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

We're painting a panoramic picture of the new Porsche Panamera... Then, switching our palette from paints to powder in "Your Drive!"

We'll gaze into the future of safer and more connected cars... Then, link up with the all-new BMW 5 Series...

So, come drive with us, next!

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JOHN: If, like us, you're old enough to remember when Porsche only made sports cars, you'll find it hard to believe that this Panamera sedan is now in its 3rd generation.

Now, over the years it certainly has gotten more luxurious and more innovative, but does it still have the soul of a Porsche, well let's find out.

♪ ♪ The Porsche Panamera has been delivering Porsche levels of driving excitement and European luxury car levels of pampering since it first appeared here for 2010.

For 2024, a 3rd generation arrives cranking up just about everything that makes the Panamera, a Panamera.

The 911 influence remains strong in the overall design, and exterior dimensions stay almost exactly the same, but the Panamera's face does now appear a little less rounded.

Both the size and location of front air inlets have increased, expanding grillwork to the corners, further accentuating the Panamera's already substantial width.

Down the sides, the windows sit flusher with the bodywork and the rear hips are a little less pronounced.

While in back, beneath the active rear spoiler, the fascia adds a lot more sculpting and the full-width taillights blend in much better than before.

All making for easily the best-looking Panamera yet.

Good news for people who like to haul lots of things with their high-performance luxury car, Porsche keeps the hatchback flexibility intact.

Which means, a wide opening for accessing the 17.4 cubic-feet of space.

Forty/twenty/forty folding seatbacks and a nice flat load floor allow for a max of 46.9 cubic-feet.

Up front, are some great-feeling leather covered sport seats, and a new Porsche Driver Experience which includes a wide in-dash infotainment touchscreen and separate fully digital gauge display for the driver.

The shifter toggle is also on the dash, sitting just to the right of the steering wheel, with the circular Drive Mode selector actually on the wheel.

All controls have a very solid feel to them, and that even includes the touch sensitive ones on the rising center console that somehow work better here than in most other vehicles.

Porsche even now has "vent by wire" with the ability to control airflow direction on the touchscreen, and for an additional "wow" factor, front passengers can get their own touchscreen.

The rear seat experience is just as special; optional high-back bucket seats with lots of adjustments, and center console touchscreen control.

Starting off the '24 model year, just the standard rear-drive V6 Panamera and this all-wheel-drive Panamera 4 are available.

Both feature a 2.9 liter V6 twin-turbo engine producing 348 horsepower and 368 pound-feet of torque, and an 8-speed PDK automatic.

But a wider variety of flavors when it comes to powertrain performance will quickly arrive, all the way up to a 771 horsepower Turbo S E-Hybrid.

This Panamera 4's numbers may sound pretty humble for a big sedan with a Porsche badge on the hood, but throw in the Sport Chrono package and it was a wild ride at Mason Dixon Dragway.

As per usual, PDK launch control performed absolutely perfect every single time, as we knocked out consistent 4.2 second trips to 60.

Smooth, quiet, and luxurious for the entire quarter-mile trip of 12.7 seconds, finishing at 107 miles per hour.

In the handling course, steering had a hefty and slightly unpredictable feel to it, but delivered the kind of precision that only Porsche seems to be able to deliver.

Porsche's available Active Ride suspension that will be on E-Hybrid models not only counteracts body roll, but actively leans the car into corners like a motorcycle rider; but even without it, this Panamera 4 felt incredibly well-balanced with minimal body roll.

Braking performance was fully Porsche-spec, stopping in a scant 98 feet from 60 miles per hour.

Even with all of that performance, the Panamera remains a very comfortable car to just drive, and eats up highway miles as well as it carves corners.

Government Fuel Economy Ratings for the 4 are 18 City, 25 Highway, and 21 Combined.

We managed to hyper-mile our way to 27.1 miles per gallon of Premium.

Just slightly worse than average for the Energy Impact Score, using 14.2 barrels of oil yearly, with 7.0 tons of CO2 emissions.

Pricing starts at $101,550, with the Panamera 4 coming in at $108,550.

It may have four doors, and a hatch, and more tech beneath the surface than just about anything we've blasted into outer space, but when it comes to the driving experience, there is only one way to sum up the 2024 Porsche Panamera.

It's pure Porsche.

♪ ♪ In the history of car development, proving grounds have played a crucial role in allowing carmakers to validate a cars functionality, performance, and durability.

