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

Join us for a trail-hopping high roller, the Lexus GX550... And we'll gain some firsthand respect for custom metalwork... We'll talk to the experts for details on car financing... Then, get charged up with Honda's new EV SUV, the Prologue...

So, come drive with us, next!

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JOHN: When most people think of Lexus SUVs, they tend to think of the RX, and for good reason.

The RX was a key player in popularizing the luxury SUV market as we know it today.

But, the Lexus SUV world is much bigger than that, of course, including something for adventurous, rugged, off-road types.

♪ ♪ We're not about to claim that there's some kind of body-on-frame SUV resurgence happening, but it's clear that car-like crossovers haven't fully taken over the SUV world just yet; and more than any other brand, Toyota seems on a mission to make SUVs truly great again.

Even when it comes to their Lexus brand with this new 2024 Lexus GX550.

When the 1st gen GX arrived for 2003, it seemed to go out of its way to disguise its substantial off-road capabilities behind some very soft-roader sheet-metal, but those that knew... ...knew that underneath, the GX was based on the rugged J120 Land Cruiser.

Fast forward to this 3rd gen GX, and it looks like-- Lexus is fully embracing that Land Cruiser kinship going boxier and bolder than ever before.

Square lines, chunky fenders, wide track, short overhangs, highly vertical windshield; all hallmarks of serious off-roaders.

The GX is also, the first Lexus to benefit from their Overtrail Project which encourages Lexus owners to get out of their comfort zones and experience what their luxo-ute is actually capable of.

So, Overtrail models are outfitted with 33 inch all-terrain tires on 18 inch wheels, a locking rear diff, and an Electronic Kinetic Dynamic Suspension System that can independently unlock both front and rear stabilizer bars for more wheel articulation.

Just like the recently released Toyota J250 Land Cruiser, the GX is built on Toyota's Tundra truck frame, but instead of a 4-cylinder turbo-hybrid, it's launching with a 3.4 liter twin-turbo V6 with 349 horsepower and 479 pound-feet of torque.

That's 48 horsepower and 150 pound-feet over the previous GX's V8.

Max tow rating shoots up from 6,500 to 9,096 pounds.

The GX works exclusively with a 10-speed automatic transmission, with full-time 4-wheel-drive and a 2-speed transfer case standard.

Lexus says, "A hybrid option will be available later," but no word on, if it's the Land Cruiser's 2.4 liter I4 hybrid or the V6 hybrid that's currently available in the Tundra pickup.

It doesn't take much time behind the wheel to appreciate the high seating position and great visibility of the GX; as rugged as it looks outside, it still feels plenty luxurious inside, and is highly functional too.

There's a big control center in front of the dash with a high-mounted 14 inch touchscreen, and dedicated knobs for temperature and volume just below.

A 3rd row of seating is available in most trims, providing space for six or seven passengers.

But if you go Overtrail, Lexus assumes you're not the big family type and would rather have the space for packing adventure gear, so it's the only trim that is 5-passenger only.

While, the double-wishbone front and rear multi-link suspension of this Overtrail is clearly off-road inspired, it held up well enough in our Mason Dixon Dragway handling course.

Slow and steady definitely won the race here, as the GX felt big and heavy, with notable weight shifting on transitions through the cones, and light steering.

Stability systems were eager to kick in well before things could get out of sorts.

Buyers can add Lexus' Adaptive Variable Suspension for smoothing things out on the highways without sacrificing off-road capabilities.

It launched quite aggressively off the line in acceleration runs; again, sturdy and truck-like, with all four wheels biting into the pavement and propelling us forward harder than we were expecting, hitting 60 in 6.5 seconds.

Lots of grip and no drama, as this turbo-6 puts plenty of power down instantly.

It sounds good too; powerful, with a nice throaty exhaust note that was more of a V8 rumble than V6 trumpet.

Quarter-mile completed in 14.9 seconds at 94 miles per hour.

Braking runs were a little inconsistent, with the off-road tires seemingly gripping and pulling us in different directions.

But stops averaged a great 114 feet from 60 miles per hour, so we'll accept the slightly unsettled feel.

Government Fuel Economy Ratings are 15-City, 21-Highway, and 17-Combined; we averaged a respectable 20.1 miles per gallon of Premium.

But it garners a worse than average Energy Impact Score of 17.5 Barrels of Yearly Oil Use, with 8.3 Tons of CO2 Emissions.

Pricing starts with Premium grade at $64,250, ranging to Luxury at $77,250, with Overtrail in between at $69,250.

All trims can be plus sized for additional features.

The 2024 Lexus GX550 is clearly not just another luxury saturated soft-roader.

It's a real deal Land Cruiser with a Lexus moniker, and this Overtrail is the most off-road capable Lexus ever.

That not only makes it appealing to traditional Lexus buyers, but to a whole "range" of new conquests as well.

♪ ♪ The financial forecast may be on an upswing, but new car prices are as well.

Add in the highest interest rates in decades, and it's no wonder the average payment for a new vehicle is now over $700 a month.

Those sky-high payments make it a real stretch for many people to buy a new car.

But, our Stephanie Hart is here with auto financial tips to help you make that new car dream come true.

