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

JOIN US FOR SEAT TIME IN FERRARI'S ULTIMATE PRANCING HORSE, LAFERRARI!

THEN WE'LL SADDLE UP A HOME GROWN STEED, THE ALL-NEW FORD MUSTANG.

PAT GOSS HELPS US STOP LEAKS BEFORE THEY START.

AND WE'LL SEE IF THE NEW HYUNDAI SONATA STILL SOUNDS AS SWEET.

SO COME DRIVE WITH US, NEXT!

>> Announcer: MOTORWEEK , TELEVISION'S ORIGINAL AUTOMOTIVE MAGAZINE.

BROUGHT TO YOU BY... >> KENNY'S NOT THINKING ABOUT HIS TIRES RIGHT NOW.

IF HE WERE, TIRERACK.COM COULD HELP HIM FIND THE RIGHT TIRES.

BUT KENNY'S NOT THINKING ABOUT TIRES.

KENNY'S THINKING, "OH MAN.

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MORE INFORMATION IS AVAILABLE AT TIRERACK.COM.

DIEHARD.

THE DIEHARD ADVANCED GOLD BATTERY.

DESIGNED TO HELP START YOUR CAR AND POWER THE EQUIPMENT IN IT.

MORE INFORMATION AVAILABLE AT DIEHARD.COM.

>> John: F40, F50, ENZO, THESE ARE NAMES OF FERRARIS THAT IMMEDIATELY HAVE US LUSTING.

NOW LET'S ADD ANOTHER ONE TO THE LIST... LAFERRARI.

A CAR SO EPIC IN SCOPE AND MAGNIFICENCE THAT NO OTHER NAME IS NEEDED OTHER THAN SIMPLY "THE FERRARI."

ONLY 499 OF THESE MECHANICAL MASTERPIECES WILL BE BUILT, AND THEY'VE LONG SINCE BEEN SPOKEN FOR.

BUT WE HAVE THIS ONE, THE ULTIMATE FERRARI, HERE JUST FOR YOU RIGHT NOW!

FERRARI'S 2014 LAFERRARI, MAY HAVE GONE TO THE EXTREME IN SIMPLIFYING ITS NAME, BUT THAT'S JUST THE START OF THE EXTREMISM IN THIS HYPER RIDE.

AND DOES IT REALLY EVEN NEED A NAME?

A SINGLE LOOK, YOU KNOW IT'S A FERRARI, AND A SPECIAL ONE.

PRODUCTION CARS THAT HAVE APPROACHED THE 4-FIGURE HORSEPOWER THRESHOLD ARE FEW AND FAR BETWEEN.

LAFERRARI JOINS THIS RAREFIED GROUP, AND IT DOES SO IN A TRULY MODERN FASHION WITH A HYBRID ELECTRIC DRIVETRAIN, THE FIRST ROAD-GOING HYBRID FROM THE PRANCING HORSE.

OF COURSE IT ALL STARTS WITH A V12 ENGINE.

6.3-LITERS WORTH, WITH OUTPUT OF 789-HORSEPOWER AND 516 LB-FT. OF TORQUE.

IMPRESSIVE ENOUGH BY ITSELF, BUT NOW ADD IN ANOTHER 161-HORSEPOWER FROM THE ELECTRIC MOTOR AND YOU GET 950-HORSEPOWER AND 664 LB-FT. OF TORQUE.

YES, IT'S BASICALLY A ROAD-GOING VERSION OF THE KERS SYSTEM FOUND IN FERRARI'S FORMULA 1 CARS, HERE DUBBED HY-KERS.

AND YES, IT PUTS OUT MORE POWER THAN THE F1 CAR.

COUPLED WITH THE ELECTRIC MOTOR IS THE F1 7-SPEED DUAL-CLUTCH GEARBOX.

THE COLUMN-MOUNTED SHIFTERS ARE NOW LARGER AND MORE ERGONOMIC IN DESIGN.

ENERGY IS STORED IN EIGHT SEPARATE BATTERY MODULES STRATEGICALLY POSITIONED THROUGHOUT THE CAR AND ASSEMBLED BY FERRARI'S SCUDERIA RACING DEPARTMENT.

BATTERIES GET A CHARGE FROM THE BRAKES AND FROM THE ENGINE WHENEVER IT IS PRODUCING MORE TORQUE THAN IS NEEDED.

EVEN WITH ALL OF THE BATTERIES, CURB WEIGHT IS NOT MUCH OVER 3,000 POUNDS.

AS THERE ARE FOUR DIFFERENT TYPES OF CARBON-FIBER IN PLAY.

