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

We're searching for maximum boost in one hot SUV, the Porsche Cayenne Turbo GT... Then, shedding light on proper headlight restoration... We'll focus in on a highly-efficient, next-gen super truck... And, set sail in a "sales worthy" luxury Ute, the Lincoln Corsair...

So, come drive with us...next!

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JOHN: When we started testing cars 43-years ago, hot rod SUVs like this Porsche Cayenne Turbo GT were not on our radar.

Back in those days, utility vehicles were trucks and Porsches were cars.

But times have changed, and the only place to make sense of it all is at a racetrack, so hop in and join us for some high-performance haulin'.

♪ ♪ Now, most would say the high-performance SUV is a relatively new phenomenon, but we've been testing them for over 30 years now, going back to the GMC Typhoon.

If you don't remember that one, we'd suggest Googling it, purely for the nostalgia of it, as this 2024 Porsche Cayenne Turbo GT is on a totally different level.

This SUV is an SUV in shape only, as a lot of its hardware as well as the driving experience are much more akin to a pure sports car...ah la the 911.

Starting with the Coupe version of Porsche's largest SUV, which benefits from a mid-cycle styling refresh for '24, the Turbo GT adds a carbon-fiber roof, big wing with side planes, rear diffuser, and a sport exhaust system with titanium tailpipes.

Porsche Dynamic Chassis Control is also included, making body-roll almost non-existent; and with the help of a new 2-valve air suspension setup it was all traction all the time through the high-speed turns of Savannah's Roebling Road Raceway.

Though, unlike last gen, if you're aggressive enough with the throttle, you can get the rear to step out on you a little.

Rear-axle steering is also included and the best praise we could heap on steering feel and feedback through corners is that it feels like a Porsche.

Tires are also wider than before: 315/35 Pirelli P Zeros in back, mounted on 22 inch GT Design wheels.

The brakes behind are comprised of enormous carbon-ceramic composite discs with monster yellow calipers, and they truly were impressive on track, hauling this 5,000 pound, luxury-minded performance utility down from triple-digit speeds, lap after lap without wavering.

Equally impressive is the powerplant that initiates those high speeds, Porsche's 4.0 liter twin-turbo V8 which cranks out 19 horsepower over last year for a total of 650; torque output remains the same, at 626 pound-feet.

All-wheel-drive is standard, as is an 8-speed automatic trans, which helps the Turbo GT get up to speed in a hurry; 3.1 seconds to 60, to be exact.

That's a couple of tenths slower than the first-gen Turbo GT we tested two years ago, but we'll chalk that up to testing that one on a well-prepped drag strip versus this trip down Roebling Road's slippery front straightaway on a 40 degree day.

And it gained time back quickly, as our 11.3 second quarter-mile time was only a tenth slower, finishing at 124 miles per hour.

Other notable changes for '24 include a new dash and control layout for the interior.

The highlight is a new 12.6 inch curved digital gauge display; it's joined by a central touchscreen that sits higher up and is nestled into the dash more than before.

No more actual shifter in the console, as it's been replaced with Porsche's toggle switch gear selector which resides on the dash to the left of the touchscreen.

That means a new console layout with additional storage space and new controls.

While, none of that helps lower lap times, it all provides a much more useful and better overall environment than before, for that time spent behind the wheel commuting or just sitting in traffic.

Front and rear seats are comfortable yet sporty feeling; and while it does do a lot of SUV-like things pretty well, the coupe body shape does limit rear cargo capacity to 20.3 cubic feet, expanding to 52.4 with rear seatbacks folded; and the central-mounted exhaust does negate adding a tow hitch.

No matter how you look at it, the Cayenne Turbo GT is an insane vehicle, but it also comes with an insane price tag, starting at $197,950.

So essentially, that's 6-figures worth of high-performance hardware jammed into an already impressively capable standard Cayenne, an SUV made much better with comprehensive updates front to back for all '24 Porsche Cayenne's.

It easily remains the standard bearer for luxury-minded utility vehicles, evidenced by recently earning our Drivers' Choice Award for Best Luxury Utility.

But it's this 2024 Porsche Cayenne Turbo GT that really impresses the most as the ultimate track-focused SUV money can buy.

You may not need it, but you know you want it!

♪ ♪ Heavy duty trucks transport about 70 percent of our goods and materials around the country and account for 10 percent of all miles driven on US highways.

