point in Bentley's history.

This is the car that changed Bentley's fortune, so it caused a complete reversal.

Suddenly, Bentley was outselling Rolls Royce.

Bentley got its performance credentials back and it was the start of a rebuild of the brand all the way to where we are today.

STEPHANIE: One of cheesiest feature on this vehicle is the horn.

Let's test it out... (horn blares) and there's another sound... (deeper horn blare) ...two options.

It was captivating experiencing the Bentley DNA from the last 100 years or so, up close and personal.

Just beyond the Heritage Collection, my Crewe visit continued inside the Factory.

About 14,000 cars a year are produced here.

And production here is carbon neutral and sustainability prioritized.

WAYNE BRUCE: The veneer that we use from our trees comes from fallen trees, but we've introduced new more sustainable finishes which are proving very popular.

STEPHANIE: As I explored, I learned fine craftsmanship, engineering expertise and cutting edge technology make each luxury vehicle special.

GARY LAZENBY: A normal day at Bentley is 80 cars being processed through here.

All of these are inspected by, by eye, by a colleague.

STEPHANIE: It's amazing to watch as a raw piece of material is transformed into a gorgeous finished product.

A personal touch contributes to Bentley's reputation as the most sought-after luxury car brand in the world.

CRAFTSPERSON: So over, under, and through.

STEPHANIE: As I learned, cross-stitching a Bentayga can be very relaxing and rewarding.

One-on-one interactions and customization options are truly limitless over here in Mulliner, which is Bentley's personal commissioning division.

BEN LINDE: This is where we came from and its recreating that.

It's, um...it's exciting for the customers in one way.

Next door is where we want to be going to.

So, we use the Bacalar and the Batur as platforms for technology, for materials... ...to really stretch the Bentley brand into the future.

STEPHANIE: That future is on a fast track, as Crewe evolves to produce 100 percent fully electric vehicles by 2030.

MATTHIAS RABE: Basically, we are creating the biggest product offensive Bentley ever had.

This five and five; that means five new electric cars uh, in five years, and I can promise you-- it will be absolutely pure Bentleys.

STEPHANIE: Evolving from the world's largest producer of 12 cylinder petrol engines to having no combustion engines at all requires Bentley to re-invent itself as the most sustainable luxury car company in the world.

And after visiting Bentleys headquarters in England, it's clear to me, it's achievable as Bentley is on top of its game.

JOHN: We all know our vehicles depend on sophisticated fluids in order to stay running right, and we also know that those fluids need a thorough flushing, eventually; but when and how?

Well, Audra Fordin siphons out the answers on MotorWeek's "Your Drive."

♪ ♪ AUDRA FORDIN: The list of vital fluids found in your vehicle is a long one.

Instead of showing you how to replace each one, I want review some of the fluids you need to keep in mind and how often you need to replace them.

Just about everyone knows you need to replace your motor oil on a regular basis.

Well, we've shown you how to change motor oil before, so instead I want to talk about frequency.

The rule of thumb used to be every 3,000 miles, but now with synthetic motor oil, we're seeing 5,000 and even 10,000 mile intervals.

I personally recommend doing every 5,000 miles, but like almost every maintenance-related thing, check your owner's manual to be sure.

And now, let's talk about some of the forgotten fluids, like your coolant, your brake fluid, transmission fluid and differential.

Starting under the hood.

You can typically refill your engine coolant right here at the plastic reservoir.

Same with your brake fluid.

What you need to know is that the systems are in sealed units, so you should not need to top them off.

If you do see the fluid is low, follow the embossed maximum line on the reservoir container to make sure to not overfill, and do be sure to check for leaks.

A simple top off of fluid is one thing, but a full flush of either system will require a proper bleeding.

Bleeding is when we remove pockets of trapped air from the flushed system.

Now you can imagine why this is so important.

Air in your coolant lines can make your engine overheat.

Air in your brake lines gives them less stopping power: A spongy feel to the brakes, and in some cases, you could actually lose your brake pedal because the air compresses and transfers less energy to the calipers at each wheel.

Now, in the case of your brakes, you could consider using a bleeding tool like this.

You're going to add fluid, open the bleeder valve, pump the brakes, and repeat until there are no air bubbles left in the hose.

Moving underneath the car, two of the big fluids to consider are transmission and differential.