♪ ♪ STEPHANIE HART: Given our current economic environment, a solid strategy is crucial in order to help you secure a good car loan.

I discussed the situation with Bankrate's Senior Economic Analyst Mark Hamrick.

MARK HAMRICK: It could be in the coming years that interest rates will be higher for longer, but perhaps not as high as they are right now.

In some cases, financial institutions are going to be a little more stingy with the money they're lending because they're worried about whether people can make good on those payments.

We have seen lending tightening over the last year or so.

STEPHANIE: But don't panic, deals are out there.

You just have to be prepared before you can capitalize on them.

After all, buying a car is the second largest purchase you're going to make behind buying a home.

So, before you walk into a dealer showroom like this one, you'll want to make sure you have done your homework.

First: Create a budget.

Second: Have savings for a down payment.

Lastly, make sure you know your credit score.

The higher it is the lower interest rate you will qualify for and the more money you will save.

If you've checked off all of those boxes, then you're ready to shop around for the best auto loan.

Start by contacting credit unions, banks, and dealerships.

Find out what you qualify for, compare rates and learn about what you really can afford.

At MECU credit union in Baltimore, Maryland, auto loans topped the charts as its number one loan product in 2023.

As you may know, a credit union is a not-for-profit financial organization that's owned by members, not shareholders, so profits are returned to members in the form of lower fees, better rates, and service.

ADRIAN JOHNSON: We offer financial wellness, financial literacy, financial education.

We have certified financial counselors who will help our members for free-- budgeting, savings, improving their credit score.

So, that's been a big plus.

STEPHANIE: And keep in mind, getting a pre-approval letter from a credit union or bank will always save you money during the auto finance process.

KEITH GROSSNICKLE: We actually love that because that is an enlightened consumer who's prepared.

And we work with them to help get the best rates for them.

Sometimes, we can actually do better than what they're already pre-approved for, and if not, we're ready to put the deal together the way they want.

STEPHANIE: And remember, you can typically get a lower interest rate on a new car than you can on a used car because the risk of loss to the bank is lower.

KEITH: The factory uses what is called a subvented rate.

That's where they actually pass the savings through to a consumer.

Instead of in the form of a rebate, they do it in the form of a lower interest rate.

STEPHANIE: Whether, you choose to finance through a dealership, credit union, or bank, don't rush into anything.

And remember, the life of the loan is important.

Auto loans with payments of five years or longer have become increasingly common and should be avoided.

MARK: In the early part of the purchasing process, you might be underwater.

Being underwater on a car payment means that what you owe is more than the value of the car.

And guess what?

If you're in an accident and let's say it's totaled, you could really be on the hook if you don't have gap coverage that can make sure that you're reimbursed for the total cost of the car.

STEPHANIE: Even though high sticker prices, combined with high interest rates, have increased the debt-to-income ratio of most borrowers compared to previous years, making it more difficult for some people to qualify for loans, sound financing is still possible-- if you've done all your homework first.

JOHN: We all know that, with time, steel sheet metal rusts and rots, another way classic cars are literally disappearing.

Likewise, custom metal fabrication is a vanishing art, but our Dan Maffett took us to a shop keeping this medium alive on MotorWeek's "Your Drive!"

♪ ♪ DAN MAFFETT: No matter what year your classic car is, it was built on an assembly line and assembled by a team of craftsmen.

The bodies were fabricated by a team of coachbuilders.

Now, coachbuilding is a dying art, but there's a few fabricators across the U.S. that are keeping that art alive.

I'm here with Butch Lloyd of Lloyd's Originals, and he's doing just that.

Butch, thanks for having us.

Tell us what you do here.

BUTCH LLOYD: So, mostly I do metal fabrication, um, customizing the car when a customer wants to change it, make it unique.

I usually do that for them.

Um... Also, we take stock replacement panels and make them fit the car.

Um, a lot of times, they don't fit correctly right out the box, so with a little tweaking, we can make them look like they belong on the car.

DAN: But with modern coachbuilding like you do, you can take a piece of a car that was never there, and make it fit an older car or a different vehicle, something like this that you were telling me about.

BUTCH: These are '55 Cadillac fender tops.

Um...

The idea with this car...

The stock headlights had no eyebrow, um, I wanted to add an eyebrow to the headlight.

A lot of people use a '56 Chevy.

Um...

I wanted to do something a little different, so I found a '55 Cadillac.

Um, they surprisingly fit really well.

Um... DAN: They look incredible, yeah.

BUTCH: With a little bit of slicing and dicing, the hardest area was right here in the front corner, um, you can make them work.

Um, the idea is to make it look like it should have been there.

DAN: Like, it could have come from factory this way.

BUTCH: Yeah, so you don't want it to look like an afterthought or an add-on piece.

You want it to look like it belongs.

DAN: Now, I know they don't make patch panels or reproduction panels for every car.

Looking at this, I see there's a whole new firewall panel in here with sharpie on it.

Is that something you're making from scratch?

BUTCH: Yes, so in this car, because of the motor and the carburetor setup, I wanted to have a nice reveal behind the motor.