AND SINCE ALL OF THE POWER PRODUCING PARTS ARE LOCATED TOWARDS THE BACK OF THE CAR, 59% OF THAT WEIGHT LIES OVER THE REAR WHEELS.

YOU WOULD HAVE TO HATE ALL THINGS AUTOMOTIVE TO NOT LUST AFTER THIS CAR.

AND AFTER DRIVING IT, THE INFATUATION ONLY INCREASES.

HOW IT COMES TO LOOK SO DIFFERENT, YET SO FAMILIAR IS A MASTER STROKE OF DESIGN.

THE MANIPULATION OF AIR IS TAKEN TO INCREASED LEVELS EVEN FOR A SUPERCAR.

THE BASIC RACE CAR-LIKE SHAPE PROVIDES EXTREME LEVELS OF DOWNFORCE ON ITS OWN, BUT ONCE YOU START MOVING, THERE ARE ALL SORTS OF SPOILERS AND WINGS DIRECTING AIR AROUND, OVER, AND THROUGH THINGS.

THE REAR VIEW IS TRULY UNLIKE ANYTHING ELSE ON THE ROAD, WITH MORE OPENINGS THAN ANYTHING ELSE.

TAILLIGHTS ARE MOUNTED HIGH IN EACH CORNER, DUAL EXHAUST TIPS LOW IN EACH CORNER BELOW.

PROPORTIONS ARE VERY SIMILAR TO THE ENZO, THOUGH THE SEATING POSITION IS MORE THAN TWO INCHES LOWER.

FRONT WHEELS ARE 19s, REARS ARE 20, AND CARBON CERAMIC BRAKES BY BREMBO LIE JUST BEHIND.

DOORS SWING UP, REVEALING AN ALL BUSINESS CARBON FIBER INTENSIVE TUB.

CLIMBING IN IS ACTUALLY RELATIVELY EASY AND SOMEWHAT DISAPPOINTINGLY FAMILIAR, AS MUCH OF THE SWITCHGEAR LOOKS SIMILAR TO OTHER RECENT STREET GOING FERRARIS.

BUT THE SQUARISH, CONTROL HEAVY STEERING WHEEL WITH SHIFT LIGHTS, MINIMAL CENTER CONSOLE AND CONTROL STACK ARE TRULY UNIQUE.

THERE ARE NO SEAT ADJUSTMENTS; AS THE SEAT ITSELF IS INTEGRATED INTO THE CHASSIS TUB.

BUT ADJUSTMENTS CAN BE MADE TO THE STEERING WHEEL AND PEDALS.

GAUGES ARE DISPLAYED ON A CONFIGURABLE, FULLY-DIGITAL INSTRUMENT PANEL.

IN ADDITION TO ALL OF THE HYBRID HARDWARE THERE ARE PLENTY OF ELECTRONIC AND MECHANICAL DRIVING AIDS IN PLACE.

SO YOU MIGHT THINK IT WOULD BE A NON-THREATENING DRIVING EXPERIENCE...AND YOU'D BE WRONG.

FORGET ABOUT THE PRICE TAG, THIS THING FEELS LIKE A REAL RACE CAR, AND NOT A CAR YOU WANT TO BE THREADING YOUR WAY THROUGH HEAVY TRAFFIC IN.

IT FEELS SUPER LIGHTWEIGHT AND WHILE ENGINE POWER LIES IN THE UPPER RANGES, DON'T FORGET THIS IS A HYBRID, SO THE EBOOST HELPS A LOT AT LOWER RPMS.

ACCELERATION IS RELENTLESS, HITTING 60 MILES-PER HOUR IN LESS THAN THREE SECONDS, 124 MILES-PER-HOUR IN LESS THAN SEVEN!

GRIP IS GLUE-LIKE, AS LAFERRARI MAKES JUST ABOUT ANY TRACK OR ROAD FEEL LIKE AN AUTOCROSS.

YOU TRULY FEEL A PART OF THE CAR, WHICH YOU ALMOST ARE THANKS TO THE INTEGRATED SEAT.

FERRARI HAS MASTERED THE MAGIC OF MAKING YOU FEEL IN TOTAL CONTROL, EVEN THOUGH YOU KNOW YOU'RE NOT.

IT FEELS LIKE A RACECAR BECAUSE BASICALLY IT IS, ASSEMBLED BY THE SAME PEOPLE WHO BOLT TOGETHER FORMULA 1 RACE CARS FOR A LIVING.

THERE'S NOT MUCH POINT IN DISCUSSING PRICING AS ALL 499 MODELS WERE SPOKEN FOR BEFORE PRODUCTION EVEN BEGAN.

