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

We're off to the track in the latest Porsche 911 Carrera!

Then, we head to the garage for a step-by-step used car walkaround... We'll scratch our itch for "Two Wheelin'" freedom with a Kawasaki cruiser... Then, bring it on home in the HEMI-powered Jeep Wrangler Rubicon 392...

So, come drive with us, next!

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JOHN: The Porsche 911 has existed for 60 years now!

Amazing!

And, you could argue that major changes over all those years have been relatively few, as constant incremental improvement is more the way that Porsche does business.

With that in mind, let's hit the track in the latest 911 and see what constant improvement means for 2025.

♪ ♪ We've driven so many 911s here at MotorWeek , each seemingly more special than the last, so it's a bit refreshing to be ripping around Savannah's Roebling Road Raceway in a 2025 Porsche 911 that's about as close as you can get to base these days.

And the fact that it's just as fun as all those exclusive pieces says a lot about how far the 911 has come.

Perhaps it also speaks to how much a base 911 will set you back today as well; more on that later.

For now, we're just thinking about the next apex, holding steady throttle as we approach, and getting on it way sooner than you'd expect without upsetting anything, as the 911 rockets off the corner thanks to tremendous grip and a PDK trans that finds the perfect gear before we even gave it a thought.

Even with very cold track temps, we never struggled for grip or battled any wheelspin coming off of corners.

And trying to land it in that perfect spot in braking zones is easy with strong brake performance that was predictable and consistent lap after lap; no wandering, and great feedback too.

Yes, even the standard 911 is near pure perfection on a racetrack.

It gives you all the right feedback, stays incredibly flat through corners, makes you always feel totally in control, and again is just plain fun.

Unless you're chasing lap times, there's really no need to head further up the 911 tree.

Though, it is worth noting the few upgrades that were on our Carrera did help the situation a little.

The 20 and 21 inch Carrera S wheels enabled plenty of grip from the 305 Pirelli P Zero tires, the Sport Chrono Package allows 0-60 sprints of 3.7 seconds, an extended range fuel tank meant we could lap all day without having to fill up, and the fantastic Sport Seats provided great support and better comfort than we remember experiencing in a 911.

The Sport Exhaust system didn't add anything to performance, but made things sound a whole lot better, and the oval silver tips look great too.

Our track time got cut short thanks to a rare snowstorm in Coastal Georgia, but the white stuff and blue sky made the perfect backdrop for our Guards Red Carrera.

Exterior tweaks for what is officially the 992.2 include a reshaped front fascia with improved aerodynamics.

All front lighting is now contained within the Matrix Design LED headlight housing.

The rear fascia has also been smoothed out, the license plate moved higher, and Porsche 3D block lettering spelled out across the back beneath the active rear spoiler and new decklid grille.

Even without Turbo in the name, the standard 911 engine is indeed a turbo these days, a 3.0 liter flat-6 twin-turbo delivering 388 horsepower and 331 pound-feet strictly to the rear wheels in the Carrera Coupe.

Inside the cabin, the 911 continues its slow crawl towards the modern, now including a 12.6 inch fully digital gauge display and a start button located on the left side of the steering wheel, with drive modes easily accessible on the wheel itself.

In another no brainer move, Porsche now makes the rear seat a no cost option, so you can choose if you want it or not.

Government Fuel Economy Ratings are 18 City, 25 Highway, and 21 Combined.

That's only slightly worse than average for the Energy Impact Score; 14.2 Barrels of Annual Oil Consumption with 7.0 Tons of CO2 Emissions.

The good news is this 911 had the fewest number of options of any Porsche that we've tested in some time, and it was still plenty awesome; the bad news is, a base Porsche 911 Carrera Coupe now starts at $122,095.

But can you really put value on "the force," this mythical power that Porsche seems to have, that somehow turns average drivers into great ones?

It's useless to resist as far as we're concerned, as it only gets better with the 2025 Porsche 911 Carrera.

♪ ♪ You know, it makes good sense to consider buying a used car, just make sure you've got the sense to know what to look out for.

So, this week, Audra Fordin and Logan McCombs have joined forces to bolster your used car good sense on MotorWeek's "Your Drive."

♪ ♪ AUDRA FORDIN: If you're shopping for a used car or a truck, you should always look it over in person before you buy it.

LOGAN MCCOMBS: Here are a few checklist items that will help you to ensure that you're not buying someone else's headache first, because no one likes that.

AUDRA: Yeah, for sure.

Take a walk around.

