HI, I'M JOHN DAVIS AND THIS IS MOTORWEEK!

COME ALONG AS WE TAKE THE ALL-NEW PORSCHE BOXSTER TO THE NEXT LEVEL.

DOWN AT GOSS' GARAGE, PAT DOES A LITTLE SURFING FOR PARTS.

BRIAN ROBINSON NAILS THE THROTTLE ON THE OUTRAGEOUS T-REX THREE-WHEELER.

AND WE GET ALL CHARGED UP OVER THE TOYOTA PRIUS PLUG-IN HYBRID.

SO COME DRIVE WITH US, NEXT!

Announcer: MOTORWEEK, TELEVISION'S ORIGINAL AUTOMOTIVE MAGAZINE.

BROUGHT TO YOU BY... AND THAT IS WHERE BABIES COME FROM.

DAD, I HAVE A QUESTION.

YOU DO?

DOES THE ASYMMETRICAL TREAD PATTERN OF A TIRE HAVE ANY EFFECT ON STOPPING DISTANCE?

Announcer: THERE'S A BETTER PLACE TO ASK QUESTIONS ABOUT YOUR TIRES.

UH... GO ASK YOUR MOTHER.

Announcer: TIRE RACK.COM CAN HELP YOU GET THE ANSWERS YOU NEED AND HELP YOU FIND WHICH TIRES ARE BEST FOR YOU.

MORE INFORMATION IS AVAILABLE AT TIRE RACK.COM.

AND BY... ROCKAUTO HAS AUTO PARTS FROM HUNDREDS OF MANUFACTURERS.

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3M'S FUEL SYSTEM TUNE-UP KIT HELPS PROLONG ENGINE LIFE BY REMOVING CARBON, GUMS, AND RESINS, AND CLEANING FUEL INJECTORS AND VALVES.

MORE INFORMATION IS AVAILABLE AT... John Davis: WHEN THE PORSCHE BOXSTER DEBUTED BACK IN 1996, IT WAS BILLED AS A NO FRILLS, TWO-SEAT ROADSTER, AND A LESS EXPENSIVE ALTERNATIVE TO THE VAUNTED 911.

UNFORTUNATELY, AS THE BOXSTER BUYER MATURED, SO DID THE CAR, OUTGROWING ITS PUREST SPORTS CAR ROOTS BY ADDING MORE AND MORE OF THE LUXURY FEATURES THAT PREMIUM BUYERS DEMAND.

SO, WHILE WE WELCOME THIS THIRD GENERATION BOXSTER, WE WONDER IF IT CAN STILL STIR OUR DRIVING SENSES.

THE 2013 BOXSTER IS ABOUT AS ALL-NEW AS PORSCHES GET, WITH THE MOST DYNAMIC CHANGE YET FOR PORSCHE'S RIPPIN' LITTLE ROADSTER.

AS BEFORE, IT'S AVAILABLE IN REGULAR AND EXTRA-STRENGTH "S" MODELS, AND BEING THE PERFORMANCE JUNKIES THAT WE ARE, WE CHOSE THE HIGHER OUTPUT BOXSTER S FOR OUR TEST.

THE NEW BOXSTER LOOKS BIGGER AND MORE IMPOSING THAN ITS PREDECESSOR, ALTHOUGH EXCEPT FOR WHEELBASE AND TRACK, MOST DIMENSIONS ARE LITTLE CHANGED.

BUT IT IS LIGHTER, FASTER, AND MORE FUEL-EFFICIENT.

AND MOST IMPORTANT FOR US, IT STILL FEELS LIKE A BOXSTER.

WHICH IS A RELIEF, AS THE BOXSTER HAS ALWAYS BEEN A CAR YOU WEAR MORE THAN ONE YOU JUST DRIVE.

DUBBED THE 981, AS PORSCHE-PHILES KNOW IT, THE NEW BOXSTER HAS SOME SERIOUS ROAD PRESENCE.

AND WE DO FEEL THAT THE 981 MONIKER IS SIGNIFICANT, AS THE NEW DESIGN IS REFLECTIVE OF THE 918 SPYDER HYBRID SUPERCAR.

IT REALLY HUGS THE GROUND, LOOKING OVER BROAD AND SUBSTANTIAL; AND OF COURSE WE PREFER IT WITH THE TOP DOWN, LOOKING LIKE A PROPER ROADSTER, ALTHOUGH ONE THAT IS ANYTHING BUT BASIC OR INEXPENSIVE.

THE MOST STRIKING CHANGE IS AT THE REAR WHERE A LARGE SPOILER SLICES ACROSS THE ENTIRE WIDTH, EVEN INTO THE TAILLIGHTS.

