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

JOIN US AS WE SLIP INTO A COMPACT CAT WITH A LONG PEDIGREE... PAT GOSS HAS A LESSON ON BEING PENNY WISE AND POUND FOOLISH... WE'LL REMINISCE ABOUT A CLASSIC SPORTS CAR YOU MAY NOT KNOW, FROM A COMPANY YOU'LL WANT TO... AND WE'LL SEE WHAT MAKES THIS BENZ BIGGER NEWS THAN JUST A NEW NAME...

SO COME DRIVE WITH US, NEXT!

CLOSED CAPTIONING PROVIDED BY MARYLAND PUBLIC TELEVISION.

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

BROUGHT TO YOU BY... TIRERACK WANTS YOU TO BE SMART WITH YOUR CAR.

Man: "YO DANNY, MY MAN!

HA, HA, HA!"

Announcer: THEY CAN HELP YOU CHOOSE THE RIGHT TIRES FOR YOUR VEHICLE AND HAVE THEM SHIPPED TO A LOCAL INSTALLER.

TIRERACK.COM.

John: THE LAST JAGUAR COMPACT SPORTS SEDAN WE TESTED WAS THE X-TYPE.

DON'T REMEMBER IT?

WELL, THAT'S PROBABLY A GOOD THING, AS THAT FORD CONTOUR BASED FRONT-DRIVER NEVER MADE A SERIOUS IMPACT HERE, OR ANYWHERE ELSE FOR THAT MATTER.

JUST TOO MUCH A PARTS BIN CAR.

NOW, JAG IS STEPPING BACK INTO THAT SEGMENT, AND STEPPING UP, WITH WHAT MAY BE A MUCH MORE IMPACTFUL CAR.

THIS IS THE XE.

* AFTER FIRST HITTING EUROPEAN STREETS A YEAR AGO, THE 2017 JAGUAR XE SEDAN, NOW MAKES ITS WAY TO AMERICA'S POTHOLES, LOOKING TO CATCH A RIDE ON JAGUAR'S RECENT BIG KAHUNA SIZE WAVE OF SALES SUCCESS.

AND AWAITING YOU INSIDE THIS COMPACT SPORT 4-DOOR, IS THE FAMILIAR JAGUAR THEME OF LATE, ALONG WITH PLENTY OF THE ACCUSTOMED SWITCHGEAR.

AND THAT'S GREAT.

BUT THE DRAB AND UNAPPEALING SPACE IT FITS INTO IS NOT.

MUCH OF THE DASH REAL ESTATE GOES UNUSED.

THERE IS NOTHING FOR THE PASSENGER TO LOOK AT EXCEPT LOTS OF PEBBLED PLASTIC AND A BIG AIRBAG LOGO.

THE XE REALLY NEEDS SOME EXTRA TRIM TO BRIGHTEN UP THE SPACE, AND REINFORCE ITS UPSCALE KINSHIP TO OTHER JAGUARS, AND FRANKLY, LOOK COMPETITIVE TO OTHER REAR-DRIVE EUROPEAN SPORT-LUXURY SEDANS.

NOW THAT THAT'S OUT OF THE WAY, WE'LL GET TO WHAT WE LOVE ABOUT THE XE; AND THERE'S PLENTY OF IT.

STARTING WITH WHAT'S UNDER THE HOOD.

HERE, ITS JAGUAR'S LOVELY 3.0 LITER SUPERCHARGED V6; BOASTING 340 HORSEPOWER AND 332 POUND-FEET OF TORQUE.

A 2.0 LITER DIESEL IS ALSO AVAILABLE.

BOTH ARE EQUIPPED WITH AN 8-SPEED AUTOMATIC TRANSMISSION, AND YOU CAN GET ALL-WHEEL DRIVE WITH BOTH.

A REAR-DRIVE ONLY, GASOLINE FED 2.0 LITER I4 MODEL IS OFFERED AS WELL.

AT THE TRACK, OUR REAR DRIVE V6 DID DO SOME BATTLE WITH WHEEL SPIN AT LAUNCH, BUT THEN GOT OFF TO A VERY NICE 4.9 SECOND 0-60.

POWER NEVER DEVIATES, WITH ENOUGH MIDRANGE TORQUE FOR DAYS, OR AT LEAST FOR A 13.5 SECOND QUARTER MILE AT 105 MILES PER HOUR.

LOVELY!

AUTOMATIC SHIFTS ARE QUICK AND SEAMLESS; ALL ACCOMPANIED BY A SUBTLE EXHAUST NOTE REMINISCENT OF...

BUT NOWHERE NEAR AS FIERCE AS, THE F-TYPE.

