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

We're suiting up and throwing down in the Aston Martin Vantage... Then, our "Your Drive" expert returns rashed wheels to factory fresh... Roger Mecca takes us back in time in a vintage Mercedes performance saloon... Then, it's back to modern people moving in the Kia Carnival Hybrid...

So, come drive with us, next!

Closed Captioning provided by Maryland Public Television.

♪ ♪ ANNOUNCER: MotorWeek , Television's Original Automotive Magazine.

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.

We're Tire Rack.

We test tires, then share our results.

We stock over one million tires.

We offer multiple installation options.

We do this because we believe tires matter.

JOHN: Aston Martin has a long history of delivering high-performance vehicles packed with classic British elegance.

But with their latest Vantage coupe, Aston Martin has seriously cranked up the performance part of that formula.

So, let's hit the track and see how it all comes together.

♪ ♪ We're ripping through the nine high-speed turns of Savannah's Roebling Road Raceway as fast as possible, trying to outrun an epic winter storm that's about to shut down most of the South.

And this 2025 Aston Martin Vantage seems to be enjoying it as much as we are.

Quite simply, we didn't expect the Vantage to be this inspired.

(engine revs/wheels screech) Afterall, Aston has used the Vantage name on a variety of vehicles over the years, but this particular coupe arrived for 2019 and gets a proper and prodigious refreshing for 2025.

Visually, it's an absolutely gorgeous piece of machinery, with the exaggerated proportions that would be borderline cartoonish if they weren't so exquisitely executed.

And despite decades of improving camera technology, our lenses simply can't truly portray the depth and beauty of this Podium Green paint job, part of the "Racing Line" collection.

Now, it may look all British sports car outside, but it still gets its power from a German V8; AMG's hand-assembled 4.0 liter twin-turbo unit, and for those keeping score at home its 656 horsepower output is a healthy 128 horsepower increase over last year.

It sends its 590 pound-feet of torque to the rear wheels through an 8-speed automatic transmission.

Somehow this European union comes out feeling more NASCAR than sports car, as the Vantage is crazy fast and a handful to drive.

For being a GT car at heart, the Vantage has a very dynamic feel to it with way more feedback than the typical Grand Tourer.

And considering the last Aston Martin we drove was an SUV, it's great to be back in a proper British sport coupe that's willing to get down to business on a racetrack.

Even with that monster motor up front, the Vantage's bonded aluminum structure enables perfect 50:50 weight distribution, and you feel right in the middle of it.

A complete suspension overhaul includes Active Vehicle Dynamics with adaptive dampers, an electronic rear differential, and new 21 inch Michelin PS 5s.

It all works through Adjustable Traction Control with eight levels of intervention, including full-off, if conditions are appropriate.

It does have some roll to it, but it feels very natural.

Integrated Brake Slip Control modulates braking on turn-ins, and with the Carbon Disc upgrade, braking performance was exceptional once they were warmed up.

ABS was quick to trigger until we got some heat into them, after which point their bite was strong and consistent.

The biggest takeaways from our track time: it feels insanely powerful and sounds incredibly ferocious, yet at the same time, it's so smooth and refined it's easy forget your speed.

(engine purrs) Alas, we couldn't outrun that snowstorm which arrived before we could do any acceleration runs, but we expect the Vantage can do a mass Brexitous to 60 in 3.4 seconds, aided by a new Launch Control system.

It feels every bit as special inside.

The cockpit is a little tight, but everything is within easy reach and logically placed.

The Mercedes-Benz influence is much less noticeable with an all-new console and center stack.

Switchgear and materials feel exquisite and purposeful, with lots of carbon fiber and leather.

The 10.3 inch infotainment screen is another big change, as the Vantage gets Aston's new in-house system first seen in the DB12.

Government Fuel Economy Ratings are 15 City, 22 Highway and 18 Combined.

Vantage pricing starts at $194,500, with plenty of ways to make that number climb in a hurry.

Staying true to the brand while absolutely tearing up a racetrack, well, you really can't ask for anything more than that.