BUT FOR COMPARISON SAKE, THIS ULTRA-EXCLUSIVE RIDE WOULD COST YOU $1.4 MILLION.

THE 2014 LAFERRARI IS TRULY BEFITTING OF THE NAME, AS IT IS NOW THE FERRARI TO HAVE.

IT FULLY ENCAPSULATES A HISTORY OF GREAT FERRARIS, YET POINTS TO THE FUTURE AND WHERE THE BRAND IS HEADING, BY OFFERING BOTH THE MOST PERFORMANCE AND THE BEST EFFICIENCY OF ANY FERRARI PRODUCED.

SO, IF YOU'VE EVER DREAMED ABOUT DRIVING A RACECAR EVERY DAY, WELL, NOW PERHAPS YOU CAN.

ONLY DON'T EVEN THINK ABOUT TRYING TO GET YOUR HANDS ON THIS ONE.

NOW ONTO A PRANCING HORSE OF A VERY DOMESTIC KIND.

WE'RE FRESH OFF OF A QUICK SPIN IN THE ALL-NEW FORD MUSTANG!

EASILY THE MOST ANTICIPATED RIDE OF THE YEAR IS THE ALL-NEW 2015 FORD MUSTANG.

AND WE'VE JUST RETURNED FROM TAKING OUR FIRST QUICK SPIN.

IT'S THE 6TH GENERATION OF AMERICA'S ORIGINAL PONY CAR, BUT THIS ONE IS DESIGNED FOR GLOBAL OUTREACH.

THUS, POWERTRAIN CHOICES HAVE BROADENED.

IN ADDITION TO THE EXPECTED V6 AND V8, YOU CAN OPT FOR A 2.3L ECOBOOST I4.

NOT THE FIRST TURBO-4 IN A 'STANG, BUT THE FIRST SINCE 1986.

ITS ROBUST 310-HORSEPOWER SLOTS IT IN BETWEEN THE V6 AND THE V8.

6-SPEED MANUALS AND AUTOS FIT ALL ENGINES.

BUT THE BIG HARDWARE NEWS IS A FIRST TIME STANDARD INDEPENDENT REAR SUSPENSION.

NOW MUSTANG CAN REALLY PERFORM LIKE A WORLD CLASS SPORTY COUPE.

2015 ALSO MARKS THE RETURN OF FASTBACK STYLING, WHICH TRULY COMPLEMENTS THE OVERALL WIDER AND LOWER STANCE.

THE FRONT END LOOKS MORE SUBDUED IN PERSON, AND NOT AT ALL LIKE THE FUSION-INSPIRED EARLY PHOTOS THAT HAD ALL OF THE KEYBOARD HOT-RODDERS WORKED UP.

IN BACK, THE TRI-BAR TAILLIGHTS REMAIN, BUT WITH A LOOK THAT'S EVEN MORE 3-DIMENSIONAL.

THERE ARE A LOT MORE ELECTRONICS ONBOARD, INCLUDING SELECTABLE DRIVE MODES, PERFECT FOR TRACK DAY.

PLUS, LAUNCH CONTROL, AND EVEN LINE LOCK FOR QUARTER MILE TYPES.

INSIDE, THE BASIC LAYOUT IS FAMILIAR, BUT MATERIALS CLIMB A NOTCH, MAYBE TWO, AND THERE'S MORE SPACE AND COMFORT TO BE HAD.

>> Brian Robinson: WITH EVERY NEW MUSTANG DESIGN, SOME PEOPLE ARE GOING TO LOVE IT, SOME ARE GOING TO HATE IT; NOTHING YOU CAN DO ABOUT THAT.

BUT AFTER SPENDING SOME TIME BEHIND THE WHEEL OF THIS NEW MUSTANG, THE HATERS ARE GOING TO HAVE TO TRY REALLY HARD TO FIND ANYTHING TO HATE ON.

IT STILL HAS THE SAME LIGHTWEIGHT FEEL OF BEFORE, BUT OVERALL, A LOT MORE CONFIDENT IN CORNERS, MORE CAPABLE, AND OVERALL MORE SOLID.

>> John: SO, A NEW GENERATION OF MUSTANG BEGINS, AND THE 2015s ARE ARRIVING NOW, WITH A SLIGHT BASE PRICE INCREASE TO AROUND $24,000.

PAT GOSS CERTAINLY KNOWS TROUBLE WHEN HE SEES IT.

SO LET'S HEAD ON DOWN TO THE GARAGE AND SEE WHAT HE'S GOT TO SAY!

>> Pat Goss: TODAY'S ENGINES ARE VERY DURABLE AND RELIABLE, BUT ONE THING THEY CAN'T STAND IS OVERHEATING.