WHEELS ARE 18s ON THE BASE BOXSTER, 19s ON THE 'S', AND, OF COURSE, YOU CAN FURTHER OPT FOR 20s.

ALMOST HALF OF THE NEW BODY PANELS ARE ALUMINUM, AND SIDE AIR INTAKES HAVE BEEN ENLARGED FOR THE SAKE OF BOTH APPEARANCE AND ADDING COOLING PERFORMANCE.

WHICH IS NEEDED BY THE UPDATED 3.4-LITER BOXER ENGINE HIDDEN AMIDSHIPS.

HORSEPOWER BUMPS UP 5 TO 315 WITH 266 POUND-FEET OF TORQUE.

THE BASE BOXSTER'S NEW DIRECT INJECTION 2.7-LITER FLAT-SIX, WHILE SMALLER, GAINS 10 HORSEPOWER TO 265 WITH 206 POUND-FEET OF TORQUE.

BUT NOWHERE IS THE BOXSTER'S CONTINUOUS MARCH UPSCALE MORE EVIDENT THAN IN THE LEATHER CLAD INTERIOR.

IT IS WITHOUT QUESTION LUXURIOUS.

ADOPTING THE PANAMERA'S UPSWEEPING CENTER CONSOLE PUTS ALL OF THE NUMEROUS SOPHISTICATED CONTROLS WITHIN EASY REACH.

ONE LESS WELCOMED PREMIUM UPGRADE IS THE NEW ELECTRIC PARKING BRAKE.

EVEN WITH HILL HOLD AND AUTO STOP/START, WE MISSED THE CLASSIC CENTER HAND BRAKE.

THE FULLY ELECTRIC CLOTH TOP IS BOTH BIGGER AND QUIETER, AND STASHES BEHIND THE SEATS IN 10 SECONDS, AND AS BEFORE, WITHOUT A BOOT COVER.

ONE MORE SMALL COMPLAINT IS THE USUAL REAR BLIND SPOTS WITH THE TOP UP.

FORTUNATELY, WE KEPT OUR EYES STRAIGHT AHEAD AS WE STREAKED TO 60 AT OUR TEST TRACK IN JUST 4.4-SECONDS.

OUR CAR IS A MANUAL WITH THE SPORT CHRONO PACKAGE.

THE PDK AUTOMATIC IS A TAD QUICKER, BUT WE THOROUGHLY ENJOYED SELECTING OUR OWN GEARS AND A QUARTER-MILE TIME OF JUST 13.1-SECONDS AT 110 MILES-PER-HOUR IS JUST FINE BY US.

HANDLING, OF COURSE, HAS ALWAYS BEEN MORE THE BOXSTER'S FORTE AND WE'RE DELIGHTED THAT IT HAS ONLY GOTTEN BETTER.

SOMEHOW THIS BOXSTER MANAGED TO FEEL EVEN FLATTER THAN BEFORE, STILL WITH AN INCREDIBLY "NAILED DOWN" RESPONSE, BUT WITHOUT A JARRING ROAD RIDE.

THIS BOXSTER ALSO SEEMS TO HAVE ACQUIRED A BIT OF A NASTY STREAK, AS THERE'S A NEW LIGHTNESS TO THE REAR END.

WE LOVED IT!

BOXSTER ADDS THE 911'S ELECTRIC-MECHANICAL STEERING, AND IT IS A LITTLE DULL FOR OUR TASTE, YET DELIVERS MORE FEEL THAN MOST SUCH UNITS.

BRAKES CONTINUE TO GET THE JOB DONE WITHOUT DRAMA, STOPPING THE BOXSTER S FROM 60 IN A SHORT AVERAGE OF 109-FEET, THANKS TO 4-PISTON ALUMINUM MONOBLOC CALIPERS CLAMPING DOWN ON VENTED BRAKE DISCS.

STILL, THIS BOXSTER IS NOT PRIMARILY ABOUT ABSOLUTE TRACK PERFORMANCE, IT'S MORE ABOUT PUTTING THE TOP DOWN AND EXPLORING.

IT SOUNDS GREAT, IT LOOKS GREAT, AND YOU JUST WANT TO GET IN IT AND DRIVE.

GOVERNMENT FUEL ECONOMY RATINGS FOR THE BOXSTER S WITH A MANUAL ARE 20-CITY, 28-HIGHWAY, AND 23-COMBINED.

WE AVERAGED 22.5 MILES-PER-GALLON ON PREMIUM GAS.