But as we move into a new era of electrification, AI and self-driving cars, the role of the proving ground is evolving as well.

So, come along as we peek behind the privacy fence at one test track that's building on the past, to keep pace with the future.

♪ ♪ The American Center for Mobility is located adjacent to Ford's historic B-24 bomber factory at Willow Run airport near Detroit, Michigan and on the former site of GM's Ypsilanti transmission plant.

The only remnants from that now are a few security posts and wide expanses of cracked pavement, but these reminders of bygone industry are exactly what's helping today's engineers perfect the cars and trucks of tomorrow.

Like, a typical proving ground, the 500 acre facility includes a 2.0 mile highway loop with exit ramps and road signage, a 700 foot tunnel, simulated urban areas, and six-lane intersections.

It's not a pristine environment, with bumps, lumps, and weeds everywhere, but that's just how ACM's clients want it.

REUBEN SARKAR: But you know, cracked pavement, potholes, um, faded lane lines.

In some cases you want to leave those as they are because that's what people encounter in the real world.

JOHN: And as we soon found out, the testing that takes place here is far from typical.

REUBEN: A traditional proving ground is focused on testing the mechanical paces of a vehicle.

So, you think about ride and handling, NVH, durability.

Ours is designed to test the sensing and situational awareness of a vehicle.

What can it see and sense, and how does it make decisions, right, in terms of a computer replacing a human driver, so it's less tuned towards, you know, like a high-speed oval, nice perfectly paved track.

It's really meant to throw challenges at the vehicle sensor.

JOHN: Another ACM specialty is found inside the EV base camp, a unique test facility for electric vehicle charging equipment, set up through a grant from the federal government's Joint Office of Energy and Transportation.

The goal here is to ensure that every EV charger works every time, with every kind of car.

REUBEN: But it's really a place that you can put a diversity of different DC fast chargers and then have a place where the autos and others can come and test against those different fast chargers, so a place that you can check whether the car software talks to the charger software to make sure that they're interoperable, so even though you may have a standard, how people code on the vehicle side, how people code on the charger side, and then all the variables that come into play in the real world, you know, when the charging happens, can cause interoperability issues.

JOHN: Making this all possible is another leftover from the GM transmission plant - an on-site electric substation.

And in the world of EV charger testing, power is the key to everything.

REUBEN: Why the substation is important to us is, we own the power house that's on the end of it, makes us the utility on property, There's the ability to expand the capacity of that substation to 90 megawatts.

And you'll find that a lot of people just don't have a lot of idle grid capacity that's sitting around, right.

Even at large automotive companies, we've had some of them tell us "Hey we're maxed out on power."

That power station will allow us to do extreme fast charging, to be able to host very large, um, testing events, testing symposiums, where there are, you know, 30 cars being tested at once against 30 different chargers.

JOHN: Every new automotive technology needs to be tested and perfected before hitting the road for real.

The research and validation being done here and now at the American Center for Mobility is enabling a safe, and efficient driving future for all of us.

A traditional paint finish is great protection, but it's not always the best for some automotive components, like those that really feel the heat.

That's where powder coating comes in.

It's durable, heat resistant and looks great... and you can do it yourself, as Logan McCombs shows us on MotorWeek's "Your Drive!"

♪ ♪ LOGAN MCCOMBS: Personalizing your car can take many forms: Aftermarket wheels, exhaust systems, engine tuning, and custom paint, upholstery or graphics.

One popular method is to powder coat brake calipers or various components under the hood like turbos, air intake tubing or even intercoolers.

Powder coating provides a durable finish that won't scratch easily, stands up to the heat, and can give a pop of color to an otherwise dull engine bay.

The best part is, you can do it yourself and get great results with a little bit of practice and not a lot of cash.

Eastwood Tools offers this DIY powder coating kit, along with dozens of powder colors, all of the accessories you'll need to get started.

We're going to show you how easy the process can be.

Like, the name suggests, powder coating involves misting a fine colored powder over the part.

The particles are electrostatically charged and the part is grounded, so the powder is actually attracted to the part, ensuring even coverage.

Then, it's baked in an oven to cure, which melts, or flows the material into a hard, even finish.

Prep work consists of removing all paint, rust, dust, and residue from the metal.

Lucky for us, we found these vintage tornado gas-saver gizmos in our storage room.