THAT MEANS THAT YOU NEED TO PAY PARTICULAR ATTENTION TO THE HEATER AND RADIATOR HOSES ON YOUR CAR.

YOU SHOULD BE UNDER THE HOOD CHECKING THEM AT LEAST TWICE A YEAR.

BUT, KEEP IN MIND, NO MATTER HOW GOOD A HOSE LOOKS, IT MAY NOT ACTUALLY BE GOOD.

YOU SEE, HOSES ARE MADE UP OF LAYERS OF FABRIC, THAT'S WHAT GIVES IT IT'S STRENGTH, AND RUBBER - THAT'S WHAT MAKES IT COSMETICALLY APPEALING, AND IT GIVES IT SOME FLEXIBILITY.

WHILE YOU CAN'T SEE THAT FABRIC AND IT MAY BE SERIOUSLY DETERIORATED INSIDE.

LIKE WE HAVE OVER HERE.

THIS HOSE LOOKS TO BE PRACTICALLY NEW.

BUT WE CUT THIS APART BECAUSE IT HAD SOME AGE ON IT, AND HERE'S WHAT WE FOUND.

THE INSIDE OF IT IS LITERALLY FALLING APART.

WELL, THE RULE HERE IS REAL SIMPLE: IF IT LOOKS BAD, IT IS BAD.

REPLACE IT IMMEDIATELY.

IF IT LOOKS GOOD AND THE CAR'S GOT 75,000 OR MORE MILES, AND IT'S SIX OR SEVEN YEARS OR OLDER, PUT NEW HOSES ON IT NO MATTER HOW GOOD THEY LOOK.

IT MIGHT SAVE YOURSELF AN ENGINE.

YOU MAY ALSO WANT TO TRY AND SAVE SOME MONEY, SO YOU GO OUT AND YOU BUY AFTERMARKET HOSES.

WELL, THAT MAY BE FINE, BUT YOU HAVE TO LOOK CAREFULLY AT IT TO MAKE SURE THAT IT HAS ALL OF THE SAME CHARACTERISTICS OF THE FACTORY HOSE.

NOW, THIS HOSE IS SUPPOSED TO REPLACE THIS ONE.

BUT WHEN WE LOOK AT THE END OF IT, WE FIND THAT THE AFTERMARKET DOESN'T HAVE A QUICK CONNECTOR ON IT.

WE'RE SUPPOSED TO CUT THIS OFF AND CLAMP IT ON TO THE NEW HOSE.

THAT MEANS WE'RE GOING TO USE A LOT OF OLD PARTS; THE CLIPS, THE O-RINGS, AND EVERYTHING LIKE THAT, WHICH MAY ALLOW THE HOSE TO COME LOOSE OR LEAK AND THEN YOU HAVE AN OVERHEATING PROBLEM.

SO I'D MAKE SURE I GOT ONE THAT HAD THE NEW QUICK CONNECTOR ON IT.

ALSO, YOU WANT TO LOOK FOR FINE DETAILS LIKE THIS.

WHEN YOU LOOK AT THIS FACTORY HOSE, THERE'S A LITTLE CLAMP ON IT AND THERE'S A BULGE IN THE HOSE.

THAT'S BECAUSE THERE'S A RESTRICTOR INSIDE THIS HOSE THAT SLOWS THE FLOW OF COOLANT INTO THE HEATER CORE.

WITHOUT THAT RESTRICTOR YOU COULD HAVE A HEATER CORE FAILURE IN AS LITTLE AS SIX TO EIGHT WEEKS.

SO, MAKE SURE THEY'RE A PERFECT MATCH AND YOU'LL BE OK. ALSO, THE CLAMPS, THE ONES THAT COMES ON THE CAR.

THEY'RE SPRING TYPE CLAMPS LIKE THIS, EVERYBODY WANTS TO THROW THEM AWAY AND PUT THESE WORM DRIVE CLAMPS ON.

BAD IDEA.

THE SPRING TYPE CLAMP APPLIES FORCE ALL THE WAY AROUND THE HOSE EVENLY.

THE WORM DRIVE DOES NOT.

IT HAS A PRESSURE POINT RIGHT HERE UNDER THE SCREW, AND THAT'S ESPECIALLY BAD ON THINGS LIKE RADIATOR NECKS WHICH ARE MADE OUT OF PLASTIC.

THAT PRESSURE POINT CAUSES THE PLASTIC TO CRACK OVER TIME.

JUST LIKE IT DID HERE ON THIS PARTICULAR RADIATOR.

SO, ORIGINAL CLAMPS ARE BEST, RE-USE THEM WHENEVER POSSIBLE AND SAVE YOURSELF A LOT OF GRIEF.