IT WAS EASY TO KEEP THE SPEED UP THROUGH OUR HANDLING COURSE.

IF WE DIDN'T ALREADY KNOW THAT STEERING WAS ELECTRIC, WE'D HAVE A HARD TIME GUESSING; VERY RESPONSIVE, IF DOWN ON TRUE ROAD FEEL.

DYNAMIC MODE TIGHTENS AND QUICKENS EVERYTHING UP, HELPING TO IMPROVE FEEL; THOUGH WE FOUND THROTTLE RESPONSE NOW TOUCHY, AND IT WAS EASY TO INITIATE TOO MUCH OVERSTEER.

A 112-FOOT AVERAGE STOPPING DISTANCE FROM 60, IS QUITE GOOD; AS WAS PEDAL FEEL AND OVERALL STABILITY.

ON PUBLIC ROADS, NEAR POSTED SPEEDS, THE XE DRIVES WONDERFULLY.

IT'S A HIGHLY CAPABLE BACK ROAD BLASTER, WITH A TREMENDOUSLY SMOOTH AND PLACID NATURE.

THE ZF-SOURCED 8-SPEED TRANSMISSION IS WELL-SORTED, AND ALSO WELL-MATCHED TO THIS V6; WE ONLY EXPERIENCED SOME OCCASION JERKINESS IN STOP-AND-GO TRAFFIC.

WITH EVERY SETTING AT ITS SPORTIEST, THE XE DOES A DECENT 3-SERIES IMPRESSION, BUT IT FEELS MORE AT HOME KEPT IN SOFTER SETTINGS.

COMPARED TO RIVALS SUCH AS THE 3-SERIES, C-CLASS, A4, AND ATS; THE XE IS FAR MORE GORGEOUS TO LOOK AT.

THE PROPORTIONS LOOK JUST RIGHT, THERE ARE ENOUGH CREASES AND ANGLES TO KEEP IT INTERESTING, AND THE COUPE-LIKE, THICK C-PILLAR PROFILE IS CERTAINLY CONSISTENT WITH THE SEGMENT.

SO, ANY COMPROMISE TO REAR VISIBILITY IS A CONCESSION WE CAN LIVE WITH.

LIKE MOST RECENT JAG'S, THERE ARE PLENTY OF STYLISH DETAILS THAT REMIND US OF THE NOW HALOED F-TYPE.

PLENTY OF TECH FEATURES ARE AVAILABLE TOO, AND YOU CAN ACTIVATE THE REAR CAMERA ALMOST ANY TIME, WHICH WE FEEL IS A BETTER SOLUTION THAN CADILLAC'S REARVIEW MIRROR CAM.

AND WHILE SOME MAY THINK WE WERE A BIT HARSH IN OUR EARLIER DESCRIPTION OF THE XE'S OVERALL INTERIOR ENVIRONMENT; WE HAVE ONLY PRAISE FOR JAG'S LATEST INCONTROL TOUCH SYSTEM THAT MANAGES IT.

IT'S LOGICAL, AND RESPONDS QUICKLY TO YOUR INPUTS.

A HUGE STEP UP!

A HOST OF ADVANCED SAFETY SYSTEMS ARE AVAILABLE FOR '17, INCLUDING AUTONOMOUS BRAKING, BUT OUR TESTER WASN'T SO EQUIPPED.

GOVERNMENT FUEL ECONOMY RATINGS FOR A V6 REAR DRIVER ARE 21-CITY, 30-HIGHWAY, AND 24-COMBINED.

OUR AVERAGE WAS A BETTER THAN EXPECTED 25.8 MILE PER PREMIUM GALLON.

THAT'S AN ENERGY IMPACT SCORE OF 13.7 BARRELS OF ANNUAL OIL CONSUMPTION WITH CO2 EMISSIONS OF 6.1 TONS.

XE PRICING STARTS VERY REASONABLY AT $35,895 FOR A TURBO-4 25T, AND THE V6 35T IS NOT OUT OF LINE EITHER, AT $42,695; WITH THE DIESEL FALLING IN BETWEEN THE TWO.

THE 2017 JAGUAR XE CONTINUES THE BRAND'S STREAK OF ALL-AROUND PERFORMANCE WINNERS.

PLUS, ON THE OUTSIDE, IT'S VERY EASY ON THE EYES.

BUT, IT'S GOING UP AGAINST A SEA OF EXCELLENT ALTERNATIVES WITH A LACKLUSTER INTERIOR THAT IS NO HELP.

