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

We're starting with a refresher course on the Hyundai Tucson Hybrid... Then, we'll freshen up our own rides with mobile tire installation... We'll put two fresh tires to pavement for a Honda Gold Wing anniversary... Then, big and fresh with the Infiniti QX80...

So, come drive with us, next!

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whether it's... JOHN: When we last checked in with the Hyundai Tucson compact crossover, it was kicking off an all-new 4th generation.

Well, that was just 3.0 years ago, and already we're circling back as Hyundai has just applied a multitude of updates to the '25 model year Tucson.

So, let's see what that means for Hyundai's bestseller.

♪ ♪ Much like the desert town of Tucson, Arizona, played a central role in the American Wild West, the Hyundai Tucson is a crucial character for the Hyundai brand, occupying territory in the ever-expanding frontier of small SUV sales.

Hyundai long ago staked its claim by delivering more for less, and it's inside the new Tucson where you'll see the biggest changes.

Starting with the pleasant mix of materials, comfortable seating, and airy feel thanks to the available panoramic sunroof, Hyundai has also totally revamped the dash and center console.

Instead of being segmented and curvy, the new dash design is horizontal and open, with the 12.3 inch digital instrument cluster and 12.3 inch infotainment touchscreen combined into a single housing that stretches most of the way across the dash.

While, the look is clearly high-tech, we're actually more thankful for the low-tech updates that include bringing back some actual knobs and buttons.

Getting other small details right includes a head-up display and active driving aids that are more helpful than distracting, and some great sounding audio from the available Bose system.

That revamped center console is slimmed down with more of a floating design, enhancing and opening up storage space.

The annoying push-button transmission controls are also gone; shifting duties now taking place with a mini steering wheel stalk.

As before, there are a wide variety of powertrain options; from a 187 horsepower naturally-aspirated 2.5 liter I4 to a 268 horsepower plug-in hybrid.

Our Limited trimmed Hybrid falls in between, outputting a combined 231 horsepower and 271 pound-feet of torque.

That's a slight bump over last year due to a stronger electric motor.

Hyundai is one of the few brands that uses turbo power on the engine side of their hybrid setup, a 1.6 liter turbo-4, and it also is one of the only ones with a true 6-speed automatic transmission instead of a CVT.

Also, the Tucson's HTRAC all-wheel-drive setup, which is standard on hybrids, is fully mechanical, so gas mileage is not quite as high as competitors that work with rear wheel electric motors.

Government Fuel Economy Ratings are 35 across the board for city, highway, and combined; though we averaged just 33.0 miles per gallon of Regular.

Still, that's a much better than average Energy Impact Score, with consumption of 8.5 Barrels of Oil Annually and 4.2 Tons of CO2 Emissions.

An ultra-efficient Blue Hybrid model with less content, smaller wheels, and some aero tweaks does better at 38 mpgs.

Our Limited's other numbers were pretty favorable at our Mason Dixon test track, too.

The Hybrid felt surprisingly peppy off the line, with lots of grip and a quick bolt to 60 in 6.8 seconds.

That's 2.0 seconds quicker than we got in the base Tucson 3.0 years ago.

Smooth and linear power delivery kept it feeling fast the whole way down the track, with quick and easy shifting in the 6-speed automatic.

All told, it was a smooth and steady 15.1 second trip to the end of the quarter-mile, finishing at 93 miles per hour.

It proved to be quite nimble in our handling course, too, with virtually no body roll and very neutral behavior.

Steering was plenty responsive and traction control intervention minimal.

In panic braking runs, the soft pedal kept ABS pulsing to a minimum and initiated stable and fade free stops of a short 104 feet from 60.

(SUV whooshing by) Updates for the exterior include new grille, fascias, and wheels; with the unique "through the grille" lighting setup looking like a high-tech set of 6-pack abs.

Threw in the chiseled body lines and our tester's Titan Gray paint, and it appears like there's a little bit of Batman cosplay going on.

Even with the Limited's 19 inch wheels, ride quality is quite good, something that Hyundai made a priority when this gen launched for 2022.

Tucson pricing starts with a front-wheel-drive SE at $30,155; Hybrids start with Blue trim for $34,915, with our Limited Hybrid starting at $42,745.

There's much to like about the 2025 Hyundai Tucson, it has a great ride, packs a lot of easy-to-use tech, looks cool, and offers plenty of comfort and flexibility; plus, the Hybrid not only delivers elevated fuel economy, but brings a healthy dose of sporty performance along with it.

All things that will keep the Tucson's reputation growing throughout the Ute-buying territory.

♪ ♪ JOHN: It's 1975, and Honda introduced a motorcycle that would change the two wheelin' world forever.