THAT MAKES THE ENERGY IMPACT SCORES CLOSER TO FAMILY SEDAN TERRITORY THAN SPORTS CARS AT 14.3 BARRELS OF ANNUAL OIL CONSUMPTION WITH YEARLY CO2 EMISSIONS OF 6.4-TONS.

AS FOR PRICING, WHILE THE BASE BOXSTER COSTS NEARLY 30 GRAND LESS THAN A 911, ITS STARTING PRICE OF $50,450 IS STILL PRETTY LOFTY.

AND THINGS ESCALATE QUICKLY WHEN YOU STEP UP TO THE S, WHICH STARTS AT $61,850.

ADD POPULAR OPTIONS AND YOU CAN QUICKLY APPROACH 90 GRAND.

SO, WHILE IT'S STILL AN ALTERNATIVE TO THE 911, THE BOXSTER IS NO LONGER AN INEXPENSIVE ONE.

THAT SAID, THE LUXURIOUS MORPHING OF THE 2013 PORSCHE BOXSTER HAS NOT DIMINISHED OUR ENTHUSIASM FOR ITS DRIVING PERFORMANCE ONE BIT.

IT IS EVERYTHING THAT IT WAS, AND MORE, AND EVERYTHING YOU EXPECT IN A PORSCHE.

WHILE NO CAR IS PERFECT IN THE VAUNTED WORLD OF SPORTS CARS, THE BOXSTER IS ASTONISHINGLY CLOSE.

MUCH LIKE MIKEY, THE LIFE CEREAL KID, OUR TWO WHEELIN' GUY BRIAN ROBINSON WILL TRY ANYTHING, JUST ABOUT ANYWHERE.

SO THIS WEEK WE FOUND SOMETHING NEW FOR HIM TO RIDE, AND WHATEVER YOU DO, DON'T CALL IT A TRIKE.

Brian Robinson: OUR OBJECTIVE TODAY IS TO FIND OUT WHAT HAPPENS WHEN YOU TAKE ONE OF THE FASTEST SPORT BIKES ON THE STREET, GET RID OF JUST ABOUT EVERYTHING EXCEPT FOR THE POWERTRAIN, AND WRAP IT IN A GO-KART-LIKE TUBE CHASSIS.

WELL, YOU GET SOMETHING LIKE THIS, THE CAMPAGNA T-REX 14R.

THERE ARE NOT MANY VEHICLES OUT THERE THAT ARE TRULY UNIQUE, BUT THE KAWASAKI-BASED T-REX CERTAINLY IS, AND THAT MAKES ME HAPPY.

IT'S HARD TO BELIEVE THIS THING IS ACTUALLY STREET LEGAL, AND DESPITE ITS TRANSFORMATION FROM MOTORCYCLE TO SOMETHING RESEMBLING A CAR, IT IS ACTUALLY STILL TITLED AS A MOTORCYCLE.

WHICH MEANS HERE IN OUR HOME STATE OF MARYLAND, YOU NEED A MOTORCYCLE LICENSE AND A HELMET TO PILOT THE T-REX ON PUBLIC ROADS; ALTHOUGH LAWS DO VARY BY STATE.

BUT THE FIRST OBSTACLE YOU MUST TACKLE IS JUST GETTING IN, AS MUCH LIKE SHOEHORNING YOURSELF INTO A LOTUS EXIGE, IT IS A LEARNED ART.

FORTUNATELY, THE STEERING WHEEL IS REMOVABLE TO AID IN THE PROCESS.

NOW, ONCE YOU'VE MASTERED THAT, EVERYTHING ELSE IS EASY, AS THE T-REX HAS A NO FRILLS INTERIOR.

YOU GET A STEERING WHEEL, A PAIR OF WATERPROOF SEATS, ADJUSTABLE PEDALS, AND A SHIFTER FOR THE SEQUENTIAL MANUAL TRANSMISSION.

AND THAT'S ABOUT IT, EXCEPT FOR REVERSE AND A PARKING BRAKE.

GAUGES AND SWITCHGEAR COME STRAIGHT FROM THE KAWASAKI, AS DOES THE ENGINE.

IT'S A 1,352CC INLINE-4 THAT SPINS UP 197-HORSEPOWER AND 113 POUND-FEET OF TORQUE, AND IS BURIED UNDERNEATH A BUNCH OF UNIQUE LOOKING FIBERGLASS BODY WORK THAT INCLUDES A FULL NETWORK OF AIR INTAKES TO KEEP THE MONSTER MOTOR HAPPY.

A PAIR OF 16-INCH FRONT WHEELS ARE SET VERY WIDE FOR A 78-INCH OVERALL WIDTH AND ARE WRAPPED IN TIRE HUGGING FENDERS.

