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

We're meeting the new electric world head on in the Mercedes-AMG EQE... Then, going on a "Your Drive" tour of Giuseppe's Garage... We'll trace back burnt rubber to find a mythical TVR... Ending with an unboxing of the bigger and bolder Hyundai Santa Fe...

So, come drive with us, next!

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JOHN DAVIS: We all know that cranking up the performance in a battery-electric vehicle is a much different and much simpler process than the methods used over the last 100 years of internal-combustion powertrains.

So, let's see how AMG has adapted to this brave and very fast new world with the Mercedes-AMG EQE SUV.

♪ ♪ This 2024 Mercedes-AMG EQE is the first all-electric performance SUV from the motoring masterminds at AMG.

Starting with the same EQ platform that underpins the brand's S-class and E-class based all-electric sedans and utilities, AMG replaces the EQE 500 4MATIC SUV's motors with AMG specific units both up front and in back.

These specially built motors have unique windings, adapted inverters, and upgraded cooling; all so more current can flow, producing a new total of 617 horsepower and 701 pound-feet of torque.

While the midsize EQE SUV doesn't feel overly large to drive, it does have an incredibly solid, almost tank-like presence to it, weighing in at just shy of 6,000 pounds.

Yet, standard rear-axle steering helps it behave quite nimbly, and it accelerates like a vehicle half that weight, pushing you back in the seat with authority whenever you go all in on the accelerator pedal.

An extended period of Mid-Atlantic rain kept us from getting track numbers, but Mercedes claims 0-to-60 in 3.4 seconds.

We'd say that's conservative given Race Start with Boost Function unlocks an additional 60 horsepower.

Likewise, as in previous Mercedes EVs we've tested, it overachieved when it came to battery range as well.

With the official rating of the AMG EQE SUV at 235 miles, we plotted a 200 mile road trip, and still had 21 percent of battery remaining at the end of it, putting our range estimate closer to 254 miles.

Max DC fast charging for the 90.6 kilowatt hour battery, which is the same battery used in the EQE 500, is perhaps not as high-performance as the rest of the vehicle.

At 170 kilowatt, it takes about 15 minutes to add 100 miles of range.

Though, when driving, the regen braking setup can feed power back at a rate of 260 kilowatt.

Our tester's optional ceramic brakes were plenty strong, if a little touchy around town.

There's also active braking that likes to initiate regen before you actually touch the pedal when you're coming up on another vehicle or approaching an intersection.

Nobody does interiors like Mercedes-Benz, and we're not just talking about the luxurious quality of the leather and carbon fiber materials.

There's the wow factor of the dash-wide Hyperscreen, and cool aspects too, such as the turbine-like air vents.

That's before you even get to looking around at the AMG specifics like the Performance Steering Wheel, Dynamic Select Drive Modes, and even the unique AMG Sound Experience coming through the Dolby Atmos surround sound system with speakers seemingly everywhere.

It's not all glitz and glamour though, as there are multiple thoughtful storage locations throughout the cabin, and good cargo hauling abilities too.

The 18.4 cubic-feet of space in back and max capacity of 59.2 cubic-feet with rear seatbacks folded might just be the ticket to convincing your significant other into letting you make this oh, so sensible purchase.

Rear seat passengers of this 5-seater will appreciate their own luxurious space, with comfortable seating, adequate leg and headroom, and multiple charging ports.

There's nothing that screams high-performance on the outside of this EQE SUV, as AMG details are mostly subtle, though stacking both of the available AMG Night Packages adds lots of gloss black trim and dark chrome accents.

There are three different 21 inch wheel patterns to choose from, as well as available 22s.

Most of the AMG goodness lies deep within, like performance-tuned fully variable 4MATIC+ all-wheel-drive that adjusts torque distribution 160 times per second based on drive mode and chassis sensor info.

Likewise, AMG Ride Control+ air suspension with adaptive damping and active roll stabilization is constantly monitoring road and driving conditions, along with driver input, adjusting the suspension accordingly, and delivering vastly different driving experiences spread across multiple drive settings from Comfort to Sport+.

Using 46 kilowatt hour of electricity per 100 miles, the AMG EQE SUV earns a fair efficiency rating.

Pricing starts at $110,750; certainly not out of line for any high-performance vehicle these days, much less one with a Mercedes Star plus an AMG badge.

You could argue that when Mercedes-Benz made the EQ leap into full battery-electric vehicles, they prioritized precision over passion.

Well, there's a healthy dose of both here in this 2024 Mercedes-AMG EQE SUV.

Now, we may just be a little lightheaded from experiencing all of the performance that's packed into this midsize utility, but this is easily our favorite Mercedes EV we've driven yet; and that kind of makes sense considering AMG had a big hand in creating it.

