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

We're starting off in an unbelievable Porsche, the 911 Dakar... Dan Maffett goes hands-on with upholstery repair... On "Overdrive," we invite a fan to take on serious off-road muscle and terrain... Then, it's a cool plug-in commuter, the Hyundai Kona EV...

So, come drive with us, next!

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JOHN: It's clear that Porsche engineers spend a lot of time sitting around thinking how they can make the 911 even better, as well as more unique.

After all, they've been doing just that for over 60 years now.

Well, their latest brainstorming session has resulted in this jacked-up all-terrain brute, the 911 Dakar, a 911 whose performance begins when the pavement ends.

♪ ♪ If you think the idea of a Porsche 911 suited for desert racing sounds silly, you should know that 911s competed in the Paris-Dakar rally for years, and Porsche actually won it back in 1984 when they were developing the all-wheel-drive system we all now enjoy in the Carrera 4.

And it is that car on which this very limited-edition Porsche 911 Dakar is based.

Not only has it been raised by more than 2.0 inches, but its hydraulic lift system has also been enhanced to get to its max 7.5 inches of ground clearance in just 9.0 seconds.

It has a modified dual radiator setup to improve approach angles, unique front and rear fascias, stainless steel rocker panels, fender flares, and special Pirelli Scorpion dual carcass all-terrain tires on 19 and 20 inch wheels.

There wasn't much to challenge this thing in our neck of the woods, so Porsche actually flew us to Africa to get a taste of its capabilities.

DAVE SCRIVENER: In 35 years of doing this business, I never thought I'd see myself off-roading a 911, yet here I am, traversing the sandy paths and dunes of Morocco in a 911 Dakar.

This is not just a trim package, this car actually has some off-road chops for, you know, soft roads...sand dunes, things like that.

This thing is very well equipped to handle this kind of terrain.

JOHN: Now, you don't have to go to the African desert to enjoy it, but it sure helps, as carving fresh lines through sand dunes is pure thrill.

The Carrera 4's all-wheel-drive system has gotten significantly reworked with added Rallye and Off-Road modes, and the 911's heavyweight rear seems to be a real benefit here rather than a hindrance as it can be on pavement.

Amazingly, it still feels like a 911, though it is a bit of a unique driving experience as there's no cringing whenever you see rough pavement or speed bumps coming your way.

It's also one of those cars that has you thinking about all the cool places you could be driving it when you're stuck in traffic, and it's one 911 that looks better dirty than clean.

The rear-mounted 3.0 liter flat-6 turbo engine gets a unique air filter housing, and outputs 473 horsepower and 420 pound-feet of torque.

It works exclusively through an 8-speed PDK which gets a new Rallye Launch Control feature for making fast getaways on loose surfaces.

Our Mason Dixon test track offers plenty of traction, so we stuck with traditional PDK launch control and it continues to impress.

We hit 60 in 3.0 seconds and finished out the quarter in 11.3 seconds at 125 miles per hour.

There was maybe a little less pavement grip from the tires, but otherwise, the handling experience was amazingly 911-like.

The same could be said for braking.

Stops of just 93 feet from 60 miles per hour.

There's much familiarity inside the Dakar's cabin, perhaps too much if you're looking for a totally different 911 experience.

Priced at $225,100, the 911 Dakar is a massive investment, but it's also limited to just 2,500 units, so you'll have the coolest 911 in your neighborhood for years to come.

Turns out conquering pavement was not enough for Porsche engineers, so they created something unique and amazing that somehow still feels just like every other Porsche.

911s have always made you feel like you can go just about anywhere and do just about anything; now with the 911 Dakar, they've delivered one that actually can.

♪ ♪ All-terrain vehicles have come a long way in scope and popularity.

With so many folks going out and buying the biggest, baddest rigs, we hope they're also learning how to get the most out of them!

On that score, recently we invited one Jeep owner out to an off-road playground to see what a new Wrangler can really do.

So, let's gas up and air down for the next installment of "Overdrive!"

♪ ♪ GREG CARLOSS: I like it, I like it.

Whoah, I love it.

Oh, I love it, Heather.

HEATHER HARTMANN: Woo!

GREG: Trucks and utilities are more rugged than ever before.

But the reality is, most owners have no idea how capable their vehicle is off road because they've just never hit the trails.

Well, I found a Jeep Wrangler owner who fits that bill and told her to meet me out here at Rausch Creek Off-Road Park.