Over time, the fluid inside the system starts to pick up debris and it also breaks down from the heat, which is affecting its ability to keep things running smoothly.

Some manuals say to replace the fluid at 50,000 miles, while some recommend up to 100,000 miles.

Follow the specifications in your manual.

For the transmission, this frequency can depend on whether you drive a manual or an automatic; or if you're hauling or towing a heavy load; and this will also determine which fluid you're going to use.

Now, unlike some of the other parts we talked about, a transmission flush often requires a special pump, like this, where you will remove the fluid and then pump it back into the unit.

Differentials, well, they're a little less tricky.

They typically have an inlet and an outlet plug.

Just drain from the bottom, fill the top, and then you are good to go.

Word to the wise: before you swap any fluids on your car, make sure you can remove the refill plug.

Not only does this help flow, but it guarantees you'll be able to put in more fluid.

New fluid is better than used fluid, but used fluid is better than no fluid.

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

♪ ♪ GREG CARLOSS: With spring comes the promise of warmer weather; that, along with the prospect of long drives in our 2023 Mitsubishi Outlander PHEV, is enough to coax us out of our winter dens.

With a recent Northeast road trip under its belt, we've added another 2,000 miles to the odometer.

And we've seen fuel economy climb again, now at an average 29.3 miles per gallon.

Like all PHEVs, this Outlander shows off its sophisticated powertrain most-- during daily trips around town.

As long as the battery pack has a charge, we barely hear from the gas engine unless there's a need for full power.

In that scenario, some of the sophistication is lost with the inherent drone of the continuously variable transmission.

But once you're up to speed, it's right back to being comfortable and quiet.

One newer complaint is that we wish the reverse camera was a little more high-res.

On the contrast, one newish rave of ours is the head-up display.

It is a tad simple, but sharply visible and quite handy.

There's plenty more miles to go in our Mitsubishi Outlander PHEV; but first, we'll update our Kia EV6 GT on the next MotorWeek Long-Term Road Test Update!

JOHN: We would love to test every single ride that shows up at our door, but sometimes, all we have time for is a QuickSpin!

♪ ♪ JESSICA RAY: The sheer mention of Audi's "RS" line is enough to get our adrenaline pumping, so when we caught word that this 2024 RS 5 Sportback was heading to our lot, we were all eager for some seat time.

And that's totally because of how special this particular car is.

The RS 5 is already a most competent sport sedan; but this one comes equipped with the optional Competition package, a $10,000 add-on that includes even more performance-minded hardware.

For starters, sportier suspension components, from the coilovers to the sway bars, improve handling, as do the Pirelli P Zero Corsa tires wrapping the 20 inch Y-spoke wheels.

Our car did come equipped with Pirelli rubber, but they were of the winter variety.

They tucked deeper inside the wheel wells and gave off a lowered appearance; perhaps not the best for on-track handling, but we still found plenty of grip under dry conditions, with still more to give when pushed harder.

The carbon fiber front splitter is matched by a carbon rear diffuser, black exhaust pipes from the RS sport exhaust system poking out.

The RS 5's bark is no longer V8-derived, now powered by a 2.9 liter biturbo V6 capable of 444 horsepower and 442 pound-feet of torque.

An 8-speed automatic delivers all that twist to the quattro all-wheel-drive system, complemented by a quattro sport rear differential.

It just goes to show that stepping down in displacement isn't always such a bad thing... GREG: I'm old enough to remember when the RS 5 had a normally aspirated V8 under the hood.

I probably think about that engine way too much.

But this RS 5's twin-turbo V6 is impressive in its own right.

Just gobs of torque, and with the Quattro all-wheel-drive system, I can accelerate now and ask questions later.

Big turbo noise up front, powerful growl out back.

It's certainly kept my mind from wandering back to 2013.

JESSICA: Not only will the engine keep you in the present, but so will the interior thanks to the 10 inch touchscreen and 12.3 inch digital instrument panel.

If equipped, those screens are joined by the RS Driver Assistance Package's head-up display.

The Competition package garnishes with plenty of Alcantara coverings and red contrasts.

The 2024 Audi RS 5 starts around $80,000, with ours creeping near $95K.

That's a pretty penny, no doubt, but what that penny buys is an incredibly competent sport sedan that truly meets the competition.