♪ ♪ JOHN: Great Britain is known for making some of the most iconic two-seat roadsters to ever tear down the tarmac.

But amidst the Aston Martins, Jags and Lotus' that we've driven over the years, there's another brand that has an equally unique story, TVR.

It's a story our own Roger Mecca learned about when he got behind the wheel of one of their most storied designs, one that has the looks, speed, style, and thrills...American car fans search for, but few ever find.

♪ ♪ ROGER MECCA: For every household name in European automotive history, there are many others that just never gained attention in the U.S. despite making sports cars that could leave their peers in a cloud of dust.

One of those brands is TVR, a British automaker you may not have heard of, but actually has been around for almost 80 years.

And in that time, this is perhaps their signature model, the Griffith 500: A car that, on paper, anyway, had everything necessary to get people's hearts racing.

Ralf Berthiez is the owner of this 1998 TVR Griffith 500, which he's owned since 2022 after importing it from England.

A longtime enthusiast, he'd been looking for a car that had the perfect combination of speed, good looks and driving comfort, while also being a little rare.

The Griffith checked all those boxes.

RALF BETHIEZ: It's a raw performance car.

I mean, it's kind of an in-between of a Viper and a Cobra.

I mean, it's just raw, and I like that.

I like that it's a something a little bit different.

Something, I don't see all over the place.

You know, you don't want to come out of the supermarket and say "okay, which Porsche Boxster is mine."

ROGER: But before we focus on the Griffith, I mentioned that many of you may not be familiar with the TVR brand.

Well, since they've been around since 1946, I could literally spend an entire episode on TVR's history.

So, in the interest of time, I'll summarize them this way: TVR is a boutique British sportscar company with a reputation for creating fast two-seaters with striking, often beautiful designs, but unfortunately, they've gone bankrupt three times.

Despite trying to make inroads to the U.S. several times, the brand never set up a consistent dealer network in America and few units ever made it here.

MotorWeek has reviewed only two TVRs in over 40 years: a 380 I Tasmin, as part of a 1985 review of imported convertibles, and a Ford V8-modified Grantura that was developed by, fittingly enough, American entrepreneur Jack Griffith.

Though, they haven't produced a car since 2006, TVR is...technically, still in existence and, reportedly, working on a new V8 coupe that's being developed in partnership with racing legend Gordon Murray and Cosworth.

But as luck would have it, the last model that was available to a few U.S. buyers was arguably the company's best: the Griffith 500.

It's a shame this car never took off in the United States because I think Americans would love it.

I mean, it's basically a muscle car.

It's got a big V8 up front, rear-wheel-drive, and then, of course, there's the noise.

(engine growls) With an all-fiberglass body, the Griffith 500 is roughly the same size and weight as a first-generation Miata.

But the Griffith's engine, well, that couldn't be more different.

It's a 5.0 liter, 340 horsepower all-aluminum V8 supplied by fellow British automaker Rover, an engine they got from Buick in 1969 and then used for decades.

As you can imagine, putting a big V8 in a car the same size as a Miata produces some dramatic results.

Even by today's standards, it's very quick.

0 to 60 is just over 4.0 seconds, and with 350 pounds of torque, you just touch that accelerator and you're off like a rocket.

When it came out, the Griffith was as fast, or faster, to 60 than any 911 model, the Corvette ZR-1, and only a few tenths slower than a Lamborghini Diablo!

As for Ferrari, only the mighty F40 was quicker.

Handling is very precise and there is immediate feedback through the steering wheel, and even the tiniest road variations instantly translated to your fingers.

There's no traction control, ABS or driver aids of any kind.

It's just you, and the car.

Inside It's comfortable and refined, with soft leather, posh seats, and an easy-to-read dash layout with refined gauges and wood trim, all angled toward the driver, making for a classic, understated British elegance.

It all adds up to an experience that, for people like Ralf, is something truly special.

RALF: At the end of the day, I really don't care who notices it.

It's for me, helps me smile, ah, during the day and the week, and that's what it's all about.

JOHN: Usually, MotorWeek's "Your Drive" experts stop by our garage to drop their know-how and advice.

But this week, we're taking our keep-it-running needs on the road.

Destination?

Giuseppe's Garage!

♪ ♪ GIUSEPPE IATOROLA: Welcome to Giuseppe's garage.

This is where I grew up and learned all my skills, and today I'm going to show you some of our latest projects.

This right here is the number one gangster car of all time.

The 1941 Lincoln Continental from the movie "The Godfather."

This car, our plans are to restore the whole body... this way it looks like how it looked like after they shot the scene in the movie.

We want to keep all the bullet holes and all the broken glass.