♪ ♪ HEATHER: Sweet.

GREG: Heather.

Great to meet you.

HEATHER: Nice to meet you, Greg.

GREG: Thanks for coming out.

HEATHER: Thanks for having me.

GREG: Well, I see you brought your Jeep.

HEATHER: I did.

I did bring my jeep.

GREG: Well, we're not going to use it.

We're going to use this one.

I brought a Wrangler 392.

470 horsepower, I hope that's enough for you.

HEATHER: I would say so.

It's pretty dope.

GREG: All right, well, we're going to have some fun today.

But first, let's just get you started off.

Let's get you comfortable with the truck.

Alright?

HEATHER: Probably a good idea.

GREG: Okay, why don't you hop in?

HEATHER: Awesome.

GREG: Okay.

This is where I'm pretty sure if you had enough speed, you could probably jump it a little bit.

But let's try to keep all four on the ground.

At least for the- HEATHER: For the first lap?

GREG: For the first lap.

HEATHER: Try to keep my promise to my daughter to not flip the Jeep.

GREG: That would be ideal.

I would appreciate that, too.

All right, pick up a little bit of speed.

See what happens.

I like it, I like it, I like it, I like it, I love it.

HEATHER: Woo!

GREG: Oh, I love it, Heather.

That was fantastic.

After we get off here, we're going to turn off, and we're going to head to a slightly more intense section.

And you clearly want to get there very quickly.

(Greg and Heather laugh) All right, Heather, I told you, we're going to kick it up a notch.

This hill is that notch.

We're going to go up and down, but we're not going to do it alone.

We brought along some off-road professionals.

We have Jeff and Kyle.

Jeff's going to be in the car with us teaching you how to work throttle and brake.

Kyle is going to be out spotting, telling us where to go, where to put our wheels.

How's that sound?

HEATHER: Sounds good.

JEFF MAYFIELD: Alright.

Let's go!

Nice and slow.

You know momentum's our friend.

HEATHER: Yeah, I'm a little heavy on the foot.

JEFF: It's okay.

GREG: Lead-foot up there, right?

With this Jeep it's easy to do, right?

With this Jeep it's easy to do.

HEATHER: I didn't realize the hill was this long.

(laughs) JEFF: Heather, you did awesome.

You did perfect.

GREG: That was awesome.

HEATHER: Ooh, I can breathe again.

JEFF: Awesome.

We'll stop right here.

And then we're going to turn around, go down the hill.

GREG: It feels steeper going down all of a sudden.

HEATHER: Right?

JEFF: It's amazing how capable these vehicles are.

It truly is.

GREG: Jeff, I think we should show her what this thing can do on its own.

What do you think?

JEFF: I think that's a great idea.

GREG: Let's do it.

JEFF: All right.

We call it Speed Select.

We will control our speed simply by shifting up and down with the transmission.

Let's try it.

♪ ♪ HEATHER: Oh...my gosh, this is crazy.

(laughs) GREG: You look like a professional from back here.

HEATHER: I kind of prefer it.

I kind of prefer it, actually.

GREG: You prefer this over the actual control?

HEATHER: Yes.

GREG: Wow.

JEFF: Got it.

All right, so now we're going to use that same system to go down the hill.

HEATHER: Foot is not touching the brake when it's there.

It's there in case I need to.

GREG: You are a rockstar.

HEATHER: You having fun back there?

GREG: I'm having a lot of fun.

Are you having fun?

HEATHER: I'm having a blast.

GREG: Woo!

Nicely done, nicely done.

HEATHER: Pretty proud of myself.

That was...that was intimidating looking.

GREG: Heather, that was a really fun hill.

I saw your confidence go up and up.

I don't mean to burst your bubble, but all we were really doing was just going up and down a hill.

What we're about to do is actual rock crawling, and it's something that a Jeep like this should be able to do right off the dealership lot.

And I think you can too.

So, how's your confidence level now?

HEATHER: Let's give it a shot.

KYLE BUCHTER: Good line.

Just take your time there.

JEFF: Heather, you're doing awesome.

GREG: You're very quiet up there.

Are you-- just make sure you are breathing, correct?

HEATHER: I am breathing.

GREG: Okay.

KYLE: Now, cut hard.

Just go slow.

Let the vehicle do the work.

Nice and easy.

Nice and easy.

GREG: This is pretty hardcore, Heather.

You're hard core.

KYLE: Keep coming.

Nice and easy.

Just like that.

Nice and easy.