It was the Gold Wing, and over the last 50 years, countless Americans have been wing-dinging their way accros this great country in comfort and style.

Now, that's something worth celebrating.

♪ ♪ BRIAN ROBINSON: It's time for the Honda Gold Wing to have its Golden Anniversary.

And there's no better way to celebrate than hitting the road.

That's exactly what the Gold Wing has been about for these last 50 years, getting people off their living room couch and getting them on this mobile couch to explore America.

A lot has changed since 1975, as while it wasn't originally intended to be a long-distance touring machine, buyers quickly started doing just that.

Honda noticed and 5.0 years later debuted the Gold Wing Interstate with a full set of luggage and big wind-blocking fairing, establishing the formula that exists today, well into the Gold Wing's 6th generation.

Much like the 40th Anniversary model we rode last decade, it primarily comes down to special badging and paint jobs, though buyers will also get a coffee-table book celebrating 50 years of the Gold Wing along with a scale model.

This livery is Eternal Gold, bursting with 1980s goodness: one of three, 50th Anniversary options along with Bordeaux Red Metallic and Matte Black Metallic.

For me, it was just an excuse to get more seat time in this big boy bagger, which is way more fun to ride than any cruiser-based touring motorcycle.

If you know, you know.

Honda has made some changes since this gen kicked off for 2018, including improved smartphone integration, while updating the lighting, and upgrading the audio.

The most popular update, however, was increasing the storage space in the top trunk by 22 percent, while improving the angle and padding of the passenger backrest at the same time.

'25 sees both Apple CarPlay and Android Auto connectivity go wireless, though they would have earned a few more nostalgia points on my scoresheet, if they had brought back a tape deck.

Of course, models with the top trunk are officially now called the "Gold Wing Tour," with the trunkless bagger version the standard Gold Wing.

Making it all happen is a horizontally opposed engine, mounted as low as possible in the chassis.

It has grown from the original 999cc 4-cylinder, adding two cylinders in 1988, and elevating to its current 1,833ccs in 2018, putting around 100 horsepower to the wheel.

That same year, Honda debuted a new 7-speed dual-clutch transmission, which remains an option over the standard 6-speed manual.

Once, you experience the DCT, you'll become a believer.

I wouldn't want it on every motorcycle, but it's completely consistent with the stress-free cruising nature of the Gold Wing.

Fiftieth Anniversary Gold Wings start at $25,200 and $29,200 for the Tour.

If you're not into nostalgia, you can still get a standard Gold Wing Tour for $28,700.

But no matter which 2025 Honda Gold Wing you choose, you'll get a touring machine that has been honed to razor sharp precision with 50 years of development.

You don't have to journey across the entire country to enjoy riding a Gold Wing, but you'll sure want to.

♪ ♪ JOHN: If we ranked "Must Reads" by weight, we'd have a new winner, as there's almost 12 pounds of information here on America's first post-war sports car.

It's "Nash-Healey: A Grand Alliance" by John Nikas with Herve Chevalier.

Maybe you think you don't need two volumes, 800 pages and 1,100 images to tell the story of Donald Healey's high-performance partnership with Nash Motors; but, if you're a fan of automotive history, you'll be glad to take it all in.

And when you do, you'll know more about Nash-Healey roadsters and coupes, and the man behind them, than just about anyone else.

Is it time to replace your worn-out tires?

You know, you should, but it's hard to find the time.

Still, it's much better to be safe than sorry, so what about having the tire shop come to you?

Well, Logan McCombs shows us the process in action on MotorWeek's "Your Drive."

♪ ♪ LOGAN MCCOMBS: These days, you can order anything online and have it show up at your door with just the push of a button, whether that be dinner, groceries, or pet supplies.

And for drivers, an increasingly popular service is mobile tire installation.

Let's see how it works.

You may choose to visit your local tire shop or members-only shopping warehouse for your next tire purchase; but we've found the best tire shopping experience to be online, at a dedicated tire site that allows you not only to read reviews from thousands of previous customers, but also offers expert opinions and rankings from their own independent tire testing.

This helps you pick the right tire for your vehicle and your priorities: Handling, wet traction, ride quality, fuel economy, off-roading or maybe winter driving.

Mobile tire installation is offered in many parts of the country and was available for our order, so we decided to try it out.

The time and place we chose for our service call was scheduled as part of the purchase process.

After our order was placed, a ticket was created and assigned to the nearest warehouse, in this case, New Castle, Delaware.

This facility houses tens of thousands of tires at any given time in seemingly endless rows and racks.

Tires are picked, packed, and shipped from here to individual customers, shops and installers up and down the East Coast.