So, I take a flat piece of sheet metal, Cleco it into the car, then shape it around it, use the sharpie to kind of lay out the design that I want it to be.

This particular firewall, the sharpie will be put into the pull-max and will be pressed to have a-- probably a half-inch relief, so that it will be pockets where all the squares are.

DAN: So, the pull-max is one of those tools, you kind of can't live without?

BUTCH: Uh- yes, yes, it definitely allows you to make a lot more panels.

DAN: What other tools do you use that you kind of couldn't do this job without?

BUTCH: Um, definitely need an English wheel, planishing hammer and, for me personally, my welder.

DAN: Yeah, the welder seems like that's the piece that ties everything together.

BUTCH: Yeah, uh, without the welder I couldn't do any of this, so... DAN: That's fantastic.

Do you use a lot of, uh, bead rollers as well?

BUTCH: Yes, uh...bead roller, you can make some pretty cool designs, um, and also shape some panels with it as well.

It's definitely, a tool in the arsenal.

DAN: Thanks for having us.

As always, any questions or comments, hit us up right here at MotorWeek .

♪ ♪ GREG CARLOSS: Another 1,500 miles of pavement have passed beneath our 2024 Mazda CX-50; and while that isn't an overwhelming amount of road, it's plenty enough to weigh in on another update.

First, we've seen an increase in efficiency.

Our most recent log shows 25.3 miles per gallon, reflecting a small, but welcomed uptick-- and right on par with EPA ratings.

And we're still as welcoming of all 256 horsepower and 320 pound-feet of torque that this engine loves to put down when sipping Premium 93 fuel.

This 2.5 liter I4 is impressive; and while you don't necessarily need the turbocharged variant, we've certainly enjoyed our time spinning it up.

Turbocharged engines aren't the novelty they were a few decades ago, but they still represent an enhanced level of performance.

That's exactly what it does here in this CX-50.

Don't get me wrong, this is not a performance SUV, but the extra oomph provided by the turbo does make things more interesting than the non-turbo 4-cylinder.

In the past, we've commented on how well Mazda utilities handle, and that includes this CX-50.

In our original Road Test, we noted how "direct and quick to respond" the 50 felt on our test course.

And even all this time later, we still enjoy the balance struck between comfort and agility.

And the Terracotta-wrapped interior is equally dashing: Premium in appearance and feel, with the amenities to match.

One new staffer did have some questions about the command dial system, but after one commute out to one of our testing sites he got it.

Very intuitive overall.

We've still got this 2024 Mazda CX-50 for a little longer, and we have a new addition to the fleet: this 2024 Volkswagen Atlas Cross Sport.

We'll be sure to put some miles on before our first official update; but before then, we'll have one last look at our Mitsubishi Outlander PHEV on the next MotorWeek Long-Term Road Test update.

♪ ♪ STEPHANIE: Our Spy photographer recently spotted an updated Hyundai Santa Cruz, bringing a little more "truck" to this compact unibody pickup.

Despite the camouflage, the revised Santa Cruz looks to be a bit more rugged-- truck-like!

Poking through the mesh is a larger, more squared-off grille, joined by updated LED lighting elements.

We suspect the rest of the facia will see mild updates; though the headlights seem to be staying low on the front bumper.

It's hard to tell if the tailgate design will change either, but we assume the rear lighting will see some updates.

This mid-cycle refresh is well timed for a hot midsize truck market, and maybe even in response to its main rival, the in-demand Ford Maverick.

JOHN: Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution.

But that all changes now their first high volume effort, the Prologue.

So, let's find out, if it is indeed the start of a great run for Honda.

♪ ♪ The 2024 Honda Prologue is not only the brand's first serious battery electric effort, but it's also a substantial midsize 5-passenger SUV, coming in about 3.0 inches longer than the internal combustion Passport.

Though, it's worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range.

That's with the standard single-motor front-wheel-drive EX rated for 212 horsepower, but top Elite doesn't sacrifice all that much, coming in at 273 miles.

The additional rear motor raises total output to 288 horsepower and 333 pound-feet torque.

Relatively low output numbers in the EV game, but the Elite's all-wheel-drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a dynamic driving experience.

It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions.

It also has great visibility and a very natural feel to it that quickly has you forgetting you're in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85 kilowatt hour battery that will accept up to 150 kilowatt fast charging for 65 miles of range for every 10 minutes on charge.

As we've come to expect from Honda, the Prologue's interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3 inch touchscreen display.

It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11 inch tablet-style gauge display.

Honda worked with Bose to develop an EV-specific sound system with 12 speakers.

The standard EX's system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain.

Though, with a substantial dual-level center console, it doesn't have the open floorplan of some EVs.

The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda's first use of a pocket-type wireless phone charger, which is standard.

There's space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

And while, length and ground clearance are in the ballpark with the Passport, the Prologue's wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls "neo-rugged."

Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet, the overall design doesn't necessarily shout it from the rooftops.

Aero-optimized 19 inch wheels are standard, with Elite rolling on 21s, a first for Honda.

Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen.

It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious.

So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

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 an upscale sedan with an edge, the Genesis G70, followed by Kia's all-electric big-family Ute, the EV9.

Until then, 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.

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