The bad news is, most big rigs travel about 6.0 miles per gallon of fuel, so the need to improve truck efficiency is more crucial than ever.

Well, the US Department of Energy has come up with a way to find those answers.

♪ ♪ Kicking off in 2010 and now entering its third iteration, SuperTruck is a Department of Energy-funded research program aimed at helping truck makers achieve ambitious gains in freight efficiency, or ton-miles per gallon, for the next generation of big rigs.

SuperTruck 2, which is now wrapping up, focused on diesel engines, which still, and will, power most trucks for the near future.

Several teams were able to incorporate 48-volt mild hybrid systems to enable idle reduction, power the hotel loads, or driver comfort systems, and convert belt-driven accessories, like steering, to electric power, eliminating drag on the engine for more efficient operation.

SuperTruck 3 will explore electric and fuel cell power trains over the next few years.

DEREK ROTZ: As we move forward into research, we're looking into zero emissions, and the benefits of working with the Department of Energy is not only getting a, a 50/50 cost share to allow us to share the resources on these high risk - high reward technologies, but it also opens us up to the possibility to work with the national lab systems, the university systems, and those folks that have been looking at those cutting edge-- edge technologies for years.

JOHN: The result has been a super-charged R and D effort that is already paying huge dividends.

One SuperTruck 2 team has achieved 16 miles per gallon, 10 more than the current on-road average, and all are on track to surpass the 100 percent freight efficiency goal, some reaching as much as 170 percent improvement.

DAREK VILLENEUVE: We've looked at all aspects with an eye towards production.

We don't want to develop things off in a science box that had no means, we really want to look at things that did have a good chance for production.

JOHN: Looking at all of these futuristic designs, it's obvious that lightweighting and aerodynamics play a big part.

Technology like rearview cameras and extensive wind tunnel testing has found ways to make the big box less boxy, minimize body gaps, and improve airflow.

KEITH BRANDIS: When you look at aero, it takes a number of factors that we have to stretch, if you will, and that was the whole purpose, was to see how far we could go with extreme aero, and you'll see all the skirting along the side of the vehicle, but also to lower the vehicle and use low profile tires, to eliminate the amount of air that builds up around the front air dam.

JOHN: Both Peterbilt and Kenworth's extreme aero designs build around a center seating position to allow a narrow nose.

While, Navistar's sleek rig includes a curved trailer roof to maximize clean airflow across the full length.

With aerodynamic gains now almost exceeding the realm of what's possible, looking forward the R and D focus will shift back to the power train, and the target of zero emissions.

DEREK: So...

So, decarbonizing commercial vehicles is no easy task.

Uh, we've been at diesel for over a century now, we've kind of perfected it.

Going into these zero emissions technologies is a whole new field, so--so it's learning about new technologies, new technical fields such as electro-chemistry, um, things like that are new to this industry, and those are some of the barriers we need to be able to overcome.

JOHN: Here is where collaboration and innovation come into play.

All of these manufacturers are up for the challenge and optimistic that zero-emission trucks will be viable not too far down the road.

MAARTEN MEIJER: Solutions that we see as opportunities are the fuel cell electric vehicles, the hydrogen combustion engine vehicles, and the hybrid powertrains using the more traditional diesel engine concept, but switching to an e-fuel approach.

JOHN: So, what's the bottom line of all this effort?

Supertruck-developed technologies can save nearly 6 billion barrels of oil by 2050.

To the average truck owner, that could ring up $35,000 a year in fuel savings!

And that adds up to environmental and financial savings that benefit all of us in the long haul!

You know, driving requires most, if not all of your senses, your sight being chief among them.

But even with 20/20 vision, a less than optimum pair of headlights can put you in the dark.

Audra Fordin stopped by to share a DIY remedy to this common problem on MotorWeek's "Your Drive!"

♪ ♪ AUDRA FORDIN: Being able to see clearly at night or in poor conditions is absolutely vital to your safety, as well as the safety of others.

And that responsibility, comes down to your headlights.

Headlights were originally made of glass, and they were really easy to keep clean.

But, modern plastic headlights can fog up and turn yellow, like this!

I call this cataracts, and just like your actual eyes, this reduces your visibility and can cause blurred, and dimmed vision on the road.

Headlight cataracts can be caused by a number of factors: moisture, road damage and, of course, the most common is exposure to the sun's rays.

Regardless, there are ways to fix or temporarily relieve the issue, like headlight polish and a restoration kit.