THE POINTY FRONT END FEATURES HIGH MOUNTED HEADLIGHTS, A SMALL WIND SCREEN, AND BLENDS NICELY INTO THE ROLL BARS THAT SURROUND THE PASSENGER COMPARTMENT.

THINGS REALLY GET INTERESTING FROM THE REAR, HOWEVER, WHERE YOU GET A NICE LOOK AT THE FAT, FOOT-WIDE, SINGLE REAR TIRE, DUAL KAWASAKI EXHAUST, AND MONSTROUS LOOKING BODYWORK.

AS FOR STORAGE, REMOVABLE GIVI SIDECASES COME STANDARD.

DRIVING -- OR RIDING TO USE THE PROPER MOTORCYCLE TERM -- IS TRULY A ONE-OF-A-KIND EXPERIENCE AS YOU'VE ONLY GOT THAT 12-INCHES OF RUBBER IN BACK, APPLYING 200-HORSEPOWER TO THE ROAD.

COMBINE THAT WITH A SUPER WILLING THROTTLE AND CLOSE-TO-IMMEDIATE STEERING, AND IT'S TRULY A BOTH HANDS ON THE WHEEL AFFAIR.

SUSPENSION IS OBVIOUSLY A CUSTOM SETUP WITH UNEQUAL LENGTH TRIANGULAR ARMS UP FRONT, AND DUAL SHOCKS ON THE SWINGARM IN BACK.

RIDE QUALITY IS SURPRISINGLY NOT HARSH, BUT YOU DO SERIOUSLY HUG THE ROAD.

ALSO KEEP IN MIND, WITH THREE WIDE WHEELS, IF THERE'S SOMETHING IN THE ROAD, CHANCES ARE GOOD THAT YOU'LL HIT IT WITH ONE OF THEM.

WILLWOOD BRAKE DISCS AND CALIPERS OCCUPY ALL 3 WHEELS.

FEEL IS EXCELLENT, BUT THEY WEREN'T QUITE UP TO THE TASK OF HAULING THIS THING DOWN AS QUICKLY AS I WOULD HAVE LIKED.

WEIGHT COMES IN JUST OVER 1,000 POUNDS.

THE OVERALL BUILD QUALITY IS QUITE GOOD, WITH NO EXPOSED WIRING OR GAPING BODY PANELS TO BE FOUND.

WHILE WE'RE STILL NOT SURE WHETHER THE 2012 CAMPAGNA T-REX 14R IS MORE "CAR" OR MORE "BIKE," TWO THINGS WE ARE SURE OF: IT'S NOT A TRIKE, AND IT'S EXPENSIVE.

BASE PRICE IS A WHOPPING $58,349.

THAT'S ALMOST 10-GRAND OVER A PORSCHE BOXSTER.

HMMM...

IT LOOKS LIKE THIS "PAVEMENT PREDATOR" IS STRICTLY FOR THE WELL-TO-DO GEARHEAD THAT HAS JUST ABOUT EVERY OTHER POSSIBLE MOTORIZED TOY AND NEEDS A NEW PLAY THING TO SHOW OFF.

IF THAT'S YOU, BUY...AND ENJOY!

John: PAT GOSS IS ALWAYS UP TO DATE WHEN IT COMES TO CAR CARE, AND THAT INCLUDES NEW CHOICES ON WHERE TO FIND THE RIGHT PARTS FOR YOUR CAR.

Pat Goss: EVEN THOUGH MODERN CARS ARE VERY COMPLEX, THERE'S STILL A LOT OF OPERATIONS YOU CAN DO YOURSELF.

BUT IN ORDER TO DO THEM, YOU'RE PROBABLY GOING TO NEED SOME HELP.

AND A GOOD SOURCE FOR THAT HELP IS THE INTERNET.

BUT YOU HAVE TO BE VERY CAREFUL, BECAUSE THE INTERNET IS FULL OF SCAMMERS AND PEOPLE WHO WOULD DO YOU HARM.

SO, MAKE SURE THAT WHATEVER YOU DO ON THE INTERNET, YOU USE A TRUSTED SOURCE.

ALRIGHT, BUT WHAT ARE YOU GOING TO FIND?

WELL, YOU'RE GOING TO FIND PART NAMES, YOU'RE GOING TO FIND EXPLODED VIEWS OF PARTS SO THAT YOU SEE HOW THINGS GO TOGETHER.

YOU MIGHT ALSO NOT KNOW THE NAME OF A PART AND YOU CAN LOOK IT UP BY PICTURE SO THAT YOU GET THE PROPER NAME AND THEN YOU KNOW HOW TO ORDER IT.

BUT AGAIN, MAKE SURE YOU ONLY DEAL WITH TRUSTED SOURCES.