We're going to bring it to some car shows and have some fun with it.

We've been searching for this car for a very long time.

This one day, I was doing research and it finally came up.

It was in a warehouse in Ohio.

And where we got it, it was in Minnesota.

Now, it's part of Giuseppe's family.

This is the custom wrecker truck.

Before we customized it, my father was going to junk yards to go get parts and all that, and believe it or not, it's got 310,000 miles on this truck.

It's got grey market Mercedes headlights, it's got an upside-down 1960 Cadillac grille, Mercedes bumpers, it's got '58 to 1960 Imperial door handles, it's got exhaust stacks, handmade bed, it's got 1954 or so Ford fenders that we just shrunk every which way, it's got a hand-fabricated wrecker, it's got 37 Chevy taillights, and, for the interior, it's just completely shagged.

The bodywork, the prep and the paint design, I did myself.

This 1941 67 Series Cadillac Limousine has been in the family for 20 years and it was used in my parents' wedding.

It's a low volume production car and it was in pretty good shape when they got it.

It just needed some chrome and paint work done.

These days, she spends most of her time in the garage, but we make sure we go out for a family cruise every once in a while.

This 1951 Chevy Two-Door Hardtop is another work in progress.

It's set up as a gasser for the drag strip with a 350 small-block and an Oldsmobile 9.0 inch rear axle.

I fabricated a hood scoop and a roll cage for it, and all the body work is finished with lead.

We put a 1955 Olds headlights and Pontiac GTO seats in it, but we're still searching for some custom 1953 Pontiac Station Wagon taillights.

This is a 1964 and a half Plymouth Barracuda.

It spent its whole time as a drag car.

They bought it new and raced it.

It ran 10.8 down the quarter-mile strip, and the engine we built for it is a 340 cubic inch with dual carburetors - 390 cfm.

It's got 578 lift on the cam, full roller of the valvetrain, and it's got fender well headers.

I hope you liked the garage tour.

If you have any questions or comments, reach out to us, here at MotorWeek .

JOHN: Bringing you the latest and greatest is what we do, and the fastest way there... an all-new QuickSpin!

♪ ♪ GREG CARLOSS: Meet the 2024 Fiat 500e, a compact commuter, if there ever was one.

But don't let its small stature fool you, as there's more to the 500e than meets the eye.

The previous battery-electric 500 was sold with an advertised 87 miles of range, not enough for most buyers.

This next-gen iteration sees a vast improvement: 149 miles.

Not as high a number as other BEVs on the market today, nor is the 117 horsepower and 162 pound-feet of torque, but range and performance are adequate for this Fiat's intended use: localized commuting.

That said, it's not totally lost in modern highway traffic.

ALEXANDER KELLUM: As one would expect, the Fiat 500e is perfectly at home on city and small-town streets; but then that extra heft from the battery pack actually gives it a...kind of planted feel, which is appreciated out on the highway; though, you will be kept on your toes at first next to all these hulking SUVs and pickup trucks.

Now, the gearhead part of me does miss that noticeable bark of an Abarth-tuned engine, but there is something to be said about the bliss of silent EV propulsion.

And, hey, there's no need for the occasional "Italian Tune-Up" with this thing, though that's really a pro or a con depending on your personality type.

GREG: Getting off the highway and into city streets, the 500e's diminutive dimensions are appreciated.

That does translate into less interior room for the 2+2 seating arrangement, but there's more space than outward appearances let on.

The cabin is a mix of materials depending on which trim or "edition" you opt for, but the 7.0 inch gauge cluster and 10 and a quarter inch infotainment system are both standard.

The 2024 Fiat 500e starts around $34,000 or $38,000 for one of the special designer grades.

We'll have plenty more to say in an upcoming Road Test.

JESSICA RAY: This 2025 Toyota Sienna may have fewer minivans to compete against these days, yet it does have to go up against 3-row utility vehicles which are becoming more and more family friendly.

But the minivan is still king when it comes to flexibility and ease of use, and since Toyota has recently made a few updates to the Sienna to keep it a top contender for families, we quickly jumped aboard for a QuickSpin.

Updates mostly revolve around safety and tech these days; and for the '25 Sienna that means upgrading the multimedia system to latest specs and adding a new rear seat reminder.

Rather than simple seat sensors, Toyota's Advanced Rear Seat Reminder system has active radar incorporated into the headliner that scans second, and third-row seats for movement, and will initiate an escalating series of warnings, if it detects movement when the car is turned off, parked, and locked; and will even contact you through the Toyota app.

There's also a new available onboard Vacuum and FridgeBox, plus, more upscale materials and new wheels for Woodland Edition and Platinum Sienna's.

And additional features such as Toyota's digital gauge cluster are available on more trims.