Turn this way just a little bit.

Right there.

That's enough.

Keep coming.

Okay, cut hard to the driver's side, as hard as it will go.

Okay, now hold there.

That was a rock.

HEATHER: Yeah.

That was not a good.

KYLE: Nice job.

You did great.

GREG: Heather, give me some.

That was pretty awesome.

KYLE: Nice job.

HEATHER: Woo-hoo!

GREG: What'd you think of that?

HEATHER: That's way better.

JEFF: Like, that?

HEATHER: That was awesome.

That was so much fun.

GREG: Heather, certified rock crawler.

GREG: I don't know about you guys.

I had a lot of fun today.

Heather?

HEATHER: I had a blast.

GREG: We got you a little gift.

This is a one of a kind MotorWeek duck.

You can get this nowhere else, and now you can put it on.

HEATHER: I have, I have room for, like, one more.

GREG: We actually have one more surprise, because we're going to show you what extreme rock crawling looks like.

BERNIE GARDULA: Let's go for a ride.

We'll show you a whole 'nother world now.

HEATHER: Okay.

Woo!

(laughs) Whoa!

(laughs) Woo!

BERNIE: How was that?

HEATHER: That was fun.

(laughs) JOHN: Thanks again, Heather, for joining us!

Now, if you want to see the full, uncut version, check out the "Overdrive" playlist on the MotorWeek YouTube channel!

Okay, here's the scenario: You've just picked up that new project in need of some interior restoration, or you're just looking to give some new life to the seats in that trusty commuter.

Either way, why replace when you can repair?

That's what Dan Maffett is asking, and answering.

♪ ♪ DAN MAFFETT: There's nothing worse than sliding in or out of your car seat just to realize something in your pocket caught the seat and tore a hole.

Now, we have a seat here that we pulled out of this Camaro, and it's got a couple punctures, a couple tears in it.

Some of these are best left to professionals, and I have one with me today.

This is Steve, The Dye Guy himself.

STEVE CHOPKO: Hi Dan.

Welcome to the shop.

DAN: Thanks, man.

How are you?

STEVE: Good.

DAN: Take a look at this and tell me, what are the steps to fix this?

STEVE: This happens to be a ventilated, heated and air conditioned seat, so we can't go underneath of it and disrupt the fans and the electrics and all, uh, what's underneath the perforations.

So, we're going to have to do a superficial repair from the top with some leather compounds and fills that will flex and dry properly.

But before we do that, we'll have to thoroughly clean the seat, get rid of all the dirt, and the oils and the black.

DAN: Alright, so stage one is complete.

The seat is completely cleaned.

And I notice that it's actually got, like, a satin look to it right now.

STEVE: A satin look or, as we like to call it, the OEM finish.

DAN: Okay.

So, what's the next step?

STEVE: The next step is, we're going to do a little drying on the repair, er, on the damage.

Then we're going to use some flexible fillers that are made exclusively for leather.

DAN: So now, I see you've got the first round of compound done, you've got it sanded.

What's the next step?

STEVE: So, the next step is, then we're going to put a finishing compound or a light fill, and we can sand it more, we can feather it more, and then we'll start putting the holes back in it.

So, we might have to do this a couple times, but this is the third step before, or the last step before the color.

DAN: Awesome.

Let's get to it.

STEVE: I want to, uh, make sure that everything is flat, make a nice repair, so we'll go a little more aggressive, uh, a little faster.

(sanding the leather) Contrary to belief, you can sand leather, just like wood.

That was 220 grit sandpaper, uh, a used piece.

That's good.

We'll smooth out some of the edges; we'll do one more fill.

DAN: Looks like, we've gotten a lot of progress going on here.

Uh, explain where we're at right now.

STEVE: We've done the last top fill... DAN: Right.

STEVE: ...we've added the holes back, we've cleaned up the holes the best we can.

You can feel a little, maybe, um, we can kinda make that up with some color... DAN: Yeah.

STEVE: And, uh, so we're going to tape off the black, tape off the back, do the primer, do the color.

DAN: Okay.

Wow, if I hadn't watched you do this process, I would've assumed you replaced all the material.

I mean, I think the tear was somewhere in this middle spot.

STEVE: No, all we did was a repair, and it's a great alternative to replacement.

DAN: Man, that's incredible.

I can't thank you enough for having us and showing us this awesome skill.

Now guys, as always, if you have any questions or comments, hit us up right here, at MotorWeek .