NOW, BELIEVE IT OR NOT, THERE ARE SOME THINGS THAT USED TO REQUIRE A BUNCH OF SPECIAL TOOLS AND WERE VERY, VERY COSTLY, THAT YOU CAN ACTUALLY DO YOURSELF THESE DAYS WITHOUT SPECIAL TOOLS.

AND ONE EXAMPLE OF THAT IS THE STRUT IN THE SUSPENSION.

YOU SEE, BACK IN THE DAY, YOU HAD TO BUY THE STRUT, AND THEN YOU TOOK THAT STRUT, THE NEW ONE, YOU TOOK THE OLD ONE, YOU HAD TO HAVE A SPECIAL SPRING COMPRESSOR TO REMOVE THE OLD SPRING, AND YOU TRANSFERRED THE SPRING, AND THE MOUNT, AND ALL OF THE PARTS ONTO THE NEW STRUT.

IT W A DANGEROUS JOB, THE TOOLS WERE EXPENSIVE, AND IT CERTAINLY WASN'T MUCH FUN.

BUT TODAY, YOU BUY A STRUT ASSEMBLY SO THAT ALL OF THE PARTS, AND THEY ALL HAVE THE SAME AMOUNT OF WEAR ON THEM, YOU'RE GETTING ALL OF THE PARTS BRAND NEW.

YOU'RE GETTING A NEW SPRING, YOU'RE GETTING A NEW STRUT MOUNT, YOU'RE GETTING THE BEARING IN THE MOUNT.

ALL OF THIS STUFF.

AND THAT MAKES FOR A BETTER JOB.

PLUS, YOU DON'T NEED ANY SPECIAL TOOLS.

ANOTHER PLACE WHERE WE SEE THAT...

IN THE PAST, YOU BOUGHT A BALL JOINT, AND YOU HAD TO HAVE A PRESS TO PRESS THE OLD BALL JOINT OUT AND THE NEW BALL JOINT IN.

WELL, TODAY THESE ARE USUALLY SERVICED AS ASSEMBLIES.

YOU GET THE CONTROL ARM WITH THE BALL JOINT, AND ALL OF THE OTHER RELATED WEAR PARTS, ALL COMES TOGETHER, SO YOU UNBOLT IT.

YOU DON'T NEED THAT THOUSAND DOLLAR BALL JOINT PRESS BECAUSE YOU AREN'T PRESSING ANYTHING, YOU'RE SIMPLY UNBOLTING IT AND BOLTING THE NEW ONE IN.

SO THERE ARE A LOT OF THINGS LIKE THAT ON THE AUTOMOBILE.

AND IF YOU USE THE INTERNET AS A GUIDE, YOU'LL FIND THAT YOU'LL BE ABLE TO DO A LOT MORE OF YOUR OWN REPAIRS THAN YOU MIGHT HAVE THOUGHT.

AND IF YOU HAVE A QUESTION OR COMMENT, DROP ME A LINE RIGHT HERE AT MOTORWEEK .

John: THE ALL-NEW MAZDA CX-5 COMPACT CROSSOVER IS OUR CURRENT DRIVER'S CHOICE BEST SMALL UTILITY PICK, FOR AMONG OTHER THINGS, MAZDA'S NEW SKYACTIV APPROACH TO IMPROVING FUEL ECONOMY IN TRADITIONAL GAS AND DIESEL POWERTRAINS.

SO WE WERE PREPARED TO ACCEPT A SOMEWHAT LETHARGIC PERFORMANCE OF ITS 155-HORSEPOWER 2.0-LITER I4, AUTOMATIC, ALL-WHEEL DRIVE POWERTRAIN.

SO, IS IT WORTH THAT TRADEOFF?

WELL, AFTER 6,200 MOSTLY URBAN MILES IN FOUR MONTHS, WE'RE AVERAGING 28.9 MILES-PER-GALLON OF REGULAR.

THAT'S ABOUT 15% BETTER THAN OUR LONG-TERM HONDA CR-V.

SO, SKYACTIV DOES INDEED PAY OFF!

ONCE UP TO SPEED, THE CX-5 IS A COMMENDABLE HIGHWAY CRUISER.

THE WELL LAID OUT INTERIOR IS USER-FRIENDLY FOR PASSENGERS AND CARGO ALIKE.

FRONT SEATS ARE ESPECIALLY COMFORTABLE.

THE BLIND SPOT MONITORING SYSTEM WORKS WELL.

ONE GRIPE, IT'S HARD TO SEE THE START BUTTON BEHIND THE WIPER STALK.