STILL, AND VERY MUCH UNLIKE THE X-TYPE BEFORE IT, THERE'S A LOT TO LIKE, AND ADMIRE ABOUT THE XE, AND IT CLEARLY DESERVES TO BE PART OF ANY LUXO-SPORT SEDAN CONVERSATION.

* THE HISTORY OF THE AUTOMOBILE IS FULL OF BEAUTIFUL EXAMPLES OF ENGINEERING AND DESIGN.

BUT FOR ALL OF THE JAGUARS, ASTON MARTINS, AND FERRARIS THAT HAVE GRACED OUR ROADWAYS OVER THE YEARS, THERE ARE DOZENS OF LESSER KNOWN, BUT EQUALLY BEAUTIFUL EXAMPLES THAT ARE OFTEN OVERLOOKED BY EVEN THE MOST SWOONING CAR LOVERS.

WELL, OUR OWN ROGER MECCA HAS DISCOVERED ONE SUCH CAR AND SET OUT TO LEARN MORE ABOUT THIS ITALIAN SLEEPING BEAUTY.

Roger Mecca: THIS IS A 1972 ALFA ROMEO MONTREAL.

EVER HEARD OF IT?

WELL, DON'T BE TOO HARD ON YOURSELF IF THE ANSWER'S NO.

MOST CASUAL CAR FANS HAVE NEVER HEARD OF, LET ALONE SEEN THIS ITALIAN BEAUTY.

I FIRST SAW THE MONTREAL, A FEW YEARS AGO AT A CAR MUSEUM AND WHEN I DID, IT STOPPED ME DEAD IN MY TRACKS.

AND I THOUGHT, HOW CAN A CAR THAT'S BEEN AROUND SINCE 1967 AND LOOK THIS BEAUTIFUL, FLY UNDER THE RADAR FOR SUCH A LONG TIME.

BUT AS IT TURNS OUT IF YOU LOOK A LITTLE BIT, YOU'LL FIND PLENTY OF OTHER PEOPLE OUT THERE WHO LOVE IT JUST AS MUCH AS I DO.

Jack Rugh: IT'S A LITTLE BIT OF ALFA'S VERSION OF A MUSCLE CAR, AND I GREW UP AROUND MUSCLE CARS, AND THIS HAS A CERTAIN RESONANCE WITH THAT, THAT I JUST ENJOYED.

I WAS VISITING MY BROTHER ON THE WEST COAST, AND WE WENT TO THE ALFA CONVENTION IN PORTLAND OREGON, AND ON THE DISPLAY FIELD, THERE WERE ABOUT SIX MONTREAL'S LINED UP, AND THAT'S THE FIRST TIME I'D REALLY SEEN THEM, AND THEY JUST MADE QUITE AN IMPRESSION.

Roger: ALREADY A DEDICATED ALFA ROMEO FAN, JACK RUGH PURCHASED HIS MONTREAL IN 2000 AND IT REMAINS ONE OF LESS THAN 100 HERE IN THE U.S. BECAUSE EACH ONE WAS HANDMADE, FEWER THAN 4000 WERE EVER BUILT IN ITS SEVEN-YEAR PRODUCTION RUN AND DESPITE THE NAME, NONE WERE EVER FORMALLY SOLD ANYWHERE IN NORTH AMERICA BECAUSE OF EMISSIONS STANDARDS.

SO HOW DID AN ITALIAN SPORTS CAR, NEVER EVEN SOLD IN CANADA, BECOME KNOWN AS THE MONTREAL?

Jack: WELL, IT WAS THE MONTREAL WORLD'S FAIR IN MONTREAL CANADA IN 1967.

THE WORLD'S FAIR COMMISSIONED ALFA ROMEO TO DESIGN A CAR THAT REPRESENTED THE FUTURE OF THE AUTOMOBILE.

BUT THE CARS WERE A BIG HIT AT THE WORLD'S FAIR AND ALFA DECIDED TO PUT THEM INTO PRODUCTION.

Roger: IT'S NO SURPRISE IT WAS SUCH A BIG HIT WHEN YOU CONSIDER WHO DESIGNED IT: MARCELLO GANDINI.

THE SAME ITALIAN GENIUS WHO GAVE US THE LAMBORGHINI COUNTACH AND MUIRA, THE LANCIA STRATOS, FERRARI 308, AND TWO EDITIONS OF THE MASERATI QUOTTROPORTTE TO NAME JUST A FEW.

THOUGH JUST 28 AT THE TIME OF THE MONTREAL'S COMMISSION, IT ONLY TOOK HIM NINE MONTHS TO CREATE IT FROM SCRATCH.

TODAY, IT TAKES AT LEAST TWO YEARS FOR AN AUTOMAKER TO EVEN PRODUCE A PROTOTYPE.