JOHN: So much to do, so much to drive, and it's all on this week's QuickSpin!

♪ ♪ JESSICA RAY: It can take time for a new pair of shoes to feel right, but we slipped into the all-new 2025 Nissan Kicks just fine during our SoCal First Drive.

And that's because the Kicks is right up our alley: Attractive, more powerful, and budget friendly.

This redesign laces up with a youthful and sporty vibe, defined by sharp lines, and edgy lighting elements front and rear.

The interior is fitted with a specialized insert: Nissan's Zero Gravity seats, now also found in the second row.

They distribute weight and pressure more evenly, and we found them to be all-day comfortable.

A standard 7.0 inch instrument panel is upgraded to a dazzling 12.3 inch display on higher trims; same for the infotainment screen, with the 7.0 inch unit growing to 12.3 inches on the SV and SR grades.

A little more pep in its step, under the tongue is a 2.0 liter inline-4 engine, producing up to 141 horsepower and 140 pound-feet of torque.

Front-wheel-drive is standard, but all-wheel-drive is now available on the Kicks for the first time, and on all grades!

Stitching all of these enhancements together made for a truly enjoyable time behind the wheel.

The 2025 Nissan Kicks starts around $23,000 with destination, working up to about $30,000 for a top-equipped model.

We'll tie up our thoughts on the all-new Kicks in a future Road Test.

GREG: You may already know this, but in case you missed our Long-Term test, we love the Kia Carnival.

So, imagine how stoked we were to find out the 2025 Carnival was getting a major update-- and better yet, we were invited to San Diego, California to drive it.

This "multi-purpose vehicle," or MPV's most important improvement is a first-time hybrid powertrain: A 1.6 liter turbo-4 paired with an electric motor.

Two hundred forty-two horsepower and 271 pound-feet of torque is appreciated, but not as much as the EPA estimated 33 Combined MPG, a 50 percent gain over the V6-powered 2022 Carnival we spent a year with.

KYLE SCANLON: We're driving outside of San Diego on some beautiful, windy country and mountainous roads in the Kia Carnival HEV; and let me tell you, it does a great job.

Now, you have a little less horsepower than you do with the V6 version, but you get about 15 more pound-feet of torque which, on hilly conditions like this, you can really feel it working and it helps you get you up to speed much more quickly and much more efficiently cause you don't have to burn as much gas as you would in the V6.

GREG: All that said, the 287 horsepower V6 is still up for grabs should you prefer it.

The Carnival can be had in either a seven or eight-passenger layout, the deciding factor being Kia's super comfy 2nd row captain's chairs.

Higher trims receive Kia's panoramic display, consisting of two 12.3 inch screens; and available rear entertainment units round it out as the ultimate road tripper.

Available now, the 2025 Kia Carnival starts around $38,000, followed by the first hybrid at $42,000.

Whether, you call it an MPV or a minivan, the Kia Carnival remains a premiere choice for family hauling.

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

JOHN: With Hyundai expanding their fantastic lineup of IONIQ EVs, it's easy to forget about the Kona, which has been available in all-electric form since 2019.

In fact, this 2nd gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path.

It's a great strategy, one we're about to dive further into.

♪ ♪ As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it's vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.

All Kona Electrics are front-wheel-drive, available in SE, SEL, and Limited trims.

The base SE gets a 133 horsepower motor and a range of 200 miles from its 48.6 kilowatt hour battery.

SEL and Limited get a larger 64.8 kilowatt hour battery, and a bigger 150 kilowatt motor producing 201 horsepower and 188 pound-feet of torque.

This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we'd put the actual range closer to an impressive 290 miles.

With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.

Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.

And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 miles per hour arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart.

Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 miles per hour.

Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.

Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course.

The front end will start to slide as you reach its limits, but we'll chalk that up to the hard, eco-minded tires as much as the chassis.

The steering feel tightens up quite nicely in Sport Mode.

This 2nd generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version.

Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point.

The large horizontal 12.3 inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3 inch digital driver's display; both are standard.

Using 29 kilowatt hour of electricity per 100 miles, the Kona Electric is quite efficient.

Pricing starts at $34,070; that's about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles.

Top Limited comes in at $42,440.

A sportier N Line version is set to arrive next year.

The Kona design is a great package, made even better with the option to go Electric.

And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from.

This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.

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 the sun shines on a redesign of the Chevrolet Equinox, followed by the next generation of the fan-favorite Toyota Camry.

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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