BUT, FOR SIZE, VERSATILITY, HANDLING, STYLING, AND ESPECIALLY FUEL ECONOMY, THE MAZDA CX-5 CONTINUES TO BE A WINNER.

WE STRIVE TO DRIVE LONG-TERM TEST VEHICLES 24,000 MILES IN A YEAR SO WE CAN JUDGE HOW WELL THEY WILL HOLD UP FOR TWO TO THREE YEARS OF NORMAL SERVICE.

WHILE WE DON'T MAKE THAT GOAL ON SOME VEHICLES, OTHERS LIKE OUR 2012 JEEP GRAND CHEROKEE LIMITED HAVE LEFT THAT BENCHMARK IN THE DUST.

ALSO A DRIVERS' CHOICE WINNER, OUR V6 GC PASSED 24 GRAND IN MILEAGE TWO MONTHS AGO.

NOW IN ITS 11TH MONTH WITH US, WE'RE CLOSING IN ON 27,000, ALL WITH ZERO MECHANICAL ISSUES.

OF ITS NUMEROUS SAFETY FEATURES, WE FIND THE ADAPTIVE SPEED CONTROL ANNOYING, BUT THE FORWARD COLLISION WARNING AND REAR CROSS PATH DETECTION ARE GREAT ADDITIONS.

ALL TOGETHER THEY DO MAKE FOR A SAFER SUV.

FUEL ECONOMY CONTINUES TO BE MEDIOCRE AT 21 MPG USING REGULAR GRADE.

CHRYSLER'S PLAN TO ADD THE 8-SPEED AUTOMATIC TO THE GC WILL BE WELCOMED.

OTHERWISE, BETWEEN THE PENTASTAR V6 AND SELEC-TERRAIN FOUR-WHEEL DRIVE SYSTEM, THERE AREN'T MANY PATHS THAT THIS VERY LUXURIOUS JEEP CAN'T TRAVEL WELL.

COMING UP, THE HYUNDAI ACCENT, AND ALL-ELECTRIC NISSAN LEAF, ON OUR NEXT MOTORWEEK LONG-TERM ROAD TEST UPDATE.

TIME NOW TO SHIFT GEARS AND TURN THINGS OVER TO YOLANDA VAZQUEZ FOR ALL THE LATEST MOTOR NEWS.

YOLANDA VAZQUEZ: YOU COULD CALL IT A CASE OF MIDSIZE MISFORTUNE, AS SEVERAL OF THE WORLD'S TOP SELLING LUXURY CARS ARE SLAMMED WITH SUB-STANDARD CRASH TEST RESULTS.

A NEW FRONTAL CRASH TEST FROM THE IIHS IS MAKING RIPPLES WITH BIG NAME BRANDS LIKE MERCEDES-BENZ, BMW, AND LEXUS - ALL RECEIVING MARGINAL OR POOR RATINGS.

ACCORDING TO THE IIHS, THE NEW "SMALL OVERLAP FRONTAL CRASH TEST" REPRESENTS ALL TOO COMMON CRASH SCENARIOS, LIKE HITTING A TREE, UTILITY POLE, OR ANOTHER CAR.

IN THE 40 MILE-PER-HOUR TEST, ONLY 25% OF A VEHICLE'S FRONT-END STRIKES A TALL, RIGID BARRIER.

THE PREVIOUS, MODERATE OFF-SET CRASH TEST USED A SHORTER, DEFORMABLE BARRIER AND SPREAD THE IMPACT ACROSS NEARLY HALF OF THE CAR'S FRONT END.

OF THE ELEVEN CARS TESTED, ONLY TWO RECEIVED THE TOP"GOOD" RATINGS: THE ACURA TL AND VOLVO S60.

THE INFINITI G EARNED AN "ACCEPTABLE" RATING, WHILE THE ACURA TSX, LINCOLN MKZ, VOLKSWAGEN CC, AND BMW 3 SERIES WERE DEEMED "MARGINAL."

THE LEXUS IS AND ES RECEIVED "POOR" RATINGS, AS DID THE AUDI A4 AND MERCEDES C-CLASS.

WITH NEARLY 10,000 FATALITIES EVERY YEAR RESULTING FROM FRONT-END COLLISIONS, THE IIHS BELIEVES IMPROVED CAR DESIGN -- THAT CAN PROTECT OCCUPANTS -- WILL DRASTICALLY REDUCE THAT NUMBER.

A "GOOD" CRASH SCORE REQUIRES THAT BOTH FRONT AND SIDE AIRBAGS DEPLOY PROPERLY, AND THAT NOTHING BREACHES THE PASSENGER COMPARTMENT.

