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

We're starting with the fast and futuristic Audi RS e-tron GT... Then, it's back to the '80s for a retro MotorWeek muscle car comparo... Roger Mecca takes us back even farther in a classic Ford T-Bird... Then, we'll slingshot back to now in the all-new Acura ADX... So, come drive with us, next!

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♪ ♪ ANNOUNCER: MotorWeek: 45 years, steering you in the right direction!

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JOHN: The Audi RS e-tron GT arrived 3-years ago, bringing Porsche levels of EV excitement to the Audi faithful.

It now adds updates for 2025 with both new style and new tech, along with the addition of "Performance" to its name.

We're guessing it's going to have no problem backing that up.

♪ ♪ When we first tested the e-tron GT in 2022, we were most impressed with its "all-around-ness;" acceleration, beauty, performance, all delivered in equal measure in one gorgeous package.

Well, things are about to get thrown out of balance with this updated 2025 Audi RS e-tron GT Performance.

Yes, "Performance" has been added to the name, and there is indeed more of it here.

Most of the changes align with what we've already seen in the recently updated Porsche Taycan, with which this Audi RS e-tron GT shares a platform.

Automotive trends have come and gone in the 45 years we've been testing cars, but Audi always seems to be at the forefront.

Whether, it was diesel in the 1980s or the biggest game changer of the them all: The Quattro, the first production car to truly showcase the performance potential of all-wheel-drive, and was of course, built in a place then known as West Germany.

The quattro name exists to this day, of course, and it's still bringing the performance.

Here in this RS e-tron GT, that means dual motors pumping out 912 horsepower.

That's almost 300 more than the original RS.

Most of that comes from a new rear motor that is not only more powerful, but also lighter and smaller, still working through a two-speed transmission.

That may not sound that high these days, but the way this e-tron delivered that power at our Mason Dixon test track was truly mind-bending.

(tires screeching) It literally messed with our equilibrium and vision launching this hard, taking a couple of runs for us to adjust to all that torque being released instantaneously.

But the car didn't seem to have any problem at all, getting to 60 in just 2.1 seconds.

Power delivery never relents, with no consideration to how the G-forces are affecting your body as the car solidly streaked to the end of the quarter-mile in just 9.9 seconds at 138 miles per hour.

Our handling course was child's play for the e-tron; great balance, plentiful grip, no body roll.

Steering felt light initially but firmed up nicely as we worked our way through the cones.

The adaptive air suspension gets a new two-valve setup that allows for quicker response to body motions, more adjustability, and improved ride control.

Plus, active dampers that can raise or lower ride height.

The carbon ceramic brake discs that come with the Dynamic Plus Package are essentially Porsche spec, responding immediately and consistently stopping us from 60 in just 95 feet.

There are some minor exteriors tweaks with this mid-cycle refresh, mostly to benefit aerodynamics with new front and rear fascias, and new wheel designs.

An optional Forged Carbon Package adds 21 inch wheels with summer tires and lots of carbon fiber both outside and inside.

Not much changes in the cabin either, still a perfect balance of techy, sporty and luxury.

The biggest update in here being a new steering wheel with a slightly different shape and more controls on it.

Front seats feel more purposeful than roomy, but great comfort.

Not quite as much room as you'd expect in the back seats for such a big car, but 9.2 cubic-feet of storage in the trunk and almost 2.0 cubic-feet up front is more than the typical performance car.

A bigger 105 kilowatt hour battery means more range for the e-tron GT, now as many as 300 miles, but this RS performance is rated for just 278, though we were on pace for over 290 in our driving loop.

That battery charges faster too, getting to 80 percent in just 18 minutes with 320 kilowatt DC fast charging.

Using 40 kilowatt hours of electricity per 100 miles, the GT performance gets a good efficiency rating.

Pricing starts at $168,295, a lot of money, but still a bargain compared to a similar Taycan Turbo, and there's a base S e-tron GT which starts at just $126,795.

For 2025, Audi has indeed upset the balance of the RS e-tron GT by turning it into an insanely fast performance heavyweight that packs a punch like never before.

It's still an exceptional grand touring car, but now with an amazing amount of super performance lurking under the surface, always tempting you to tap in for more.

♪ ♪ The 1955 Ford Thunderbird.

It wasn't just a car, it was a statement.

Born out of the heat of a cross-town rivalry and shaped by America's love affair for the automobile, it was Ford's answer to the Chevrolet Corvette, but with a twist.

Sleek, fast and comfortable, the Thunderbird became a fixture of Ford's stable for over 40 years.

And, as our own Roger Mecca discovered, this was one bird that could really fly.

♪ ♪ ROGER MECCA: The 1953 launch of the Chevrolet Corvette sent waves through the auto industry.