That's what makes the 2025 Aston Martin Vantage so special.

It's a great place to spend your high-performance dollars, if you're looking for something a little different, with even more of the familiar thrills.

♪ ♪ JOHN: Almost 40 years ago, we test drove the then-new Mercedes 190e 2.3-16, the first in what would become a legendary line of performance-focused sedans from the German auto giant.

And at the time, we were thrilled by Benz's ability to balance speed, practicality, and comfort.

Little did we know that, that 190e would kickstart a legacy of thrilling three-pointed-star sports sedans.

But how does that classic saloon stack up four decades later?

Well, our Roger Mecca decided to find out.

♪ ♪ ROGER MECCA: In the 1980s, before Mercedes became synonymous with the performance sub-brand AMG, the giant car company was known for making luxurious but somewhat unexciting sedans.

But that doesn't mean they were okay with simply letting other brands get all the attention.

Occasionally, Mercedes would shake off their stuffiness and make some truly remarkable cars, like the beautiful 300 SL gullwing, but I don't even think they predicted what would happen when they debuted this, the 190e 2.3-16 valve.

Jatinder Sehmi is the owner of this 1986 Mercedes-Benz 190e 2.3 16V.

He saw his first one at just 8.0 years old and from then on he was determined to have one.

And when he finally did grab a set of keys of his own, he was hooked for life.

JATINDER SEHMI: I will never get rid of it.

It's just...it's...again, it's so fun to drive.

Every time I get in it I just smile, and I just want to keep those revs up 4-6,000.

It's...it's so fun.

ROGER: One of the reasons his smile never fades is what older performance cars like the 2.3-16 offers drivers that even today's most powerful supercars sometimes can't: a true driving connection.

JATINDER: It's a different type of car.

They're way more fun than nowadays.

You're, you're connected with these.

These are analog cars.

Those cars have a lot of aids, uh...you feel a little disconnected from the newer stuff...uh, and that's one of the reasons why cars like this, and any '80s and some '90s cars, put such a smile on your face when you drive them.

It's cause you're connected with the car.

You feel at one.

ROGER: That feeling isn't an accident when you consider the 2.3-16's origin story.

Mercedes chose the small and sedate 190e as the base for its new rally racer, replacing the 450 SLC.

Plans were drawn off to have an outside firm tune the engine to 320 horsepower, a massive number in the early '80s; but before Mercedes could even hit the dirt, Audi unleash the now legendary 4-wheel-drive Quattro.

Mercedes knew it's rear-wheel-drive sedan could never keep up.

Leadership wanted to scrap the whole thing, but engineers saw the racing potential and convinced executives to enter the car into the DTM German Touring Car Championship.

It was a huge success, but more importantly touring car rules dictated that Mercedes had to make the 2.3-16 available to consumers.

Now, you might be wondering "Well, where was AMG in all of this," right?

I mean, for the last 40 years, if you think about a fast Mercedes, you think about AMG.

But in the early 1980s, AMG was just another race tuning company.

They were completely independent from Mercedes.

So, when Mercedes wanted to go after the best of the best tuning companies, they called Cosworth.

The Cosworth relationship was short lived with AMG tuning the 2.3-16 successor, the 2.5 liter, which saw even more power and more modifications.

The nearly 9.0 second 0-60 time isn't impressive today, but this car was never about speed off the line.

The 16-valve inline-4 loves to rev, and when it gets going the speed and fun arrive quickly.

There was a perfect little sweet spot in the power band between around four and 7000 rpm where this little Cosworth engine really comes to life, and it makes you want to go faster and drive harder.

And thankfully, Mercedes made sure the chassis was up to the task.

In fact, in our 1986 review, we described the ride as firm but never harsh, making it the most nimble Mercedes we've ever driven.

Mercedes used a then-advanced suspension featuring a five-link rear end with self-leveling shock absorbers, while tightening up everything else from the shocks to the stabilizer bars.