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

>> John: FOR MORE MOTORWEEK ROAD TESTS, AS WELL AS COMPLETE EPISODES, CHECK OUT OUR WEBSITE AT PBS.ORG/MOTORWEEK.

NOW, WIRELESS INTERNET AND CELLULAR PHONES HAVE ALLOWED US TO STAY IN TOUCH WHEREVER WE ROAM.

FOR ELECTRIC CARS, THOUGH, CUTTING THE CORD GOES BEYOND MERE CONVENIENCE AND OPENS UP A WHOLE NEW HORIZON IN PERSONAL MOBILITY.

WITH MORE AND MORE PLUG-IN ELECTRIC VEHICLES HITTING THE MARKET, EVs ARE LEAVING THE BECOMING MAINSTREAM FIXTURES ON U.S.

ROADS.

ELECTRIC VEHICLE DRIVERS ENJOY THE QUIET OPERATION, LOW FUEL COST, AND CONVENIENCE OF NOT VISITING GAS STATIONS, BUT MANY WISH THERE WAS AN EASIER WAY TO CHARGE THEIR CARS THAN CONSTANTLY WRESTLING WITH HIGH-VOLTAGE POWER CORDS.

IMAGINE PULLING INTO YOUR GARAGE OR PARKING SPACE AND HAVING YOUR ELECTRIC CAR BEGIN CHARGING AUTOMATICALLY WHILE YOU GO ABOUT YOUR BUSINESS.

DID YOU MISS IT?

BECAUSE THAT'S WHAT THIS CADILLAC ELR DRIVER JUST DID.

OF COURSE, SHE HAS A SMALL ADVANTAGE OVER YOU AND ME: REBECCA HOUGH IS THE CEO AND CO-FOUNDER OF EVATRAN, ONE OF THE FIRST COMPANIES TO BRING WIRELESS EV CHARGING TO U.S. CONSUMERS.

>> Rebecca Hough: WIRELESS CHARGING IS ALL ABOUT MAKING THE RECHARGING PROCESS FOR AN ELECTRIC VEHICLE OWNER CONVENIENT, SIMPLE, AND HASSLE FREE.

SO INSTEAD OF HAVING TO PHYSICALLY PLUG IN THE CAR, YOU SIMPLY PULL OVER OUR SYSTEM AND AUTOMATICALLY BEGIN RECHARGING.

INSTEAD OF HAVING TO COME HOME AND START A NEW ROUTINE THAT YOU'RE NOT USED TO, YOU SIMPLY DRIVE HOME, YOU GET OUT OF YOUR CAR AND YOU GO INSIDE JUST LIKE YOU TYPICALLY WOULD WITH A TRADITIONAL VEHICLE.

>> John: THE TECHNOLOGY BEHIND PLUGLESS CHARGING IS CALLED INDUCTIVE POWER TRANSFER, AND HAS BEEN USED UNTIL NOW TO CHARGE SMALL DEVICES LIKE ELECTRIC TOOTHBRUSH AND SOME CELL PHONES.

CHARGING IS ENABLED WHEN THE VEHICLE-INSTALLED RECEIVER PLATE IS ALIGNED WITH A TRANSMITTING COIL HOUSED IN A MANHOLE-SIZED PARKING PAD PLACED ON THE GROUND.

MAGNETIC RESONANCE ALLOWS ELECTRICITY TO PASS OVER THE AIR GAP BETWEEN THE GROUND AND THE CAR WITH MINIMAL LOSS OF ENERGY EFFICIENCY, BUT CHARGING MIGHT TAKE SLIGHTLY LONGER TO ACCOMPLISH THAN WITH A COMPARABLE WIRED LEVEL 2 SYSTEM.

A WALL OR PEDESTAL-MOUNTED CONTROL PANEL HAS INDICATOR ARROWS TO HELP GUIDE THE DRIVER INTO PROPER ALIGNMENT, AND EVEN GIVES A SCORE TO RATE HOW THEY DID.

THE PARKING PAD IS STRONG ENOUGH TO DRIVE OVER AND IS NOT AFFECTED BY RAIN OR EVEN SNOW.

EVATRAN'S SYSTEM ALLOWS FULL USE OF THE VEHICLE'S ONBOARD CHARGING TIMER AND PHONE APPS.

THE CORDED CHARGE PORT REMAINS FULLY FUNCTIONAL WHEN NEEDED, BUT THE TWO SYSTEMS CANNOT BE USED AT THE SAME TIME.