BUT, AS BEAUTIFUL AS THIS CAR IS, AND IT IS GORGEOUS, SPORTS CARS ARE MEANT TO BE DRIVEN.

AND IN THAT REGARD, THE MONTREAL DOES NOT DISAPPOINT.

WHEN NEW, IT PUSHED OUT AROUND 230 HORSEPOWER FROM A 2.6 LITER V8 AND COULD REACH 60 IN A LITTLE OVER 7.0 SECONDS, ALL THE WAY TO A TOP SPEED OF ABOUT 140 MPH.

I KNOW, I KNOW, NOT EXACTLY JAW DROPPING AND COMPARED TO A MODERN SPORTS CAR, IT'S ANYTHING BUT A ROAD RIPPING RACER.

BUT WHEN STACKED UP AGAINST THE CLASSICS OF THE '70s, THE MONTREAL IS AS FUN TO DRIVE AS IT IS STUNNING TO LOOK AT.

IT'S GOT A HUGE TORQUE BAND AND I'VE GOT POWER ANYTIME I WANT, ALL THE WAY UP TO THE 6500 RPM WHERE IT REDLINES.

AND THE HANDLING!

I CAN NOT TELL YOU HOW GREAT THIS CAR HANDLES, I AM SO BLOWN AWAY AT HOW NICE IT IS.

AND REGARDLESS OF THE MONTREAL'S BIRTH DATE, THE SOUND COMING FROM THAT ITALIAN BRED V8 IS JUST AS MAGNIFICENT AS ANYTHING ON THE ROAD TODAY.

IT ALL ADDS UP TO AN EXPERIENCE THAT GOES SO FAR BEYOND THE USUAL MUST HAVE REQUIREMENTS THAT A SPORTS CAR NEEDS TO BE CALLED GREAT.

WHICH BRINGS ME TO AN IMPORTANT POINT.

WE GET SO CAUGHT UP IN THINGS LIKE HORSEPOWER, ZERO TO 60 TIMES, OR HOW FAST A CAR GOES AROUND SOME OLD GERMAN RACE TRACK.

BUT WHAT WE REALLY WANT IS STYLE, AND PERSONA.

AND THE PRESENCE TO MAKE SOMEONE WHO DOESN'T EVEN LIKE CARS TO TAKE ONE LOOK AND JUST GO, WOW!

AND WITH A NEW SUPER CAR COMING OUT SEEMINGLY EVERY MONTH, IMPRESSING CAR AFICIONADOS GETS HARDER AND HARDER.

SO, INSTEAD OF LOOKING TO THE FUTURE FOR THE NEXT BIG THING THAT'LL KNOCK US OFF OUR FEET, WHAT WE REALLY NEED TO DO IS TAKE A GLIMPSE INTO THE PAST, BECAUSE YOU NEVER KNOW WHAT KIND OF CLASSIC TREASURE YOU MIGHT FIND!

John: MAINTAINING YOUR CAR CAN GET EXPENSIVE.

AND IT'S TEMPTING TO LOOK FOR WAYS TO TRIM THE BILL.

WELL, THIS WEEK PAT GOSS TELLS US ABOUT ONE MONEY SAVING OPTION THAT COULD END UP COSTING YOU MUCH MORE IN THE LONG RUN.

Pat Goss: THE SINGLE MOST EXPENSIVE PART OF ANY AUTOMOBILE IS TYPICALLY GOING TO BE THE ENGINE.

YET, WITH ALL OF THAT EXPENSE INVOLVED, PEOPLE STILL TRY TO GET AWAY WITH THE CHEAPEST THAT THEY CAN AS FAR AS MAINTAINING IT.

OIL FILTERS ARE A GOOD EXAMPLE.

WHY WOULD YOU BUY AN EXPENSIVE OIL FILTER TO PROTECT THAT EXPENSIVE ENGINE?

OR AT LEAST THAT SEEMS TO BE THE MENTAL ATTITUDE OF A LOT OF PEOPLE.

WELL, YOU SHOULD.

YOU SHOULD BUY A GOOD QUALITY FILTER.

IF THERE ARE QUESTIONS BUY THE FILTER FROM THE DEALER USE THE ONE THAT CAME WITH THE CAR.

NOW, THAT $2.00 FILTER THAT YOU BUY, IT MAY NOT HAVE ALL OF THE PROTECTION YOUR ENGINE NEEDS.

IT MAY NOT HAVE THE RIGHT FILTER, THE PAPER INSIDE IT.

IT MAY NOT HAVE ENOUGH OF IT.