Every kit is going to have a different set of materials and directions; but, here's the general overview.

First, if the headlight is not off your car, mask around the area around that headlight.

It is always good practice to keep chemicals from painted parts of the car-- and from yourself!

Wear gloves and maybe even an apron.

Next, clean the headlight area of any major dirt and debris.

Use soapy water, bug and tar remover-- whatever works.

There are two ways to approach polishing the lights: I like to start with plastic polish.

You can apply this with a buffer, or a microfiber cloth or a handheld pad.

For more stubborn areas, you can move up to wet sanding with very low abrasive sandpaper discs, we're talking 3000, 5000, up to 10,000 grit.

The higher the number, the less aggressive the sandpaper is.

Now, spray down the lens with the soapy water.

Using the sanding pad to buff the surface, starting with your lowest number and working upwards.

After a few rounds of this, you'll apply a polish or clarifying compound and give it a final buff.

This is where the results really start to shine through... you should end up with something like this!

Nice and clear, ready for the road.

Keep in mind, this won't be a permanent fix.

Over time, UV and other elements will take their toll again, and the headlight lens will eventually need to be replaced.

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

JOHN: Time to see what's new with another round of QuickSpins!

♪ ♪ GREG CARLOSS: The Merriam-Webster dictionary defines the word "prologue" as "an introductory or preceding event or development."

And that's exactly why "Prologue" is the name of Honda's all-new and first-ever electric SUV.

But they didn't do it alone.

Leaning into their history of partnering with automakers for "first step" vehicles, Honda has teamed up with GM to develop the Prologue, using the General's Ultium battery-electric-vehicle platform for a jumpstart.

In car terminology, the Prologue is classified as a midsize 2-row utility.

Measuring out to 192 inches, it's about 3.0 inches longer than the most recent Passport.

The Prologue's wheelbase is nearly a foot longer at 122 inches, thanks to said Ultium underpinnings.

Though, it didn't feel bigger.

In fact, it was rather nimble during our California First Drive thanks to a responsive steering system and that electric powertrain co-developed with GM.

All models are powered by an 85 kilowatt hour battery.

Dual-motor all-wheel-drive models can generate 288 horsepower and 333 pound-feet of torque, capable of up to 281 miles of range.

The single-motor front-wheel-drive setup can reach 296 miles.

"Sport" mode does wake up the acceleration some, but power wasn't our key takeaway.

Instead, it was how comfortable the Prologue was to drive, from the suspension to the seats.

The cabin is simplistic enough without going full minimalist.

It boasts an 11 inch digital instrument panel and an 11.3 inch touchscreen infotainment system.

And like GM's latest EVs, the Prologue has built-in Google, so access to various Google apps is native.

The interior is encased by a self-described "neo-rugged" exterior.

We'd call it sleek, built with aerodynamic efficiency in mind, design language we expect to see more of soon.

With plans to introduce many more electric vehicles globally by 2030, the 2024 Prologue truly is our introduction to Honda's modern EV efforts.

The entry-level EX starts just under $49,000 with delivery.

Expect first examples to arrive at dealerships March 2024.

JESSICA RAY: By now, we're used to testing SUVs with off-road packages.

But today, we're looking at the real deal: the all-new 2024 Lexus GX, redesigned from the ground-up and looking tougher than ever.

It certainly looks the part of an overlander.

Fortunately, Lexus invited us out to Arizona for more than just a "look."

We put this off-road machine to the test.

Trails, rocks, and steep climbs... Hardly a challenge with its powertrain, a full-time 4-wheel-drive system driven by a twin-turbo 3.4 liter V6.

It's rated at 349 horsepower and 479 pound-feet of torque, substantial increases over the V8 it replaces.

Towing has climbed from 6,500 up to 9,000 pounds; as has the number of gears in the automatic transmission, now a 10-speed automatic.

I know a lot of people are going to miss the V8, but I really do like this upgraded powertrain with the 3.4 liter twin-turbo V6.

It's got more power...um, and paired with the 10-speed automatic, the shifts are pretty seamless.

Um...so just, overall just a much more pleasant driving experience in all sorts of driving types.

And that versatility can also be attributed to its GA-F platform, a ladder frame said to increase body rigidity and improve on-road handling.

An available Adaptive Variable Suspension system will take things one step further.

The dichotomy of the Lexus GX is its rugged exterior exuding off-pavement capability, contrasted by a premium, albeit simplified interior full of amenities living up to "Luxury EXport US."