WITH FEW EXCEPTIONS, THIS WAS NOT THE CASE IN THE FIRST ROUND OF TESTING.

ANOTHER MAJOR CONCERN IS VEHICLE INTEGRITY, AS THE IMPACT OFTEN MISSES THE FRONT FRAME CRUMPLE ZONES.

THIS MEANS OTHER STRUCTURAL COMPONENTS, LIKE THE A-PILLAR AND FIREWALL MUST ABSORB MORE OF THE IMPACT.

AND WHILE SOME CARS, LIKE THE VOLVO S60, ARE BUILT WITH THE SMALL OVERLAP CRASHES IN MIND, MOST ARE NOT.

THIS NEW TEST HAS CLEARLY EXPOSED A MAJOR SHORTCOMING IN VEHICLE CRASH WORTHINESS, AN ISSUE ALL CARMAKERS NOW MUST TACKLE HEAD-ON.

AND THAT'S IT FOR THIS WEEK'S MOTORNEWS.

John: HOW DO YOU MAKE THE WORLD'S BEST-SELLING HYBRID EVEN BETTER?

MAKE IT SMALLER?

MAKE IT BIGGER?

WELL, TOYOTA HAS ALREADY DONE THAT WITH THE PRIUS C AND THE PRIUS V. SO, WHAT NOW?

WELL, HOW ABOUT INCREASING THE EV-ONLY DRIVING RANGE BY MAKING IT A PLUG-IN HYBRID.

SOUNDS LIKE A GOOD IDEA TO US, AND TOYOTA AGREES.

SO LET'S FIND OUT IF PLUGGING IN DOES INDEED MAKE FOR A BETTER PRIUS.

AS THE MOST POPULAR HYBRID CAR BY FAR, THE TOYOTA PRIUS HATCHBACK NEEDS LITTLE HELP IN APPEALING TO AMERICAN BUYERS.

BUT OVER THE LAST YEAR, TOYOTA HAS BEEN EXPANDING THE PRIUS BRAND, THE LATEST OF WHICH IS THIS 2012 PRIUS PLUG-IN HYBRID.

HOW DOES THIS PHEV DIFFER FROM THE STANDARD PRIUS?

WELL, VERY LITTLE ACTUALLY, BUT IN ONE IMPORTANT AREA.

DUE TO THE PLUG-IN NATURE, WHICH INCLUDES A NEW ONBOARD BATTERY CHARGING SYSTEM AND LARGER-NOW LITHIUM-ION BATTERY PACK, IT PROVIDES AN EV-MODE RANGE OF UP TO 15-MILES, OR ABOUT 10 TIMES THE STANDARD PRIUS.

THAT DOESN'T SOUND LIKE A LOT, BUT IF YOUR COMMUTE FITS INTO THAT RANGE, YOU WON'T BE BURNING MUCH GAS AT ALL ON YOUR WAY TO WORK.

MIND YOU, THE GAS ENGINE STILL KICKS IN UNDER HEAVY DEMAND.

STILL, WE MANAGED 12 EV MODE MILES ON MORE THAN ONE OCCASION.

ONCE YOU'VE DRAINED HE BATTERY, IT OPERATES LIKE A STANDARD PRIUS.

YOU WON'T BE ABLE TO USE EV-MODE AGAIN UNTIL YOU PLUG IN AND RECHARGE THE BATTERY, WHICH TAKES A SHORT 3-HOURS TO FULLY CHARGE ON STANDARD 110/120 VOLT CURRENT.

SO HOW DOES ALL THIS TRANSLATE INTO GOVERNMENT FUEL ECONOMY RATINGS?

WELL, COMBINED MILEAGE IS CLOSE TO TWICE THE STANDARD PRIUS AT 95 MPG EQUIVALENT.

BUT THAT'S ASSUMING A SHORT TRIP.

USING GAS ONLY, IT RATES 50 COMBINED, THE SAME AS THE STANDARD PRIUS.

WE DID SEVERAL COMMUTER LEGS AND SAW A STILL IMPRESSIVE 80 MILES PER GALLON RESULT WITH THE RADIO AND A/C BOTH BLASTING AWAY.

ENERGY IMPACT SCORES ARE GREAT, AS YOU WOULD EXPECT, CONSUMING JUST 4.7 BARRELS OF OIL PER YEAR, WITH ANNUAL CO2 EMISSIONS OF JUST 2.2 TONS OPERATION OF THE PLUG-IN IS SIMPLE ENOUGH, AS THERE'S NOTHING TO TURN ON OR ENGAGE; THE CAR AUTOMATICALLY DEFAULTS TO EV-MODE WHENEVER YOU START OUT, PROVIDING THE BATTERY IS FULLY CHARGED.