Inspect all four sides of the car, looking for damage or areas that may have been previously repaired.

And by that, I mean look for, like, paint overspray around the wheel wells, in the door jams, and splash guards.

Take note of any panel gaps and the general fit of the body, and look out for any signs of body rust.

Even a little paint bubbling can be a big clue to bigger problems later; and this is especially true if you are looking for a car that's a few years older, like a classic or a collector car that you want as a hobby.

LOGAN: Don't forget to check the operation of all the lights and look for cracked lenses or moisture in the light housing.

This could lead to another issue, like electrical problems, and no one likes those.

AUDRA: For sure!

Let's hop inside and do the same kind of look around.

Turn the ignition on and start the car.

All the dash lights should come on as a self-check for a few seconds and then go off.

If you see any lights that stay on, that's a red flag.

Look at everything.

Make sure the temperature gauge reaches operating temperature and all the-everything works properly, the odometer matches what the owner stated.

Listen to the engine running.

Does it sound smooth, or making any tapping sounds or any kind of odd noises?

Check all of the controls, including the heat, the A/C, the hazard lights, the high beams; the list goes on, so be sure to click all the buttons to make sure they do what they should do.

And then, you can go under the hood.

LOGAN: Look for leaks of any type.

You'll know if you see one; they'll look wet, and you'll want to make sure that you look on the ground as well.

AUDRA: For sure, and check the belts and the hoses for cracks and fraying.

Check the fluid levels and take off the oil filler cap to look for signs of sludge, which is a sure sign of maintenance neglect.

LOGAN: At this point, if your car still looks okay to you, it's time to take it for a drive, and your first destination should be to a trusted mechanic.

They're going to put the car up on a lift; and here, this-- you're going to see some key things that they'll be looking for like loose or damaged suspension pieces, steering linkage, bushings, ball joints.

Your tech will look for leaks coming from your brake lines or your transmission cooler lines, and any other hoses, while also including things like your differential, transmission, axle and other locations where fluid may flow.

While up on the lift, they'll check the condition of your tires for damage or uneven wear patterns, which may indicate a suspension or an alignment issue.

And most importantly, look everywhere for possible collision damage or signs of rust.

In the frame, the exhaust or even behind body panels.

Anything more than a bit of surface rust is always a red flag.

AUDRA: While, all this sounds a bit time consuming, investing an hour or two will pay off with many miles and smiles down the road.

LOGAN: And if you have any questions or comments, reach out to us right here at MotorWeek .

JOHN: Kawasaki has a long history of shaking up the motorcycle industry, from their first Z1 superbike in the 1970s, to the recent supercharged H2, and even the hybrids and full-electrics that are arriving now.

So, let's find out how their latest Eliminator is changing the game.

♪ ♪ BRIAN ROBINSON: Kawasaki always seems to find a way to inject some excitement into everything they do; let's see if that holds true in their latest entry-level cruiser.

Most of us motorcycle riders got on the road in one of two ways.

Either we started on something small and boring that we quickly grew out of or we jumped into the deep end on something a little too exciting and were forced to tiptoe our way through the learning curve.

Kawasaki is looking to change the game with this 2024 Kawasaki Eliminator, an entry-level cruiser with big bike style that's easy to learn on, yet offers plenty of room to grow.

Shaking things up right from the start is not your typical cruiser engine, as the Eliminator's 451cc parallel-twin is basically a stroker version of their Ninja 400 sport-bike's powerplant, delivering 52 horsepower and 32 pound-feet of torque.

And if that sounds familiar, Kawasaki used this same approach in the 1980s with the original Eliminator power cruiser which featured an engine straight out of the Ninja 900.

And there is a subtle throwback to the OG Eliminator with the design of the rear fender.

Big picture, unlike most entry-level rides, it looks like a full-size cruiser, not a beginner bike.

Slim, low, stripped down, fat tires, though it's not quite bobber-like as the Eliminator's trellis frame is a bit too contemporary for that.

Both standard and SE versions of the Eliminator are available.

In addition to a two-tone paint upgrade, SEs get fork covers, a minimal headlight cowl, unique seat covering, and a USB-C outlet mounted on the handlebars for charging your phone or a GPS.

All get a round fully-digital gauge display that's easy to read in all conditions.

Beginners and even riders with some experience will appreciate the Eliminator's simplified approach; no ride modes or active suspension adjustments to worry about, plus, a feather-light slipper clutch and smooth shifting transmission that goes into gear easily with a reassuring click.