And we'll meet up with more QuickSpins...soon!

JOHN: We've now reached the point in time where instead of integrating electric drivetrains into existing internal combustion vehicles, carmakers are engineering new platforms for electric propulsion first and then adapting them to ICE drivelines.

And that's exactly what Hyundai has done with this new Kona.

So, let's see what this approach means for this small, already appealing, SUV.

♪ ♪ In the music industry, an artist's second album is always the hardest.

After all, they've had their entire lifetime to write the first one, but only a few short months to try to recreate that magic a second time around.

All that to say, after being a bit of an unexpected runaway hit, the Hyundai Kona now turns to a second generation, and Hyundai is looking to avoid the sophomore slump with a bigger and better 2024 Kona.

Everything about its new interior is great and really up to date.

There's plenty of tech on display with side-by-side screens for driver info and infotainment.

The 12 inch central touchscreen is standard on all Kona's; the 12 inch gauge display is optional in SEL, standard in Limited and N Line, which also get Bose premium audio and a sunroof.

Here, in our N Line tester, the only thing that feels remotely entry-level is perhaps the front seats that some of our drivers found hard to get comfortable in.

As we mentioned at the top, the Kona was designed to be an EV first and then adapted for gasoline powertrains, so it really does have an EV vibe to it, even sharing things from Hyundai's IONIQ EV lineup like the shifter.

It also makes for more usable space inside, especially for rear seat passengers.

Plus, there's 25.5 cubic-feet of cargo space behind, maxing out at 63.7 cubic-feet with rear seatbacks folded.

The looks are much improved outside; same overall shape as before, but Hyundai has gone edgier, again reflecting their clean IONIQ EVs.

It's also more than 5.0 inches longer, with a 2.3 inch wheelbase stretch, and it sits an inch wider too.

Sporty N Line gets unique front and rear fascias, along with body-color cladding, big rear spoiler, dual exhaust tips, 19 inch alloy wheels, and unique badging.

The N Line also comes with the top internal combustion engine; Hyundai's familiar 1.6 liter I4 turbo with 190 horsepower and 195 pound-feet of torque, working with an 8-speed automatic.

A carryover 147 horsepower naturally aspirated 2.0 liter I4 and CVT combo is the standard, and more than adequate for most folks.

All-wheel-drive is available with all ICE Kona's, at any trim level.

Our current ICE Kona N Line was sporting the HTRAC all-wheel-drive setup, which we put to good use at Mason Dixon Dragway.

And, there was indeed great grip off the line, which made for drama free launches; power from the tiny turbo was a little slow to arrive, but once we got rolling it really started to pour on, taking us to 60 in 7.6 seconds.

Despite that small hard-working engine, overall, powertrain operation was surprisingly quiet and smooth; perhaps a little too smooth when it comes to the transmission, as shifts were sluggish with noticeable drop off in power.

Our best quarter-mile time was 15.8 seconds at 90 miles per hour.

The wider track and longer wheelbase definitely provided more stability in our handling course; suspension and steering were both quite firm, offering lots of feedback and quick response.

While, N Line is more of a trim package than a full N performance version, all-wheel-drive Kona's do come with a multi-link rear suspension setup, an upgrade over the standard torsion beam.

Despite a soft brake pedal with very little feedback, things were working just fine at the brake's business end with consistent and fade-free stops of 111 feet from 60 miles per hour.

Pricing starts at $25,435 for SE trim; range topping Limited begins at $32,985, with this sporty looking N Line just below at $31,985.

If you're not loyal to one particular brand, sifting through all the available small crossovers can be a daunting task.

But, if you're looking for something that's roomy, tech-savvy, and more fun to drive than it should be, we'd suggest looking at the 2024 Hyundai Kona.

By designing an EV chassis that's capable of powering its way through this transitional powertrain period we're in with a gasoline engine, Hyundai has made sure that the Kona is no one-hit wonder.

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 MotorWeek's 2024 Drivers' Choice Awards!

We'll reveal our top picks for the best cars, trucks, and utilities, including our overall "Best of the Year!"

Until next time, I'm John Davis.

We'll see you right here on MotorWeek !

ANNOUNCER: To learn more about MotorWeek , Television's Original Automotive Magazine, visit... To order a DVD of this program... 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.