THE CONSTRUCTION OF IT MAY BE INEXPENSIVE.

AND HERE IS THE BIG THING.

MOST FILTERS THESE DAYS HAVE CHECK VALVES IN THEM, AND THE PRIMARY ONE IS AN ANTI-DRAIN BACK VALVE.

THAT ANTI-DRAIN BACK VALVE PREVENTS THE OIL FROM BEING SIPHONED OUT OF THE FILTER WHEN THE ENGINE IS SHUT OFF.

NOW, WHEN THAT HAPPENS THE CAR, THE ENGINE STARTS WITH NO OIL, BECAUSE THE OIL PUMP HAS TO FILL THE FILTER, THEN THE OIL CIRCULATES TO THE MOVING PARTS OF THE ENGINE AND THAT CAN ADD YEARS OF DAMAGE IN JUST A SINGLE START.

SO, YOU WANT TO MAKE SURE THAT THE FILTER YOU USE IS QUALITY.

PAY A COUPLE BUCKS MORE.

AND IF THERE'S ANY QUESTION, BUY IT FROM THE DEALER.

NOW, ONE OF THE THINGS THAT YOU'RE GOING TO NOTICE IF YOU DO YOUR OWN WORK, OUR OLD TRIED AND TRUE FILTER LIKE THIS ARE GOING AWAY IN FAVOR OF THESE.

THIS IS THE NEW TYPE OF FILTER.

ALL THAT YOU REPLACE IS THE INTERNALS OF IT.

AND THE THING THAT YOU'LL FIND REALLY QUICKLY, IS THAT, THIS RIGHT HERE, THE NUT, OR WHATEVER TYPE DEVICE IS USED TO UNSCREW THIS CAP, YOU'D BETTER HAVE THE RIGHT TOOL OR YOU WILL SCREW UP THE CAP.

ALSO, MAKE SURE THAT YOUR REPLACEMENT FILTER COMES WITH ALL OF THE APPROPRIATE O-RINGS, SEALS, AND GASKETS.

ALRIGHT NOW, OVER HERE WE CAN SEE A TYPICAL ENGINE, OIL FILTER, OIL PUMP.

OIL PUMP PUMPS THE OIL UP THROUGH THE OIL FILTER AND OUT TO THE ENGINE, THAT'S THE WAY THIS SYSTEM WORKS.

BUT NOW, IF YOU'RE GOING TO DO YOUR OWN OIL CHANGE, YOU MAY HAVE TO REMOVE A PIECE OF PLASTIC FROM UNDERNEATH THE CAR, SOMETHING LIKE THIS.

TWO THINGS WITH THAT, DON'T THROW IT AWAY, IT'S THERE FOR A REASON.

IT CAN AFFECT THE OPERATING TEMPERATURE OF THE ENGINE, AND IT CAN HAVE A HUGE EFFECT ON FUEL ECONOMY ON SOME CARS, SO BE CAREFUL ABOUT DOING THAT.

ALSO, WHEN YOU PUT IT BACK ON DON'T OVER TIGHTEN IT.

DON'T USE AN IMPACT TOOL ON IT BECAUSE YOU'LL DAMAGE THE FASTENERS AND IT WILL FALL OFF.

AND IF YOU HAVE A QUESTION OR A COMMENT HOW ABOUT DROPPING ME A LINE RIGHT HERE AT MOTORWEEK .

John: THE ROAD OF LIFE HAS MANY TWISTS AND TURNS.

AND WE HAVE JUST THE RIGHT RIDE IN THIS WEEK'S QUICKSPIN.

THE VOLKSWAGEN GOLF HAS ALWAYS BEEN A FAVORITE, IN VIRTUALLY ALL OF ITS MANY ITERATIONS.

AND THIS TALLER 2017 GOLF ALLTRACK GIVES US MORE REASONS TO FEEL THAT WAY.

THE ALLTRACK IS BASED ON THE GOLF SPORTWAGEN, THE 2015 REDESIGN OF THE JETTA SPORTWAGEN.

LIKE THE GOLF, ALLTRACK POWER RATES 170 HORSES.

BUT THE ALLTRACK RIDES A LITTLE HIGHER, GOOD FOR SNOW AND MODEST OFF PAVEMENT EXCURSIONS.

Lauren Morrison: THERE ARE A COUPLE OF DRIVE MODES ON THE ALLTRACK, ONE OF THEM BEING OFF ROAD.

VOLKSWAGEN SET UP THIS COURSE FOR US TO GIVE US A TASTE OF WHAT IT'S LIKE BEHIND THE WHEEL ON AN OFF ROAD COURSE AND LET ME TELL YOU, I FEEL REALLY CONFIDENT IN THIS DRIVE MODE.