At just 28.9 inches, seat height is the lowest in the Kawasaki showroom...yet, it still has that big cruiser look and feel no other entry-level ride can match.

And while it is plenty capable of extended periods at highways speeds, it feels much more at home cruising at a relaxed pace on the back roads, as the twin rear shock suspension has just 3.1 inches of travel.

Pricing starts with non-ABS versions at $6,499, adding ABS is just $300 more; SE comes with ABS and starts at $7,099.

Simple to operate and easy to enjoy; it all just feels very unintimidating, which brings us to what the 2024 Kawasaki Eliminator is designed to eliminate, some of the baggage and intimidation factor that comes along with beginning riders choosing a first ride, especially if they're interested in a cruiser.

But it also eliminates the need to upgrade right away as there's plenty of power, capability, and yes, excitement here to keep the good times rolling for years to come.

♪ ♪ JOHN: Normally, "Must Reads" are full of photographs, but sometimes we enjoy sitting down with a book that tells a story through mostly words alone.

Well, "The Car" by Bryan Appleyard does tell a story about our favorite subject...cars!

Part history of the automobile, part mourning of the death of internal combustion engines, and part philosophy on how we got where we are in our relationship with cars.

What it lacks in glossy photos, it makes up for with information, including how we might not even have the automobile as we know it, if not for this lady.

Who is she?

Well, you'll just have to buy this "Must Read" to find out.

There's no time to spare, so let's turn the key and shift into this week's "QuickSpin!"

♪ ♪ JESSICA RAY: This week it's a long-awaited QuickSpin in the all-new 6th gen 2025 Toyota 4Runner.

And while, the Internet is full of comments on the power rear window, we'll focus on some more pertinent facts.

4Runner power will come from Toyota's 2.4 liter I4 turbo engine with a standard 278 horsepower output, or the hybrid-assisted i-FORCE MAX version with 326 horsepower and 465 pound-feet of torque.

Toyota is not afraid to put the metal where their mouth is, so this 4Runner is rocking and rolling on the same stiff, high-strength steel frame that carries the Tundra, Sequoia, Land Cruiser, and now Tacoma.

Big spenders will be happy to see more options at the high end; an aftermarket bedazzled Trailhunter loaded up with goodies from ARB, Old Man Emu and Rigid, and a Platinum grade with premium leather, upgraded tech and unique trim.

No matter which box you check, the 4Runner remains a force to be reckoned with when the pavement ends, as we found out during our first drive opportunity in Southern California.

STEPHANIE HART: Well, so far today is a lot of fun.

I'm at Vogt Ranch in California driving the 2025 Toyota 4Runner.

So far, it's handling really well, it's very capable on the trails.

JESSICA: It looks great too.

Plenty of ground clearance, chiseled body work, exaggerated fenders; rugged without going overboard.

2025 Toyota 4Runners are on sale now with base pricing just over $40,000.

And we'll have more QuickSpins, soon!

♪ ♪ GREG CARLOSS: Our 2024 Honda Accord Hybrid is plowing through a very cold winter here in the Mid-Atlantic, and fuel economy remains just on the good side of where it should be for Touring trim, averaging 45.4 miles per gallon over seven months and 14,500 miles.

It's the time of year here in Maryland where we experience winter's chill in the morning and spring's warmth in the afternoon, which means this Accord's climate controls are getting a workout.

Thankfully, Honda stuck with these nice, big knobs to control temperature rather than relying solely on the touch screen, which is unfortunately becoming the norm these days.

A few drivers have recently made note of the Accord Hybrid's unique braking feel, which gives us an opportunity to dive into this 4th gen of Honda's hybrid system a little deeper.

Regen braking is nothing new for hybrids of course, but this system ups the game by delivering six levels of adjustment, more than most EVs, enabling you to dial-in the amount of regen you want with the paddle-like switches on the steering wheel.

This allows you to fine tune operation to deliver the driving experience you're looking for, even getting very close to EV-like one-pedal driving.

Regardless of settings, the Accord Hybrid is a great way to enjoy driving and still feel like you're winning the fuel economy game.

The Accord is not the only hybrid in our fleet; we'll check in on our Kia Carnival Hybrid on the next MotorWeek Long-Term Road Test Update!

JESSICA: Did you know... in the 43 years that MotorWeek has been on the air, we've tested over 6,000 different cars, trucks and SUVs.

And since the beginning, our vehicle testing has been done independent of the influence or sponsorship of any auto manufacturer.

Plus, we put a vast majority of the vehicles we drive through a series of instrumented tests.