TOYOTA, HYUNDAI, NISSAN, AND OTHERS ARE ALL WORKING ON OEM WIRELESS CHARGING SYSTEMS, AND KEY RESEARCH AND TESTING IS TAKING PLACE AT THE DEPARTMENT OF ENERGY'S OAK RIDGE AND IDAHO NATIONAL LABS, BUT IT'S IMPORTANT TO NOTE THAT WIRELESS CHARGING STANDARDS ARE STILL BEING DEVELOPED, SO THE FIELD IS STILL EVOLVING.

HEVO POWER, A NEW YORK BASED START-UP, HAS DEVELOPED A WIRELESS CHARGING SYSTEM AIMED AT THE GROWING NUMBER OF ELECTRIC AND HYBRID FLEET DELIVERY VEHICLES, SPECIFICALLY IN CITIES AND URBAN AREAS.

HEVO'S SYSTEM ALLOWS FOR A TALLER AIR GAP OF UP TO 12 INCHES, NEEDED TO ACCOMMODATE THE HIGHER GROUND CLEARANCE OF HEAVY TRUCKS.

>> Jeremy McCool: IT'S DEFINITELY GOING TO START IN THE LOADING BAY AREAS.

IT'S GOING TO START AT THE WAREHOUSES; IT'S GOING TO START AT THE PLACES WHERE LOADING DOCKS ARE, BECAUSE THERE IT'S EASY TO UNDERSTAND HOW THE OPERATION WORKS FOR THOSE FLEET OPERATORS.

THE VEHICLE BACKS UP, IT CHARGES.

NOBODY HAD TO GET OUT AND PLUG IT IN.

>> John: LOOKING FURTHER DOWN THE ROAD, THE HOPE IS TO IMBED INDUCTIVE CHARGING TECHNOLOGY INTO THE ROAD ITSELF, ALLOWING ELECTRIC CARS TO CHARGE WHILE THEY DRIVE IN SPECIFICALLY WIRED LANES, AND POTENTIALLY REDUCING THE SIZE OF THE VEHICLE'S ONBOARD BATTERY.

>> Rebecca: WE'RE ALREADY INVOLVED IN PROJECTS THAT ARE LOOKING AT DYNAMIC CHARGING.

ONE QUESTION IS THE TECHNOLOGY, THE SECOND QUESTION IS IMPLEMENTATION.

SO IT IS AN EXTREMELY COMPLEX PROBLEM, BUT TECHNICALLY WE DO BELIEVE IT'S FEASIBLE FOR A CAR TO RECHARGE AS IT'S TRAVELS DOWN THE HIGHWAY.

>> John: RECHARGEABLE BATTERY POWER MAKES SENSE FOR A LOT OF SENSE FOR A LOT OF VEHICLES AND SITUATIONS, AND MAKING EVs MORE CONVENIENT BY CUTTING THE CORD MAY SET THE STAGE FOR AN EV REVOLUTION.

>> Ben Davis: WITH THE AMAZING ADVANCEMENTS IN BATTERY TECHNOLOGY, THE AUTOMOTIVE INDUSTRY ISN'T THE ONLY ONE EVOLVING OVERNIGHT.

THE WORLD OF REMOTE CONTROLLED VEHICLES HAS BECOME JUST AS FAST PACED AND POSSIBLY MORE COMPETITIVE.

AND THIS 1/10TH SCALE DUO FROM LOSI ARE TWO OF THE MOST HIGH-FLYING AND FUN SHORT COURSE RCs AVAILABLE.

ARMED WITH A SEVEN CELL NICKEL METAL HYDRIDE BATTERY PACK, THESE REAR-WHEEL DRIVE BRUTES ARE CAPABLE OF SPEEDS UP TO 35 MILES PER HOUR, WITH A RUN TIME OF CLOSE TO 40 MINUTES.

AND IF THAT MAYHEM EVER STARTS TO FEEL TAME, AN OPTIONAL LITHIUM POLYMER BATTERY INCREASES BOTH NUMBERS TREMENDOUSLY.

MUCH LIKE THEIR FULL SIZE INSPIRATION, THEY'RE BUILT WITH EXTREME DURABILITY AND INTENSE COMPETITION IN MIND.

EVERYTHING FROM AN ELECTRIC COOLING FAN FOR THE MOTOR, OIL FILLED ALUMINUM COIL OVERS, AND AGGRESSIVE TIRES MOUNTED ON REAL CHROME WHEELS.

THE JOB OF HARNESSING ALL THIS AWESOME IS MADE EASY BY A BEEFY 2.4 GIGAHERTZ CONTROLLER WITH THE CAPABILITY OF ADAPTING TO OTHER RCs IN YOUR FLEET.

THAT WAS CRAZY!

FOR SOME FAST FUN, CHECK OUT LOSI.