They were unpainted, clean...already just waiting for their next "As Seen On TV" moment of glory.

You'll need an air compressor and an electrical outlet to operate the powder gun.

It's critical that your air supply is free of water, oils, and contaminants, so an inline filter like this, placed close to the tool is ideal.

You'll also need an air pressure regulator and dial it all the way back to 8 psi.

Activate the electric charge on the gun, blow the powder on to the part, getting in to all the cracks and corners.

Then, pop it into a 400 degree electric oven, not gas... Don't use your mom's oven at home.

The fumes are slightly toxic and will definitely ruin her next batch of brownies!

Cure the part for 20 minutes, let it cool before you touch it, and voila!

You've baked up a fresh new look for your ride!

If you have any questions or comments, hit us up, right here at MotorWeek .

JOHN: Let's go on the record with Stephanie Hart for this week's MotorNews!

♪ ♪ STEPHANIE HART: This week, we're recapping all that's new from the 2024 Los Angeles Auto Show, with the most debuts coming from South Korean brands.

The Kia Sportage will receive a substantial refresh for the 2026 model year.

New bumpers and LED lighting define the exterior, while a pair of 12.3 inch screens headline the interior.

The Sportage hybrid gains 4.0 horsepower, while the plug-in hybrid gains 7.0.

On the all-electric side, the 2025 Kia EV6 is also getting a refresh.

Underneath the modest exterior tweaks, larger battery packs increase range across the board; an 84 kilowatt-hour pack is targeting up to 319 miles.

The EV6 GT is now rated up to 641 horsepower with GT mode on.

And Kia's three-row EV9 is gaining its own GT trim, estimated at 501 horsepower, sourced from a pair of electric motors.

Kia is predicting a 0-to-60 time of 4.3 seconds.

Sister brand Hyundai previewed their own 3-row SUV, the IONIQ 9.

Built on the E-GMP platform, it carries a 110 kilowatt-hour battery pack, projected at reaching up to 335 miles.

The interior can include fully-reclining seats, and the 2nd-row seats can swivel to face the 3rd-row when stationary.

Not to be left out, luxury kin Genesis unveiled the refreshed 2026 GV70 and Electrified GV70.

Exterior changes are minimal; the cabin gains a new 27 inch display.

The GV70 Electrified is powered by a larger 84 kilowatt-hour battery.

Like, other new Hyundai and Kia models, it will include the Tesla-style North American Charging Standard port.

Ahead of the show, Volkswagen debuted the all-new Tiguan.

This 2025 Tiguan grows in wheelbase, though overall remains mostly the same size.

Now, a 2-row only compact utility, the cabin is modern thanks to an available 15 inch infotainment screen and a standard 10.25 gauge display.

The gear selector has been moved to the steering column to make way for a center console dial, used to control the volume and various functions.

The 2.0 liter turbo-4 is back, making 17 extra horsepower at 201 total.

And that's it for the 2024 LA Auto Show and this week's MotorNews.

♪ ♪ GREG CARLOSS: Another month, another thousand miles driven in our 2024 Honda Accord long-term, which brings the total to 8,500 miles.

Climbing almost as quickly is our hybrid's average fuel economy, which sees another boost, now up to 46.7 miles per gallon.

Not entirely surprising as fuel-efficiency has been a major part of the Accord experience since it first arrived here in the U.S. in the 1970s.

We've commented before on this 11th gen Accord's sleek coupe-like shape, but we'll give a special shout out to our Touring's 19 inch black and machine-finish wheels as they recently got some props from a fellow holiday shopper in a crowded parking lot.

With the wheels in motion, our test drivers are giving props too.

Of particular note, now that the roads are filled with holiday traffic, is the Accord's low-speed manners.

Despite all the stop and go, the hybrid operation is still seamless, and that's with the gas engine kicking on more now that it's cold outside.

So, it makes going to the store this time of year a tiny bit more tolerable.

The 204 horsepower 2.0 liter I4-based Hybrid is exclusive to the Accord's higher trim levels, and the interior environment of our Touring feels fully onboard with that mission.

But with holiday travel, we have been hauling a few more people around than usual, and several passengers have noted that the sloping roofline does make for a low entry into the rear seats.

Though, plenty of comfort and space awaits those that didn't call "shotgun" in time.

Another utility has recently rolled onto our long-term lot-- just in time for the new year is this Subaru Solterra EV.