They also added a wing, skirts, wheel flares, and attached splitters and an air dam to keep it all planted.

Large ventilated ABS brakes were also used, allowing the car to stop remarkably well.

Once inside, owners found a dog-leg 5-speed shifter with long throws that's perfectly fine being rushed aggressively.

The back seats were just as bolstered as the front, which means that this 4-door is strictly a 4-seater.

Our original 1986 review stated that the 2.3-16V set a performance precedent for Mercedes.

Today, that performance and excitement is still delivering plenty of smiles, proving age really is just a number.

JOHN: If you're looking at the online shops for new wheels to replace those curb rashed ones, hold off on clicking "buy now."

That is, until you see what Logan McCombs has to share on rim restoration, on MotorWeek's "Your Drive."

♪ ♪ LOGAN MCCOMBS: So...say, you're driving down the highway and you just hit that nasty pothole, or you've taken a turn just a little too sharp, and you want to know how you can get it repaired.

Well, I'm here with Sam from Rim Renew, and he's going to walk us through that process today.

Sam, thank you for joining us.

SAM FRIEDMAN: Thank you for having me.

LOGAN: So, say I do hit that pothole and my tire is losing pressure.

What is the process of evaluating a wheel?

SAM: Sure.

First thing we do is we decipher whether or not the wheel is repairable or not.

Uh, If the wheel is bent, we'll take a look at how it's bent, where it's bent, and we'll tell you-- "Hey, that is repairable" or maybe it's too far gone.

If the wheel is cracked, that is also something that is repairable... LOGAN: Okay.

SAM: ...uh, as long as it's not too badly cracked.

LOGAN: Okay.

SAM: Uh, once we make those determinations, we've got wheel straightening machines, we've got welders, and we can make the wheel round again... LOGAN: Okay.

SAM: ...and weld back together the wheel to make it airtight.

If we're doing à la carte, you bring me a bent wheel, we can just straighten it, remount and balance the tire, and you're gone in a couple hours.

If the wheel is cracked, it's about the same.

Or if we're doing full refinishing with a bent and a cracked wheel, now we're throwing the kitchen sink at it, we're fully remanufacturing the wheel; typically speaking, the longest time frame, for our shop, is about three days, if we're doing all four wheels on the car and all of them have damage to one extent or another.

LOGAN: Okay.

And is there a point where a wheel is not repairable?

SAM: Absolutely.

If the wheels bent in a certain way, uh, it might not be repairable.

Uh, if it's bent through the spokes, it's called bent from center or bent from the hub.

That's a tough fix.

Sometimes, we can do it.

In terms of being cracked, industry standard is no more than welds in any one wheel.

Beyond that, you should really replace the wheel.

LOGAN: Okay.

All right.

And say, I have a wheel that maybe I curb rashed.

What is, what would the process look like in repairing something like that?

SAM: One way is to sand out the damage and paint, and blend the paint back together.

Or what we do in our shop is powder coat the wheels.

And that's an all-over process to make the wheel, uh, either remanufactured or look as...as good as new as possible.

LOGAN: So, say someone does need the full restoration.

What does that process look like in its entirety?

SAM: Well, internally in our shop, what that looks like is, first step would be at the straightening machine where the wheel gets straightened out, uh, back to 20,000ths of an inch of a perfect circle all the way around.

That is industry spec.

Next step would be welding, if the wheel is cracked and needs to be welded.

It's TIG welded.

And the third step would be stripping the wheel and sending the wheel to the powder coat room where it will get a full new finish on it in whatever color or finish the customer chooses to switch to, or in- back to its original, uh, finish.

LOGAN: Okay.

And this doesn't always apply to just factory wheels?

It can be aftermarket, correct?

SAM: Absolutely.

LOGAN: Okay.

Well...Sam, thank you for all that information.

And if you have a question or comment, reach out to us, right here at MotorWeek .

JOHN: We've got the master key to everything that's new, so let's go for a QuickSpin!