But all grades get a tightening up of fit-and-finish throughout the cabin.

Same 245 horsepower 2.5 liter I4 based hybrid engine as before with available all-wheel-drive, delivering up to 36 miles per gallon.

BRIAN ROBINSON: With nothing really changing in the engine or suspension department, the driving experience is pretty much the same which is a good thing.

Uh...the hybrid powertrain overdelivers in a lot of ways and the ride quality is as good as it gets in the minivan segment.

JESSICA: 2025 Toyota Sienna's are available now with prices starting around $40,000.

And we'll have more QuickSpins, soon!

JOHN: The Hyundai Santa Fe has been through many changes during the four generations and 23 years that it's been sold here in the U.S., but none more dramatic than what is being offered for 2024.

This 5th gen Santa Fe is certainly bigger and definitely boxier, but is it a better Santa Fe?

♪ ♪ This 2024 Hyundai Santa Fe is indeed a major departure from the wide-mouth, chrome-clad, swoopy-styled midsize 5-passenger utility that we've known for the last 5 years, and it brings some other big changes with it.

The look is now more slab-sided, slimmed-down, and off-road inspired; drawing comparisons to Land Rover from just about everyone we encountered.

The wheelbase has been extended by almost 2.0 inches, which adds to interior space; so much so that a 3rd row of seating is now once again standard in the Santa Fe.

Like, many major departures when it comes to styling, time will tell how well it ages, or if there will be another big swing next time around.

Many on our staff were not fans of the 21 inch wheels that come with the top Calligraphy trim; and it does appear like they ran out of ideas when they got to the back and called it a day.

But that flat tailgate is 6.0 inches wider than the previous gen, allowing for very-much minivan-like access to the cargo area, which Hyundai says is the launchpad for adventures, no longer just a simple cargo bay.

There's room for 14.6 cubic-feet of adventure gear, or just groceries, behind the 3rd row, 40.5 cubic-feet behind the 2nd row, and a max of 79.6 cubic-feet with all seatbacks folded.

And if you can't fit everything back there, Hyundai has integrated a cool grab handle into the C-pillar for helping you load stuff up top.

The cockpit of this adventure vehicle feels much more like a luxury car than a rugged utility.

Maybe that's the Land Rover influence again.

But really, it's mostly on-brand from what we've been seeing from Hyundai lately.

That's especially the case when you escalate things to top Calligraphy trim.

Its $12.5 grand over base and comes with features such as quilted Nappa leather seats, Eco-suede materials, dual wireless phone chargers, a sweeping panoramic curved dual screen display that we're more accustomed to seeing in Genesis, with sturdy captain' chairs with lots of adjustments in the 2nd row.

Two-place seating in the standard 3rd row means a capacity of six; lesser trims come with a 2nd row bench upping that number to seven.

The 2.5 liter I4 turbocharged engine returns, but now as the standard powertrain, getting slightly detuned to 277 horsepower but with the same 311 pound-feet of torque as last year.

All-wheel-drive is an $1,800 option for all trims except in the off-road inspired XRT where it is included.

A 231 horsepower Hybrid is optional.

This is a lot of vehicle for the standard 4-cylinder to move, even if it is turbocharged, but that seems to be the way things are heading these days.

So, we'll just have to accept the tepid jog to 60 of 7.0 seconds.

To be fair, it's still plenty quick for running errands with the family.

It uses a dual-clutch 8-speed transmission rather than a traditional automatic.

Gear changes were smooth with some power drop with each upshift.

We reached 95 miles per hour at the end of the quarter-mile in 15.4 seconds.

This bigger Santa Fe felt very stable at speed going down the track.

It was more in its element in our handling course, with sharp and responsive steering, great balance, and lots of feedback; all making it easy to keep momentum going through the cones.

We saw plenty of nosedive with a soft brake pedal in our panic braking runs.

But results were quite good, with stops from 60 averaging 111 feet.

Government Fuel Economy Ratings with all-wheel-drive are 20 City, 28 Highway, and 23 Combined; rounding up our 22.6 miles per gallon of Regular average puts it right on.

An ever increasingly wide bandwidth of options has the base Santa Fe starting at $35,365 and reaching all the way up to $47,915 for top Caligraphy; the Hybrid is available in SEL, Limited, and Calligraphy trims only.

Love it or hate it, the 2024 Hyundai Santa Fe has made a bold step in style, but it still has plenty of substance to back it up.

So yes, it is a better Santa Fe, and now with a definite upmarket push, it lands as an even greater mid-size utility value.

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 heightened and enlightened SUV from Buick, the all-new Enclave, followed by a truck built for the wildlands, the GMC Canyon AT4X AEV!

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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We offer multiple installation options.

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