But before we can plug Subaru's first all-electric vehicle into our charging station, we'll have to unplug our Cadillac LYRIQ for its follow-up appointment on the next MotorWeek Long-Term Road Test Update!

JOHN: A few months back, we took a look at the fully electric version of BMW's all-new 8th generation 5 Series sedan.

But we know, and BMW knows, that not everyone is ready to jump on the fully electric bandwagon just yet.

So, BMW has wisely kept internal combustion engines as part of the 5 Series portfolio, and this week we put one to the test.

♪ ♪ As we noted in our review of the BMW i5 full-battery electric, BMW's current philosophy is to strive to build essentially the same car for both EV-ers and traditional ICE-ers.

And while we love trying the former, we admit our predisposition for the later.

So, we couldn't wait to deep dive into this very internal combustion 2024 BMW 530i xDrive to see how it measures up with its kilowatt design mate.

Tucked in the 530i's engine bay is a familiar looking 2.0 liter I4 turbo, now rated for 255 horsepower and 295 pound-feet of torque.

That's 7.0 horsepower and 38 pound-feet over last year's 2.0 liter.

The 540i's 3.0 liter 6-cylinder gets an even bigger increase, up 40 horsepower to 375.

Both work with an 8-speed automatic transmission with xDrive all-wheel-drive standard in the 540i, optional in the 530i.

Our 530i tester was indeed sending power to all four wheels at our Mason Dixon test track.

It felt very composed off the line with a strong initial kick to get us to 60 in 6.0 seconds flat.

For the record, the i5 took 3.3 seconds for the same task.

The 530i's urgency did taper off a little at that point, but then stayed incredibly consistent through the quarter, which ended in 14.4 seconds at 97 miles per hour with automatic gear changes that were quick and smooth.

BMW did include a Sport Boost function, engaged by holding the left shift paddle.

It doesn't add anything extra into the mix per se, but it does ensure that all the appropriate settings are in place for max acceleration.

Our test drivers don't throw the word fantastic around often, and if so, it's usually about something exotic with two doors, but that's exactly how they described the handling of this 530i.

Remarkable balance, minimal body roll, quick turn-ins, all with phenomenal feedback that not only keeps you informed of everything that's happening, but makes you feel like you're an active partner in the process, not just along for the ride.

True, we praised the i5 EV's handling too, but its roughly 1000 pounds of extra weight did make it seem more routine and less reliant on driver input.

The 530 exhibited great feel and results in our braking test too, stopping us from 60 in 100 feet with minimal nosedive, no drama, all very similar to the i5.

No matter what BMW does with styling these days, it always seems to be controversial.

We'll stay out of all that and just say that the new 5 Series looks great.

Not as aggressive as the 3, not as stately as the 7 which is consistent with the 5's middle ground status.

It does feature its own take on BMW's shark nose and modern kidney grille, accentuated here by the M Sport Package's larger air intakes, side skirts, plentiful black trim, and optional 21 inch wheels.

At 33 inches in length, the available Sky Lounge Roof allows plenty of outside in; but the real highlight here is BMW's frameless Curved Display.

It marries the 12.3 inch driver information screen with the 14.9 inch Control Display.

Inputs can be made directly on the touchscreen, or with an iDrive controller.

Most of the minimal manual controls that do remain are touch sensitive, but there is a nice big volume dial that feels great to the touch.

There is both wireless phone charging as well as plenty of places to make a physical connection; plus, available Bowers + Wilkins surround sound and M Sport accents.

This is BMW's latest leather-free option called "Veganza," and it's applied liberally on the dash, door panels, and of course, the seats, which are exquisitely comfortable.

Pricing starts with a rear-drive 530i at $58,895, about 9-grand less than an i5.

Adding all-wheel-drive takes the 530i to $61,195, with the 540i at $65,895.

The entire 2024 BMW 5 Series was our recent Drivers' Choice Award winner primarily because it delivered more luxury and tech than ever before, and did it without sacrificing the superior performance the 5 has long been known for.

And then, there's the two-pronged powertrain approach that lets you get pretty much the same driving experience whether you want to plug in or fill up.

The fact that you can buy either one and feel like you made the right choice is what really makes the new 5 Series a winner, for us, and for everyone!

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 high voltage, amped up test of the Mercedes-AMG EQE, followed by an unboxing of the Hyundai Santa Fe.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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