All trims receive a 14 inch infotainment touch screen with smartphone integration, paired up to a 12.3 inch digital instrument panel.

The 2024 Lexus GX starts under $65,000 with destination, working up to $77,000 for a top Overtrail+ trim.

It's assembled in Japan and expected to make landfall at US dealerships soon.

We'll have more on the Lexus GX, and plenty more QuickSpins, soon!

JOHN: The Lincoln Corsair name may not be familiar to a lot of people, but this small luxury utility successfully set sail for the 2020 model year.

Well now, Lincoln is on a mission to increase its profile, and hopefully pirate a few more buyers from other luxury brands.

That means a pretty extensive update despite just a few years on the market.

So, let's see if it's enough for this tech-savvy Ute to add more wind to its "sales."

♪ ♪ While, the Lincoln Corsair has held Lincoln's position in the small luxury crossover segment since just 2020, the Corsair name has existed in the Ford family since the 1950s.

But, after being attached to the replacement of their MKC, it immediately became Lincoln's best-selling model.

2023 updates are intended to extend that run.

Now, you could make the argument that that's strictly because it's a small 5-passenger crossover and that's where the sales are these days.

But, the fact that it was a major improvement over its predecessor counts a lot as well.

Lincoln has been making premium luxury "the" priority of late, so if you haven't been in one in a while, you'll be wowed by what you see, even here in this entry-level vehicle.

Available Grand Touring trim delivers a near flagship-level experience, and the huge panoramic vista roof really opens up the interior.

Just about every makeover includes bigger screens these days, and among Corsair updates for '23 is a new standard ultrawide 13.2 inch touchscreen.

It's still mounted on top of the dash, but takes up much more real estate than before.

Just below it is a new control pod housing that protrudes almost shelf-like from the lower dash, and also includes switches for controlling the transmission.

Driver info is displayed on a very clear and comprehensive 12.3 inch digital cluster, also standard.

Front seats are sumptuously comfortable, with a multitude of adjustments for finding proper positioning; great comfort in the rear seats as well, with plus legroom for a compact.

Grand Touring offers another unexpected surprise, a plug-in powertrain.

It's a 2.5 liter I4 based PHEV with standard all-wheel-drive and a combined output of 266 horsepower.

It has up to 27 miles of EV driving available, and even though it works with a CVT, there are paddle shifters on the wheel for holding it in a specific ratio.

Another significant update for '23, the Corsair now gets ActivGlide 1.2 hands-free driving assistance, which is Lincoln's version of Ford's BlueCruise and works at speeds up to 80 miles per hour for hands-free driving on select interstates.

We stayed fully engaged in the driving process at our Mason Dixon test track, and while there wasn't a very aggressive launch or overwhelming sense of electric-aided power, it left the line quickly enough to get us to 60 in 6.8 seconds.

Power delivery stayed consistent down the track, with simulated shifting in the CVT realistic enough to fool people into thinking it's a traditional automatic.

It was a very smooth and quiet quarter-mile trip, ending in 15.2 seconds at 91 miles per hour.

With the luxury experience being the top priority, our expectations were low heading into the handling course, but this Escape-based utility performed quite well.

There is also updated styling for '23; the front adding a larger grille and wing-shaped daytime running lights, and of course, there are new wheel options.

Grand Touring's grille is unique with a splash of blue added as a clue to its PHEV status.

The charge port door mounted below the driver's side A-pillar is a more obvious indicator.

Cargo space is hindered with the addition of PHEV hardware, but only slightly, losing less than one cubic-feet for a total of 26.9, expanding to 56.2 with the rear seatbacks folded.

Government Fuel Economy Ratings for the PHEV are 78-Combined for MPGe and 33-Combined for gasoline only.

With minimal plug-in time, that's what we saw, 33.2 miles per gallon of Regular.

Corsair pricing starts with Premiere trim at $40,125, Reserve starts at $44,510; both with optional all-wheel-drive, which is included with top Grand Touring for $55,320.

Making something that was already good meaningly better is always a winning strategy in our books, and that's what Lincoln has done with their entry-level crossover.

First when launching the Corsair, and even more so now with the much-improved 2023 version.

Lincoln is clearly getting more wind in their sails once again.

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 pedal to the metal in the Lamborghini Urus Performante, then commute on home in the updated Nissan Versa.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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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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