>> John: THE 2011 SONATA WAS A WATERSHED SEDAN FOR HYUNDAI.

IT LURED BUYERS IN WITH DYNAMIC STYLING AND CHEAP PRICES, AND KEPT THEM SATISFIED WITH GREAT DRIVEABILITY AND RELIABILITY.

BUT THAT WAS YESTERDAY.

THE CHALLENGE TODAY IS TO KEEP THOSE BUYERS DESPITE MORE INTENSE MID-SIZE COMPETITION, AND TO UPHOLD THEIR WELL-EARNED REPUTATION.

SO LET'S FIND OUT HOW AN ALL-NEW 2015 SONATA MEASURES UP.

IT'S DIFFICULT TO FATHOM THAT THE 2015 HYUNDAI SONATA MARKS THE BEGINNING OF THE 7TH GENERATION OF THE KOREAN MIDDLEWEIGHT FOUR-DOOR.

TO SAY IT HAS COME A LONG WAY IS AN UNDERSTATEMENT.

EVOLVING FROM A LATE '80s BOXY ALSO RAN TO TODAY'S FAMILY SEDAN TREND SETTER.

AND IT'S EASY TO SEE THOSE TREND SETTING WAYS CONTINUING WHEN YOU CLIMB INSIDE THE LATEST SONATA.

YOU'RE IMMEDIATELY TREATED TO A GREAT LOOKING INTERIOR THAT IS INCREDIBLY COMFORTABLE AND VERY UPSCALE IN FEEL.

THOUGH THIS LIMITED MODEL'S RICH 2-TONE BLACK AND BROWN THEME SURELY HAS A LOT TO DO WITH THAT.

NOT THAT IT'S PERFECT.

SOME OF OUR STAFF FOUND THE SPARSENESS OF CONTROL KNOBS ANNOYING, AND THE FEW KNOBS THAT ARE PRESENT ARE EITHER A LONG REACH OR LOOK TOO SIMILAR TO EACH OTHER, AND HAD SOME TURNING UP THE TEMPERATURE WHEN THEY WE WERE TRYING TO CRANK UP THE VOLUME.

OWNERS WILL LIKELY FIGURE IT ALL OUT IN NO TIME, HOWEVER.

THE FOLDING REAR SEATS OFFER PLENTY OF HEAD AND LEGROOM, AND WHILE SEAT CUSHIONS ARE A LITTLE ON THE HARD SIDE THERE IS A VERY COMFORTABLE RAKE TO THE SEAT BACKS, WHICH MAKES THINGS QUITE TOLERABLE FOR LONG TRIPS.

IN FACT, INTERIOR VOLUME HAS RISEN ENOUGH THAT SONATA IS NOW IN THE LARGE CAR EPA SIZE-CLASS.

TRUNK SPACE IS CERTAINLY LARGER THAN MOST MID-SIZE RIVALS AT 16.3 CUBIC FEET.

AN AVAILABLE TECH PACKAGE GETS YOU A PANORAMIC SUNROOF, HID HEADLIGHTS, AND VERY COMPETENT 8-INCH NAVIGATION DISPLAY WITH TOUCHSCREEN.

BUT THE ULTIMATE PACKAGE IS WHERE THE TECH REALLY KICKS IN WITH SMART CRUISE CONTROL WITH FULL STOP AND START CAPABILITIES, LANE DEPARTURE WARNING, FORWARD COLLISION WARNING, PLUS AN ELECTRONIC PARKING BRAKE WITH HOLD FEATURE.

AS BEFORE, ALL ENGINES ARE FOUR-CYLINDER AND THREE ARE AVAILABLE.

THIS STANDARD, DIRECT-INJECTED 2.4-LITER I4 RATES 185- HORSEPOWER AND 178 POUND-FEET OF TORQUE.

PEAK POWER IS ACTUALLY DOWN A LITTLE FROM LAST YEAR IN AN ATTEMPT TO MAKE THINGS MORE RESPONSIVE.

BUT WE FOUND IT A BIT WEAK AND NOISY.

A 1.6-LITER TURBO ECO MODEL IS NEW, BUT ONLY RECOMMENDED IF FUEL ECONOMY IS YOUR NUMBER ONE PRIORITY.

THE 245-HORSEPOWER 2.0-LITER TURBO LOOKS LIKE THE BEST CHOICE FOR AMPLE OFF THE LINE TORQUE.

WE DIDN'T FIND THAT IN THE 2.4, HOWEVER.

GETTING TO 60 TOOK US A LACKLUSTER 9.3 SECONDS.

WELL-OFF THE PREVIOUS CAR.