♪ ♪ JESSICA RAY: Nissan has been making big waves with their stateside SUV portfolio, and the latest utility to hang-ten is the all-new 2025 Murano, which beckoned us to Franklin, Tennessee, for some First Drive impressions.

The Murano's thorough redesign breaks away from the current trend of "rugged everything," instead leaning into a sleeker, more contemporary vibe, particularly evident in the front with defining LED elements and an Ariya-like face.

Also, reminiscent of their all-electric SUV are the touch-capacitive controls that we still aren't too crazy about.

But we can't rave enough about Nissan's Zero Gravity seats, now found in the front and second rows.

The standard pair of 12.3 inch screens is also welcomed.

As is the new 241 horsepower 2.0 liter turbo-4, replacing the outgoing V6.

Better yet, gone is the CVT automatic, replaced by a 9-speed box.

ALEXANDER KELLUM: CVTs tend to be noisier...buzzier...whinier, and just less engaging...uh, and this 9-speed looks to remedy that.

It's the same one we've seen previously in, like, the Pathfinder.

It's pretty smooth, it's pretty quiet, it gets the power out there just fine; uh, and with the paddle shifters, getting on the highway or getting around people on the highway is pretty easy.

JESSICA: A simplified trim structure means, the entry-level SV starts around $40,000, with all-wheel-drive adding a grand.

The SL and Platinum are all-wheel-drive only, starting around $47,000 and $50,000 each.

With a radical, stand out styling shift, and a powertrain play we can get behind, we're looking forward to a full Road Test in the 2025 Nissan Murano.

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

♪ ♪ GREG CARLOSS: Time for our first report on Subaru's first EV, the 2024 Subaru Solterra.

This Hot Red Chili Pepper experienced some cold, cold weather during its first two months with us, but it can't stop this Subi, as we were getting around just as well as any other all-wheel-drive Subaru we've driven.

The Solterra's 222 mile rating may be a little low as far as EVs go these days, but it hasn't impacted our plans, having driven 2,500 miles already.

It just takes a little planning to make sure you're fully charged when you need to be, something easily done overnight even on a standard 110 outlet.

Despite sharing a platform with the Toyota Bz4x, this Solterra feels definitively like a Subaru.

That's mostly the extra ground clearance and the all-wheel-drive system, which was great in the snow.

Granted, the cold temps contract our displayed driving range estimate, but the miles we do get are very pleasant.

We'll see how winter weather is treating our Honda Accord on the next MotorWeek Long-Term Road Test Update!

JOHN: We're on deadline with Stephanie Hart and this week's MotorNews!

♪ ♪ STEPHANIE HART: Subaru was the big star of the 2025 Chicago Auto Show with three new models.

The 2025 Forester Hybrid uses electric motors integrated with the transmission to up total output to 194 horsepower, with estimated fuel economy at 35 combined.

It arrives this spring.

The 2026 Forester Wilderness won't arrive until this fall, but expect this trail-hungry, gas-only crossover to pack more ground clearance, better approach, and departure angles, and Yokohama all-terrain tires.

And making its auto show debut is the 2026 Crosstrek Hybrid.

Powertrain details are similar to those of the Forester Hybrid, also arriving this fall.

Jeep debuted the all-electric 2025 Wagoneer S Limited.

The Limited is rated at 500 horsepower, 100 less than the Launch Edition.

More importantly, pricing is slightly more affordable at $67,000 before incentives.

Electric vehicle maker Rivian brought both of its two upcoming smaller models to Chicago.

Revealed last year, the Rivian R2 will serve as a new midsize option for the brand, starting around a more affordable $45,000.

The Rivian R3 is also called midsize, but it looks far smaller than the R2, with a special R3X performance variant also in the works.

Pricing will also undercut the R2.

And that's it from the Windy City and this week's MotorNews.

JOHN: For 2022, Kia gave their minivan a major reboot.

So much so, they changed the name to Carnival and even stopped calling it a minivan.

Well, they can't fool us though.

After all, we love minivans for their all-around practicality.

Well for 2025, Kia has updated its multi-purpose people mover, including adding hybrid power.