I DON'T FEEL LIKE I'M GOING TO GET STUCK AND I CAN MAKE IT THROUGH EVERYTHING.

John: FROM THE FRONT THE ALLTRACK IS MORE COMMANDING THAN THE SPORTWAGEN, WITH A REDESIGNED FASCIA.

THE HEADLIGHTS ARE HALOGEN, UNLESS YOU GO FOR THE TOP TRIM, WHICH COMES WITH BI-XENON.

EVERYONE SEES LED'S DURING THE DAY.

BLACK AND ALUMINUM HUES DRAPE ALONG THE BOTTOM OF THE ALLTRACK... BEGINNING UNDER THE FRONT BUMPER... OVER THE WHEEL ARCHES... DOWN THE BODY CLADDING... AND WRAPPING AROUND THE REAR BUMPER... MATTED SILVER ACCENTS SHOW UP ON THE ROOF RAILS... SIDE MIRRORS... AND EXHAUST OUTLETS...

INSIDE, THE ALLTRACK IS CLEARLY A GOLF, WITH ONLY A FEW MINOR DIFFERENCES BETWEEN IT AND THE SPORTWAGEN... LIKE A BLACK HEADLINER, V-TEX LEATHERETTE SEATING SURFACES, AND ALUMINUM-LOOK PEDALS.

THE 2017 VOLKSWAGEN ALLTRACK IS ON SALE NOW, WITH PRICES STARTING AT JUST UNDER $27,000.

THE INFINITI Q60 COUPE CAPTURED OUR ATTENTION AS FAR BACK AS WHEN IT FIRST BEGAN AS A G-SERIES FOR 2003.

THE ALL-NEW 2017 INFINITI Q60 GIVES US SEEMINGLY UNLIMITED REASONS TO LIKE THIS SPORT COUPE MORE.

JAPANESE ARTISANS CRAFTED A MORE MENACING LOOK THAN ITS COUNTERPART Q50 SEDAN... WITH HEADLIGHTS INSPIRED BY A SQUINTING HUMAN EYE.

THEY ALSO OPENED UP THE GRILLE, MAKING THE DOUBLE-ARCH DESIGN MORE PROMINENT.

AIR DUCTS IN THE FRONT FENDERS ARE NEW, AS ARE THE CRESCENT CUT C-PILLARS.

AROUND BACK THE TAILLIGHTS ALSO GET A SLEEK MAKEOVER.

ALL CLEARLY MORE AERODYNAMIC WITH THE COEFFICIENT OF DRAG DROPPING FROM 0.31 TO A BREEZY 0.28.

ENGINES COVER A WIDE SPECTRUM.

THERE'S THE 2.0 LITER TURBO-CHARGED 4 CYLINDER PACKING 208 HORSEPOWER.

OR YOU CAN ELECT ONE OF A PAIR OF NEW V6s... WITH 300, OR GO FOR 400 HORSEPOWER IN RED SPORT FOUR DOUBLE-ZERO TRIM AND A 0-60 OF UNDER FIVE SECONDS.

IT SHOULD BE PRETTY OBVIOUS WHICH ONE WE WENT FOR... Ben Davis: I'M IN THE RED SPORT EDITION RIGHT NOW WHICH HAS THE 400 HORSEPOWER VERSION OF THE VR30 DDTT WITH 350 POUND FEET OF TORQUE.

WHAT I LIKE ABOUT IT IS THAT IT LIKES TO HOVER RIGHT AT THE 2000 RPM RANGE WHEN YOU'RE JUST CASUALLY CRUISING.

CLICK IT IN SPORT MODE AND THERE'S A LOT OF BOOST UNDER PEDAL... SUPER CRISP ACCELERATION...VERY FIRM THROTTLE RESPONSE STEERING IS NICE AND HEAVY AT CENTER.

John: THE DYNAMIC DIGITAL SUSPENSION IS DRIVER SELECTABLE, AND WE THINK THE Q60 RIDES FIRMER OVERALL THAN A COMPARABLE Q50 SEDAN.

BOTH SHARE A CABIN WITH AN ALMOST PURE LUXURY LOOK AND FEEL.

THE UPGRADED SEATS ALSO PROVIDE YOUR SPINE MORE SUPPORT.

THE CENTER STACK ALSO SPORTS TWO SCREENS FOR REDUCE CONTROL CLUTTER.

THIS 3RD GENERATION LUXURY-SPORT COUPE REALLY INSPIRED US TO GO FOR A JOY DRIVE.