ON THE EXTERIOR, THE PLUG-IN GETS A FEW CHANGES TO SET IT APART ENOUGH TO BE NOTICED BY KEEN "GREEN" OBSERVERS.

THERE'S CHROME TRIM ON THE GRILLE AND DOOR HANDLES, UNIQUE BADGING, BLUE ACCENTED HEADLIGHTS, LED DAYTIME RUNNING LIGHTS AND LED TAILLIGHTS.

15-INCH ALLOY WHEELS ARE ALSO UNIQUE.

AND OF COURSE THERE'S A NEW RIGHT REAR FENDER CHARGING PORT, WHICH ALSO IS LED LIT FOR PLUGGING IN AFTER DARK.

NAVIGATION IS STANDARD ON THE PLUG-IN, AS IS A BACK-UP CAMERA, THOUGH IT DOESN'T HAVE LANE MARKINGS LIKE A LOT OF NEWER CAMERAS.

AN AVAILABLE ADVANCE PACKAGE INCLUDES A HEAD-UP DISPLAY, LEATHER-LIKE SOFTEX UPHOLSTERY, 8-WAY POWER DRIVER'S SEAT, DYNAMIC RADAR CRUISE CONTROL, AND FULL LED HEADLIGHTS.

OTHERWISE, THE INTERIOR IS STANDARD PRIUS FAIR, WHICH MEANS THERE'S DECENT ROOM FOR FIVE, BUT IT ALSO STILL HAS THE SAME LESS THAN STELLAR OVERLY HARD SEAT CUSHIONS; BETTER THAN THE ORIGINAL PRIUS BUT STILL NOT REALLY COMFY FOR LONG TRIPS.

UNDER THE HOOD IS THE SAME 1.8-LITER I4 WITH 98-HORSEPOWER AND 105 POUND-FEET OF TORQUE.

WORKING WITH THE HYBRID SYNERGY DRIVE TOTAL OUTPUT IS 134-HORSEPOWER.

WE WERE OUT OF EV-ONLY RANGE BY THE TIME WE MADE IT TO OUR TEST TRACK, BUT THE PLUG-IN STILL MANAGED A 0 TO 60 TIME OF 10.7-SECONDS.

THE QUARTER MILE TOOK A FULL 18.0-SECONDS AND WE MADE IT AT 80 MILES-PER-HOUR.

SLOW, BUT REASONABLE FOR ANY FUEL STINGY MODEL.

PRICING FOR THE PRIUS PLUG-IN STARTS AT $32,760.

IT'S DIFFICULT TO MAKE A DIRECT PRICE COMPARISON TO THE STANDARD PRIUS AS THE PLUG-IN HAS FEATURES THAT DON'T QUITE LINE-UP WITH ANY ONE TRIM LEVEL.

BUT WE FIGURE YOU'RE PAYING AROUND SIX GRAND FOR THE PHEV SYSTEM.

ALTHOUGH SOME OF THAT CAN BE RECOUPED THROUGH FEDERAL AND LOCAL TAX INCENTIVES.

AND LIKE THE CHEVY VOLT AND NISSAN LEAF, THE PRIUS PLUG-IN HYBRID IS ELIGIBLE FOR CALIFORNIA'S HOV LANES.

PLUS, DRIVING A PHEV IS SORTA COOL!

THE 2012 TOYOTA PRIUS PLUG-IN HYBRID IS INDEED A WELCOMED ADDITION TO THE PRIUS FAMILY.

ONE THAT INCREASES THE POTENTIAL OF WHAT A HYBRID CAN OFFER US, QUITE SIMPLY, IT USES EVEN LESS GAS.

NOW THAT'S THE KIND OF CAR WE'RE ALL LOOKING FOR A FEW MORE OF.

WELL, I HOPE YOU'LL JOIN US AGAIN SOON FOR MORE MOTORWEEK, AS WE GET COMFY IN THE ALL-NEW LEXUS LS.

AND LOOK FOR BIG RESULTS FROM THE CHEVROLET SPARK MINI CAR.

UNTIL NEXT TIME, I'M JOHN DAVIS.

WE'LL SEE YOU RIGHT HERE ON MOTORWEEK .

Announcer: TO LEARN MORE ABOUT MOTORWEEK, TELEVISION'S ORIGINAL AUTOMOTIVE MAGAZINE, VISIT PBS.ORG/MOTORWEEK.

MOTORWEEK HAS BEEN BROUGHT TO YOU BY TIRE RACK.

AND BY... ROCKAUTO HAS AUTO PARTS FROM HUNDREDS OF MANUFACTURERS.

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