So, let's see if that makes time in the new Carnival even more festive.

♪ ♪ With many brands no longer even competing in the minivan segment, it's noteworthy that not only is Kia still in the game, they've given their multi-purpose 2025 Carnival a major update after only 3.0 years on the market.

That update includes a first-time optional hybrid powertrain.

The Carnival Hybrid config is an extension of the Sorento SUV's setup, pairing a 1.6 liter turbo-4 engine with a larger 54 kilowatt electric motor.

Combined output of 242 horsepower, 15 more than Sorento.

Total torque is a stout 271 pound-feet, getting to the front wheels through a true 6-speed automatic transmission.

Throw in a full 19-gallon fuel tank and you've got close to 600 miles of range, allowing you to keep the party going farther than before.

The V6 Carnival remains available, although it's now listed at 287 horsepower, down from 290.

But the Government Fuel Economy Ratings take a huge leap here in the Hybrid; from 18 City, 26 Highway, 21 Combined to 34 City, 31 Highway, and 33 Combined.

The Hybrid comes with a few additional tricks up its sleeve, the most noticeable being the dial-like shifter in the console.

But there is also a pretty clever regen braking setup that Kia calls E-VMC.

The Electrification-Vehicle Motion Control has three levels of regen, but also has an E-Handling component which adjusts regen going into corners and amounts of electric assist when coming out of them; E-Ride, which includes unique shock tuning for the Hybrid but also can engage the electric motors to mitigate harsh impacts; and E-Evasive Handling Assist, which kicks in during emergency maneuvers.

All techy cool!

All Carnivals regardless of powertrain get updated styling for '25 which includes a new face that trades the concave grille for a flatter, larger one.

The headlights are no longer incorporated into the grille, and the daytime running lights are much snazzier.

In back, the taillights take on a completely different look, with much larger vertical elements on the sides.

The liftgate gets a chunkier SUV-like vibe and the rear bumper is more pronounced than before.

Altogether, another step in Kia's efforts of making everyone forget this MPV is actually a minivan.

There's upgraded tech for the inside, namely Kia's new frameless panoramic display that incorporates both the 12.3 inch driver display and 12.3 inch touchscreen infotainment.

It not only looks better, but processing speeds are much faster.

The driver's display gets a completely new theme with modern bar and number style speed displays instead of virtual gauges.

A Full Display Mirror is also now available, which can switch from traditional mirror to camera.

The Hybrid has a bit less horsepower but 10 additional pound-feet of torque, so off to Mason Dixon Dragway for some numbers.

It certainly didn't feel underpowered, spinning up the tires off the line and even chirping on the shift into second.

We hit 60 in a respectable 8.0 seconds, which is still eight-tenths slower than the V6.

Our best quarter-mile time was 16.2 seconds at 88 miles per hour.

There was a different vibe to the handling experience, as E-Handling virtually eliminated understeer.

But there was still some body roll and stability systems were eager to engage quickly.

The brakes retain a natural feel, and stopping distances averaged a good 110 feet from 60.

The Carnival Hybrid is available in four of the Carnival's five trims, all but the base LX.

So, a base LXS Hybrid goes for $42,235, a $2,000 premium over the V6.

The 2025 Kia Carnival Hybrid offers more than just much better fuel economy.

Kia has found a way to integrate battery assistance into just about every mechanical aspect of the vehicle, delivering a driving experience that is unique from its V6 counterpart, and adding more good vibes to an already exceptional family vehicle.

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 put the latest Porsche 911 Carrera on track and take the mighty Jeep Wrangler Rubicon 392 off-road.

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...

The MotorWeek App which includes our latest reviews and feature stories is now available for mobile devices.

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.

We're Tire Rack.

We test tires, then share our results.

We stock over one million tires.

We offer multiple installation options.

We do this because we believe tires matter.

♪ ♪ This program was produced by Maryland Public Television, which is solely responsible for its content.

(engine revving) ♪ ♪ You're watching PBS.