AVAILABLE IN REAR AND ALL-WHEEL DRIVE, THE 2017 INFINITI Q60 IS IN DEALERS NOW, STARTING UNDER $39,000.

AND WE'LL HAVE MORE QUICKSPIN'S SOON!

WE LOOK FORWARD TO THE DAY WHEN WE'LL NO LONGER BE SCRATCHING OUR HEADS, GUESSING WHICH NEW MERCEDES-BENZ SUV IS WHAT.

BY THEN, WE'LL HOPEFULLY HAVE THE FULL GL LINEUP DOWN PAT.

BUT RIGHT NOW, IT'S TIME TO FIGURE OUT WHAT NICHE THE GLS FITS AMONG MERCEDES' EVER EXPANDING SUV PORTFOLIO.

HERE'S A HINT, IT'S A BIG ONE.

* WHAT WAS THE GL, IS NOW THE 2017 MERCEDES-BENZ GLS, THE LARGEST CROSSOVER IN THEIR LINEUP.

AND IT GETS A MID-CYCLE MAKEOVER TO GO ALONG WITH THE NEW NAME.

THE STRUCTURE IS OF COURSE LARGELY THE SAME, BUT ALL BODY PANELS AND PLASTICS IN FRONT OF THE A-PILLARS ARE NEW.

IT STILL LOOKS BIG AND BOXY, NOT AS MODERN AS SOME OTHER LUXURY CROSSOVER OFFERINGS, BUT CLEARLY UPSCALE WITH ITS NOSTALGIC, TALL WAGON SHAPE.

AUTONOMOUS BRAKING IS STANDARD, AND WORKS IN A VERY CIVILIZED MANNER.

BUT YOU CAN ADD A HOST OF OTHER SAFETY AND DRIVING AIDS, AND TO BE HONEST THEY REACH A NEW LEVEL OF INTRUSIVENESS.

WE APPRECIATE THE HELP, BUT MOST OF THE LANE KEEP GUIDANCE AND COLLISION WARNINGS ARE SO ANNOYING, WE ENDED UP TURNING THEM OFF.

DESPITE OVER 5,000 POUNDS OF BULK, THE GLS FEELS ALMOST NIMBLE; MORE MID-SIZE SEDAN THAN BEHEMOTH.

THOUGH IT IS A PERFECT EXAMPLE OF BETTER LIVING THROUGH TECHNOLOGY, AS IT'S ALL JUST AN ILLUSION AIDED BY A REVISED AIRMATIC AIR SUSPENSION WITH A HOST OF ONES AND ZEROS CONSTANTLY TRAVERSING ALL CORNERS.

A MULTITUDE OF DRIVING MODES ARE AVAILABLE, INCLUDING OFF-ROAD+, IF YOU ADD THE OFF-ROAD ENGINEERING PACKAGE.

AND OF COURSE, TRACTION CONTROL IS ALWAYS READY TO INTERVENE WHEN YOU NEED IT.

A 362 HORSEPOWER TURBO-V6 IS MORE THAN CAPABLE, BUT THIS V8 POWERED 550 UPS POWER TO OVERKILL LEVELS IN AN ABSOLUTELY TERRIFIC WAY.

THE 4.7 LITER TWIN-TURBO OUTPUTS 449 HORSEPOWER AND 516 POUND-FEET OF TORQUE.

A DIESEL IS ALSO OFFERED FOR THE FRUGAL-MINDED, AND OF COURSE AMG MAKES AN OBSCENE 577 HORSEPOWER VERSION FOR THE FEW.

A 9-SPEED AUTOMATIC TRANSMISSION IS NEW FOR '17; WHILE 4MATIC ALL-WHEEL DRIVE REMAINS STANDARD.

AND ALL GLS MODELS ARE NOW RATED TO TOW 7,500 POUNDS.

GOVERNMENT FUEL ECONOMY RATINGS FOR THE GLS550 ARE 14-CITY, 18-HIGHWAY, AND 16-COMBINED; WITH OUR AVERAGE CERTAINLY NOT STELLAR AT 17.3 MILES PER GALLON ON PREMIUM.

BUT YOU'LL FORGET ALL ABOUT THAT WHEN YOU MASH THE GAS AND LEAVE THE COMMONERS BEHIND ON YOUR WAY TO 60 IN 5.7 SECONDS.

SHIFTS ARE FAST AND SMOOTH, AND DIDN'T SEEM TO SLOW THINGS DOWN AT ALL; ON OUR WAY TO A 14.2 SECOND QUARTER MILE AT 98 MILES PER HOUR.