YOU DO FEEL SOME HINT OF POWER MID-RANGE, BUT SLOW SHIFTS FROM THE 6-SPEED AUTOMATIC KEEP THE FUN FACTOR JUST BARELY ABOVE ZERO.

RUNNING OUT THE QUARTER MILE TOOK 17.2 SECONDS AT 83 MILES-PER-HOUR.

THINGS IMPROVED SOMEWHAT THROUGH OUR HANDLING COURSE.

UNDERSTEER IS CERTAINLY THERE, BUT IT DOESN'T BOMBARD YOU.

STEERING IS QUICK, BUT THE FEEL IS ARTIFICIALLY HEAVY AND DISCONNECTED.

MUCH, MUCH BETTER WAS BRAKING PERFORMANCE, WITH SOLID STOPS FROM 60 THAT AVERAGED JUST 117 FEET.

THIS IS, FIRST AND FOREMOST, A FAMILY SEDAN OF COURSE, SO WHILE IT'S DOUBTFUL THAT TRACK PERFORMANCE WILL BE HIGH ON ANY FAMILY'S PRIORITY LIST, EXTERIOR DESIGN WILL CERTAINLY PLAY A MUCH LARGER ROLL.

THE FLUIDIC SCULPTURE 2.0 STYLING THEME TRIES JUST AS HARD AS THE PREVIOUS GENERATION TO MAKE A STATEMENT, BUT WE'RE NOT SURE THE RESULTS ARE NEARLY AS SUCCESSFUL.

THOUGH THE LOOK, COMPLETE WITH LED DAYTIME RUNNING LIGHTS AND DUAL EXHAUST IS NOW UNDOUBTEDLY CLASSIER, LIKE ITS BETTER RIVALS.

THE REAR APPEARS WIDER AND TALLER, WITH HIGH MOUNTED LED TAIL LIGHTS POINTING IN TOWARDS THE CENTER.

SO WHILE EXTERIOR BEAUTY IS ALWAYS IN THE EYE OF THE BEHOLDER, FROM THE DRIVER'S SEAT, WE ALL AGREE THAT HYUNDAI HAS CERTAINLY COME A LONG WAY IN CHASSIS AND SUSPENSION REFINEMENT.

RIDE IS BOTH SOLID AND SMOOTH.

WE ALSO APPRECIATED THE LACK OF CVT TRANSMISSION AND FOUND THE 6-SPEED MANUAL-MODE AUTOMATIC TO WORK VERY WELL IN DAILY DRIVING.

IT PROVED QUITE EFFICIENT FOR A LARGER SEDAN AS WELL, WITH GOVERNMENT FUEL ECONOMY RATINGS OF 25-CITY, 37-HIGHWAY, AND 29-COMBINED, WHICH WE MATCHED ALMOST PERFECTLY WITH A 29.2 MILES-PER-GALLON LOOP ON REGULAR.

THE ENERGY IMPACT SCORE IS ALSO RESPECTABLE WITH 11.4-BARRELS OF OIL BURNED ANNUALLY AND 5.1 TONS OF CO2 EMITTED.

ONE THING THAT HAS NOT CHANGED IS HYUNDAI'S VALUE, WITH SONATA BASE PRICING OF JUST $21,960.

LIMITED TRIM WILL COST YOU A FAIR BIT MORE, BUT IS STILL A BARGAIN AT $27,335.

AND, OF COURSE, HYUNDAI'S AMERICA'S BEST WARRANTY IS STILL IN EFFECT.

THERE IS NOTHING THAT FEELS CHEAP ABOUT THE 2015 HYUNDAI SONATA, PARTICULARLY IN UPSCALE LIMITED GUISE, AS IT FULLY SHOWCASES THE BRAND IN THEIR GROWTH FROM LOW PRICE ALTERNATIVE TO MAINSTREAM STAPLE.

7-GENERATIONS IS CERTAINLY PROOF THAT THIS CAR IS MORE CONTENDER THAN PRETENDER, AND CARMAKERS WILL BE TRYING TO OUT-DO THIS HIGH VALUE NAMEPLATE FOR YEARS TO COME.

WELL, I HOPE YOU ENJOYED THE SHOW!

NOW, FOR MORE MOTORWEEK, WHY NOT CHECK OUT OUR PODCAST, AS WELL AS COMPLETE EPISODES AT PBS.ORG/MOTORWEEK.

AND I HOPE YOU'LL JOIN US NEXT TIME WHEN WE'LL CHANNEL SOME OLD SCHOOL MUSCLE WITH THE LATEST DODGE CHALLENGER.

THEN TEST THE RANGE OF A BMW X3 TURBO DIESEL.

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.

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