And though it had a rocky start with disappointing sales, it was America's first serious attempt at a true sports car and set a new benchmark.

Ford couldn't ignore it; but instead of going head-to-head with a stripped-down, performance-first roadster, the team in Dearborn went in a slightly different direction.

Ford knew that Americans wanted a sleek and sporty coupe to zip down Main Street, USA, but they didn't want to sacrifice elegance and comfort the way the Corvette did.

The result was the world's first personal luxury car, the Ford Thunderbird.

Design work on the Thunderbird began in early 1953, and it made its debut as a concept at the Detroit Auto Show in February 1954.

Wasting no time, Ford began selling it later that year.

And their hard work paid off.

In its first year alone, Ford sold over 16,000 of them.

The Corvette, on the other hand, sold just 700 in its first year!

In fact, it would take Chevy more than five years to sell 16,000 Corvettes.

Ford had hit the jackpot.

One of the reasons why the Thunderbird was more successful than the Corvette was what was offered under the hood: 8-cylinders.

Today, V8s and Corvettes are synonymous, right, but in 1955, an inline-6 was the standard engine on the Corvette.

Ford owners were enjoying a 4.8 liter V8.

The T-bird had other refinements and luxurious offerings customers loved, like power windows and seats, a weatherproof removable hardtop, a larger cabin, full leather seats, and a more refined and elegant presentation overall, from the doors to the dash.

The public embraced the idea of a chic two-seater vehicle that prioritized a smooth and luxurious driving experience over pure track performance.

But that doesn't mean the Thunderbird was a slouch behind the wheel.

Remember, it was designed to beat the Corvette out here on the road...which it did.

The Thunderbird had 192 horsepower, getting the car to 60 in around 9.0 seconds, a quarter mile time of about 17 seconds and a top speed of 120.

Not fast by today's standards, but those were impressive numbers in the age of Eisenhower.

In fact, these figures challenged many European roadsters of the time, but with a level of comfort and style that set it apart.

And the Thunderbird was relatively light, weighing just over 3000 pounds.

And that means, the car is much more nimble than it was presented; and while it won't set any lap records, this refined cruiser also doesn't mind the twisty stuff.

All in a package that offered luxury and sophistication few competitors could match.

It wasn't long before Ford's competitors started making personal luxury cars of their own, trying to capitalize on this new genre that Americans suddenly loved.

Car lots were soon full of a wide range of options like the Chevy Monte Carlo, the Buick Riviera and the Oldsmobile Toronado.

While, the 1st generation Thunderbird only lasted until 1957, it was just the first in a long, 40-year legacy.

Later, it would evolve into a much larger, more luxurious cruiser until production halted in 1997.

In a final attempt to revive the Thunderbird, Ford introduced a completely redesigned edition in 2002.

This 11th generation model was a nostalgic throwback to the original '55 design, featuring a two-seat layout, a powerful V8 engine and a retro look.

The car's styling was a critical hit, and initial sales were strong, driven by baby boomers' fond memories of the original.

However, the nostalgia-driven sales proved to be short-lived.

The car's impracticality, high price and lack of true performance made it a difficult sell to a new generation of buyers.

As the initial buzz wore off, sales plummeted and Ford finally put the T-Bird back in its cage for good in 2005, effectively ending the personal luxury segment as we know it.

But the spirit of the personal luxury car...bold design, a powerful engine and a focus on comfort...didn't disappear, they were simply transferred to other vehicle types.

Luxury SUVs, 4-door coupes, and sport sedans all offer the balance of sportiness and indulgence of the first Thunderbird.

So, while the T-Bird may no longer be with us, it's all-American blend of elegance and excitement lives on.

♪ ♪ GREG CARLOSS: Warm weather has been kind to our 2024 Subaru Solterra EV as we're seeing over 225 miles of range available in the gauge display with regularity, boosting road-tripping confidence and helping us spin the odometer up past 8,000 miles in 9-months of driving.

Everything inside is holding up brilliantly; we love the overall conservative nature of the interior, the responsiveness of the switchgear, and the fact that it's all just so Subaru.

And along with producing great results, it's been reproducing, with a virtual clone recently showing up in our staff parking lot.

We've talked this Solterra up as a great entry point for people thinking about going full-electric, so I put my money where my mouth is and leased one.

My base Premium grade doesn't get the 20 inch wheels or the big infotainment screen like this Touring trim tester, but that doesn't make a huge difference for me.

The drive experience is every bit as good as it has been in this Solterra for the last 9-months.

We'll see if the party's still raging in our Kia Carnival on the next MotorWeek Long-Term Road Test Update!

JOHN: Being MotorWeek's 45th season, we thought it was a good time to look at some of what you tell us are your favorite Road Tests.