WHEN IT COMES TO TRACK HANDLING, THE GLS FELT ABOUT AS SLOW AND HEAVY AS WE EXPECTED; WITH LOTS OF ELECTRONIC INTERVENTION.

PUTTING AIRMATIC SUSPENSION IN ITS FIRMEST SETTING KEEPS ROLL FROM FEELING EXCESSIVE, BUT YOU ALSO FEEL VERY DISCONNECTED.

SURPRISINGLY, THERE IS SOME OF THE BEST STEERING FEEL YOU'LL FIND IN A BIG UTE, BUT OVERALL THE GLS IS NOWHERE NEARLY AS SPORTY MINDED AS AUDI'S Q7.

NOW, AS FOR COMFORT ON THE WAY TO-AND-FROM THE TRACK, THE GLS HAD US GLIDING DOWN THE HIGHWAY EFFORTLESSLY.

IT DID FEEL A LITTLE FLOATIER THAN EXPECTED AT POSTED SPEEDS, BUT LEAVING IT IN SPORT MODE HELPS, AS THAT FEELS TO US WHERE NORMAL SHOULD BE.

REGARDLESS OF MODE, THINGS ARE EXTREMELY QUIET INSIDE, GIVING YOU AND YOUR PASSENGERS THE ROYAL TREATMENT.

WHICH OF COURSE, IS WHAT MERCEDES-BENZ'S, ESPECIALLY THE PRICIER ONES, ARE ALL ABOUT.

THE GLS INTERIOR IS LUXURIOUS TO THE HILT, WITH MATERIALS THAT ARE INCREDIBLE; ALL-IN-ALL OPULENT, THOUGH NOT PERFECT, AS FIT-AND-FINISH DIDN'T QUITE SEEM ON PAR WITH THEIR BEST SEDANS.

A LARGE PANORAMA SUNROOF IS OPTIONAL, BUT EVEN WITH THE TRANSLUCENT COVER IN PLACE, IT SEEMED TO LET IN A LOT OF HEAT ON SUNNY DAYS.

THERE ARE SOME MODEST INTERIOR UPGRADES FOR '17; THE RADIO AND INFOTAINMENT INTERFACES ARE IMPROVED, AND WE LIKE TO SEE PLENTY OF NICE, BIG BUTTONS; SO YOU'RE NOT FORCED TO USE THE COMAND CONTROLLER FOR ALL FUNCTIONS.

THOUGH THAT COMAND CONTROLLER ADDS NEW TOUCH AND SWIPE FUNCTIONALITY AS WELL.

ALL SWITCHGEAR WORKED NICELY, AND IT'S A VERY PLEASANT, STRESS FREE ENVIRONMENT.

SEVEN PASSENGER SEATING IS STANDARD, WITH THE FRONTS OFFERING EXTREME LEVELS OF COMFORT.

THE 2ND ROW IS NOT AS ROOMY FEELING AS FULL-SIZE AMERICAN UTE'S, BUT ACCESS TO THE 3RD ROW IS QUITE EASY.

PRICING IS ABOUT WHAT YOU EXPECT FOR A 7-SEAT LUXURY UTE THESE DAYS, STARTING WITH THE DIESEL AT $67,975, BUT YOU'LL FEEL LIKE AT LEAST A MILLION BUCKS.

THE 550 STARTS AT A LOFTY $94,775, BUT THAT'S STILL CHEAPER THAN THE G-WAGEN WHICH STARTS AT OVER $120,000.

WHILE, MOST BIG LUXO-UTE'S ARE LARGELY THE SAME THESE DAYS, THE 2017 MERCEDES-BENZ GLS550 EASILY RISES ABOVE EVEN ITS RARIFIED NICHE.

IT HAS COPIOUS CAPABILITIES AND TRULY SPECTACULAR RIDE QUALITY.

ALL THAT YOU MIGHT EXPECT.

BUT NOW, WITH THAT ADDED S, THE GLS IS MORE SPECIAL THAN EVER.

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 TEST THE NEW NISSAN SENTRA SEDAN... AND THEN, GRAB THE KEYS TO A PAIR OF PORSCHES.

UNTIL THEN, 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... TIRERACK WANTS YOU TO BE SMART WITH YOUR CAR.

Man: "YO DANNY, MY MAN!

HA, HA, HA."

Announcer: THEY CAN HELP YOU CHOOSE THE RIGHT TIRES FOR YOUR VEHICLE AND HAVE THEM SHIPPED TO A LOCAL INSTALLER.

TIRERACK.COM.

* Announcer: THIS PROGRAM WAS PRODUCED BY MARYLAND PUBLIC TELEVISION, WHICH IS SOLELY RESPONSIBLE FOR ITS CONTENT.

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