And then that information is published in our video reviews that air on PBS stations nationwide and on our website at MOTORWEEK.ORG.

JOHN: If you're into fixing up old Jeep Wranglers, a popular retrofit is to drop in a HEMI V8.

Well, Jeep has actually been doing that for us since 2021!

That's when they added a V8 engine into the powertrain mix for the first time since the CJ days.

It's called the Rubicon 392, and since it will also soon be history, you better get one while you can.

♪ ♪ This is the 2024 Jeep Wrangler Rubicon 392 Final Edition, and yes, it's got a HEMI in it.

Now, the only way to get this HEMI goodness in a Wrangler is with Rubicon trim and a 4-door body.

It's called the Final Edition because 2024 is the last year the V8 will be available, or is it?

More on that later.

This 4th gen Wrangler got a sizable freshening for the 2024 model year, including a boost in capability, a revised seven-slot grille, stealth antenna integrated into the windshield, 10 new wheel designs, side curtain airbags for the first time, and a revised instrument panel that makes room for a larger 13.2 inch Uconnect touchscreen with available trail guide mapping.

Rubicon models went further with beefier axles, plus, the ability to stuff in some larger tires and add a Warn winch.

The Rubicon 392 first arrived for 2021, and features the 6.4 liter version of Chrysler's HEMI V8 with unique tuning for duty here in the Wrangler.

Output is 470 horsepower and 470 pound-feet of torque through an active dual-mode free-flowing exhaust.

It works exclusively with an 8-speed automatic.

Final Editions start at the Wrangler's most extreme end with the Xtreme 35 Tire Package included, along with Selec-Trac dual-range full-time 4-wheel-drive and Dana 44 axles.

Then, they send the HEMI out with a bang by sporting an extra half inch of lift, unique rock sliders, triple-loop grille guard, special leather seats, a fold out table integrated into the swing gate, an 83-piece tool kit, unique shifter medallion, and lots of logos inside and out; plus, bronze 17 inch wheels with 35 inch BFGs.

We were instantly keen to spin up those meaty tires at our Mason Dixon test track.

There's was indeed a lot of rubber meeting this well-prepped pavement.

There was great grip off the line, and the 392 felt plenty quick on take-off.

We hit 60 in 5.2 seconds; a bit shy of the 4.5 claimed by Jeep.

Gear changes in the 8-speed automatic were timely and smooth, and for being this high off the pavement, the 392 felt plenty stable at speed and didn't really need a whole lot of correction going down the track.

Our best quarter-mile time was 13.9 at 98 miles per hour.

With minimal sound deadening in place and lots of hard surfaces, it sounds absolutely fantastic at wide open throttle, whether it's echoing throughout the cabin or you're allowing some of the noise to escape the available Sky One-Touch Power-Top.

Despite the soft suspension feel, nosedive during panic braking was not bad, and stopping in 121 feet from 60 miles per hour is more than acceptable.

Stability was good, fade minimal.

Hammering lifted rigs through a handling course often requires restraint, but this Wrangler felt well-planted and controlled, and we were quickly gliding through the cones with ease.

Body roll was not unsettling, though speeds weren't really high enough to experience noticeable amounts of oversteer or understeer.

The absurdity of this rig just makes it a blast to drive around on any surface; it's like someone else made an exotic, dare we say, "better version" of the Wrangler.

Government Fuel Economy Ratings are 13 City, 16 Highway, and 14 Combined.

We averaged just 12.9 miles per gallon of Premium.

That's a much worse than average Energy Impact Score with Annual Oil Consumption of 21.3 Barrels and 10.5 Tons of CO2 Emissions.

Saying goodbye is not cheap as this 2024 Rubicon 392 is priced at $101,890.

But despite being called the Final Edition and limited to 3,700 units, due to anticipated demand, the Rubicon 392 will also be available in the 2025 model year for what is sure to be the final, Final Edition.

Or will it?

Though, buyers of '25s will not get the grille guard or tool kit.

It's easy to wonder why any reasonable person would drop 100K on a Wrangler.

But upon further reflection, buying a Wrangler is rarely rational, it's more about the feeling you get when you're rolling down any kind of road in a beastly square-bodied throwback rig that really can take you just about anywhere on the planet.

And experiencing the wrath of a monster V8 engine when you rip into the throttle is a whole new level of freedom we'll enjoy no matter how long it lasts.

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 track the "tuned by STI" Subaru WRX tS, then hop in a small Ute with electric roots, the Hyundai Kona EV.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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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.

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