And no surprise, '80s muscle cars are at the top of your list, so here's a three-shot comparison that's hard to beat.

♪ ♪ WAITRESS: Hi, what'll you have?

FORD DRIVER: Yeah, a burger, fries and a Coke... and Mustang GT will eat that Trans Am for lunch!

PONTIAC DRIVER: Oh, yeah?

Isn't that Mustang a F-O-R-D, as in "Found On Road Dead?"

FORD DRIVER: Hey, that's "First On Race Day!"

CAMARO DRIVER: What a crock!

This new IROC Camaro will blow you both into the weeds!

FORD DRIVER: There's only one place to settle this... ALL THREE DRIVERS: The race track!

JOHN: So, it's the 190 horsepower, 5-speed Firebird Trans Am; the 210 horsepower, 5-speed Mustang GT; and the 215 horsepower, 4-speed automatic Camaro IROC-Z; off to the first stop of our muscle car matchup, where the first two cars to face off were General Motors' finest, the IROC-Z and the Trans Am.

Now, off the line, the fuelly IROC with better bottom-end torque and traction takes the Trans Am.

But by mid-track, the freer-revving Trans Am edges up and past the IROC-Z, and takes the light with a quarter-mile time of 14.7 seconds and 89 miles per hour.

And full of confidence, the ol' Trans Am now must take on Dearborn's damnedest.

Down go the lights, and look-out because the lightweight Mustang GT, with excellent Eagle Gatorback traction, beats the "Tin Indian" at its own game.

The Mustang stampedes out of the gate and pulls away by mid-track.

At the finish it's Ford's pony car by four car-lengths, to a tune of 14.3 seconds at 92 miles per hour.

The "First On Race Day" Mustang was first, followed by the Trans Am which, in turn, neatly edged out the Camaro IROC-Z.

So, what did this prove?

Well, that cars are like beer- it's all a matter of taste.

Without a doubt, the Mustang is the fastest in acceleration and top-end.

Besides that, it has the lowest base price at $10,224; but, it can be a real challenge in the turns.

On the other hand, the IROC-Z is a lot like its big Chevy brother, the Corvette: Fast and sophisticated, but also more expensive.

Base price, $12,635.

Between the two comes the surprising compromise, Pontiac's Firebird Trans Am: Fast, almost like the Mustang, yet sophisticated in handling, almost like the IROC-Z.

It's also, priced between the others at $11,983.

So, I guess we're still not sure who builds the ultimate factory muscle car.

It's an argument that's been going on now for over 20 years, and like the notion of eternal youth, we hope it's a debate that never ends.

♪ ♪ JOHN: The express lane is open, just in time for this week's QuickSpin!

♪ ♪ JESSICA RAY: This 2025 Toyota Tacoma Trailhunter builds on this pickup's decades-old off-road reputation.

But it looks, drives, and hits the dirt full 2020s style.

Down low, 33 inch rugged-terrain tires grip unique 18 inch wheels, supported by Old Man Emu shocks.

A standard stabilizer disconnect system improves suspension articulation; extra bash plating increases underbody protection; and an included snorkel aids in both water fording and dusty driving.

This intake sucks air into the Trailhunter's standard i-FORCE MAX hybrid powertrain, a 2.4 liter turbo-4 rated at 323 horsepower and 465 pound-feet of torque.

It's hooked up to a part-time 4WD system through an 8-speed automatic.

ALEXANDER KELLUM: I think one of my favorite things about this powertrain, and I say this only half-jokingly, is the sound.

All that induction noise, no doubt amplified by that included snorkel.

But beyond that, and some rumbles from the engine and a few noises that come from the hybrid side of things, I'm surprised how little outside noise is making its way inside, especially given the more aggressive tires... JESSICA: The Trailhunter comes with either a five- or six-foot box.

And being near the top of the Tacoma tree, expect Toyota's 14 inch infotainment screen, wireless chargers and a 12.3 inch digital gauge cluster.

Picking up this pickup starts around $65,000, a hefty climb from the i-FORCE MAX-equipped TRD Off-Road's $49,000 starting price.

You could spend the difference making your own Trailhunter, but for those who want an out of the box experience, this is it.

GREG CARLOSS: We thoroughly enjoyed our recent outing in the updated 2025 Ford Explorer.

But if we had to pick one from its simplified trim structure, it'd be the athletic Explorer ST.

Why?

Well first, Ford's 3.0 liter turbo EcoBoost V6, sending 400 horsepower and 415 pound-feet of torque through a 10-speed auto to either rear- or all-wheel-drive.

But it's also, the Explorer ST's sport-tuned suspension that makes it even better for drivers like us.

Looking at the Explorer ST, especially here from the driver's seat, it's fair to question the price hike over the Explorer ST-Line.

But stab the gas pedal and it all makes sense.

This thing is downright fast.

It feels like a true performance SUV, and it sounds like one too.

The suspension is noticeably firmer than non-ST models, but it's not too harsh for daily use, and the upside is it handles curvy roads better than anything else in the segment.

Small cues delineate the ST from more subdued Explorers, like the blacked-out accents and red ST badging.

Black upholstery with red stitching carries the theme inside, even to the 2nd row captain's chairs and 3rd row power folders.

And we're big fans of Ford's latest digital interface, seen on this 13.2 inch touchscreen.

The 2025 Ford Explorer ST starts around $56,000, about 10-grand more than an ST-Line; a fairly steep increase, but an acceptable one considering the ST's versatility and added fun factor.

And we'll have more QuickSpins, soon!

JOHN: No matter how established your brand is, welcoming new buyers into the fold is vital to staying relevant and for long term success.

Sometimes that means a shift in focus or even entering a new segment.

Well, Acura is thinking big by going small with their littlest SUV yet, the ADX!

♪ ♪ These days you're not serious about attracting entry-level buyers, if you don't have at least one subcompact-sized SUV in your lineup.

So, consider this 2025 ADX Acura's intention to be a full member of the club.

Thankfully, it doesn't strike us as a direct reinvention of Honda's HR-V, or even a utility version of the Integra, having more of a spacious CR-V feel to it, along with that great Civic vibe.

So, parts bin or not, interior materials are a clear step up from Honda, and Acura has also restrained themselves from going tech overload, with a refreshingly simple and easy to use control layout, along with a familiar Google-based 9.0 inch touchscreen display up top.

Acura was also able to include a nice traditional shifter in the center console, while still allowing for open access to a wireless phone charging pad.

This 10.2 inch Precision Cockpit gauge display for driver info is standard; this 15-speaker premium sound system, an upgrade over the base eight-speaker setup.

Front seats are sporty looking, but also very comfy and ventilated as part of the A-Spec appearance package, which also includes a panoramic sunroof that adds to the overall spacious feel.

There's a good amount of space for rear seat passengers who get their own pair of USB-C charging ports.

The ADX sports the 1.5 liter turbocharged 4-cylinder from the Integra, but slightly detuned here for crossover duty at 190 horsepower and 179 pound-feet of torque.

It works exclusively with a CVT, and the expected high levels of engine noise make for a very un-Acura-like experience, though there are some nice metal paddle shifters to play with.

And the rest of the driving experience is quite playful too; the suspension is well-sorted, delivering a great ride for a small SUV, but also handles curves eagerly, all without getting upset by bumps in the road.

Seemingly everything has been "sport tuned," according to Acura, and that of course includes the fully independent suspension setup.

And we did find it quite nimble in our handling course, zipping through without any oversteer or understeer.

Integrated Dynamics offers up to five drive modes, including a customizable setting.

Though, in all modes, we found the steering to be light and a little vague.

All-wheel-drive is available, though not the super-handling sort; but grip was still plentiful through the cones.

In straight-line runs, there was a nice little jump out of the hole, but then it quickly settled down into a more moderate pace, taking 8.7 seconds to hit 60 miles per hour.

The CVT has simulated gear shifts, and while they do break up the extended high RPM engine noise of typical CVTs, it comes at the cost of losing momentum with every blip and made for a long 16.7 second trip to the end of the quarter-mile at 87 miles per hour.

Other than some very soft brake pedal feel, panic stops from 60 miles per hour were good, averaging a short 110 feet with very little nosedive.

(SUV whooshing by) Most of our staff really liked the ADX's tall hatchback vibe and its planted stance, aided by a big rear spoiler and dual exhaust tips unique to the ADX.

A-Spec comes with 19 inch aluminum alloy wheels.

For a subcompact, there's a great amount of cargo space behind the standard power liftgate, 23.2 cubic-feet in back and 53.9 with rear seatbacks folded.

Government Fuel Economy Ratings with AWD are 25 city, 30 highway, and 27 combined; we averaged 26.6 miles per gallon of Premium.

That's an average Energy Impact Score, with 11.0 Barrels of Yearly Oil Use, and 5.4 Tons of CO2 Emissions.

Pricing starts at $36,350, adding both A-Spec and Advance packages will take it to $43,350; all-wheel-drive is a standalone $2,000 option.

If the 2025 Acura ADX is all about welcoming new buyers into Honda's premium brand, they have done a great job of delivering the full Acura experience at a lower price point.

Even current Acura buyers looking to downsize will find a lot to like in the ADX.

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 see what's new and trending with the Volkswagen Tiguan, then sync our shifts in the BMW M235 Gran Coupe.

We'll gain some weighted advice on motor oils and meet women making waves in motorsports.

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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We stock over one million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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