Our Baltimore-based mobile tire installer picks up our new tires at the warehouse and brought them to the installation location.

Our technician arrived on time and got right to work.

His van was fully equipped for the job, with floor jacks, a tire mounting machine, valve stems and new tire pressure sensors, as well as compressed air and even a safety cage for inflating the new tires.

Swapping, mounting, and balancing four tires on-site typically takes about an hour.

The cost for this service varies by region and supplier, and ours was comparable to having a local shop do the work, with a fair surcharge for having them come to us.

We think it's well worth the price just for the convenience of not having to take your car somewhere else and drop it off or wait while the work is getting done.

(clicking sound of wrench tightening lug nuts) Mobile tire installation is a convenient and cost-effective solution for most vehicles.

If you have a question or comment, reach out to us, right here, at MotorWeek .

JOHN: From revived to redesigned, we're always ready for another QuickSpin!

♪ ♪ JESSICA RAY: We're seeing more and more automakers fill in the gaps in their lineups with electrification, like adding a hybrid twist to a legacy model.

Subaru has done just that with the 2025 Forester Hybrid, and they've done it in a way that doesn't sacrifice any of the original's strengths.

First, the powertrain is still all-wheel-drive, spurred by a familiar 2.5 liter boxer-4 paired with Subaru's next-generation hybrid system and a Lineartronic CVT; and while its 194 horsepower output is appreciated, more so are its fuel economy figures.

We're talking 35 mpgs combined, with 8.0 hours of California drive time getting us closer to 37.

BEN DAVIS: What I like the most, and I think what most loyal Forester buyers are going to like the most about this hybrid is that there's no compromise over the, uh, regular gasoline version Forester, especially in regards to fuel tank size.

It's the same 16.6 gallon tank, and in the Hybrid, where you're getting a mixed 35 miles to the gallon, that equals a 581 mile range.

You do have to give up a spare tire for that, but it's a small price to pay, I guess.

JESSICA: Some light off-roading further showcased the Hybrid's capabilities, exactly what we'd expect from a Forester.

The exterior is nearly identical to the gas-only model, except for wearing the appropriate "hybrid" badging.

Inside, a 12.3 inch gauge cluster and 11.6 inch tablet-style touchscreen come standard.

If you're at all familiar with the current Forester, this interior will look very familiar.

And pricing for the 2025 Subaru Forester Hybrid is, fortunately, in familiar territory, too, starting around $35,000, about 5-grand more than the Base gas model.

GREG CARLOSS: The Porsche 911's trim structure has a niche for just about every buyer.

For instance, a refreshed Carrera S has arrived along with 2025's 992.2 update.

So, we headed to Southern California for a First Drive of both the Coupe and the Cabriolet.

Its twin-turbocharged, rear-mounted flat-6 may share an entry-Carrera displacement of 3.0 liters, but 473 horsepower is an 85 horsepower bump over the base Carrera and 30 horsepower for the S. The S's 390 pound-feet remains, its torque curve staying strong as you roll the digital needle out to 7,500 rpms, shifting with the precision of Porsche's 8-speed PDK.

Yes, the 2025 Carrera S receives the digital gauge cluster and push button start we've commented on before.

Love it or not, there's no denying it's keeping up with the times.

Meanwhile, the optional Sport Chrono package keeps time literally.

Porsche Torque Vectoring Plus and the Sport Exhaust System is standard; so is Porsche Active Suspension Management, though PASM Sport, which drops the car 10 millimeters, is optional, as is real axle steering.

And, if you're worried about losing some performance by going with the drop-top, don't be.

ALEXANDER KELLUM: I mean, if you look on paper, the main difference is- you'll see on the spec sheets- the cab is about 200 pounds heavier; and the 0 to 60 times, I think it's two-tenths of a second slower.

Um...to just kind of be blunt about it, uh, anyone who buys this and then drives it, you know, every day or on the weekends or through the canyons like this, you're probably not really going to notice that.

GREG: The 2025 Porsche 911 Carrera S is everything we loved about the base model, just kicked up a notch.

And that does unfortunately include the price, starting under $150,000.

And we'll have more QuickSpins...soon!

JOHN: This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan's truck-based Armada utility.

Well, that was in the early 2000s when the luxury SUV craze was exploding.

Now, with this new QX80, Infiniti is promising to "reimagine the luxury SUV."

♪ ♪ Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished.

There's an overall feeling of extravagance here that we haven't experienced from Infiniti in quite some time.

It's not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there's also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage.

Forward of that is a dual touchscreen setup; the top 14.3 inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there's a 9.0 inch one for climate controls.

You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there's also the commanding view of the road that comes with that.

Captain's chairs are standard for the 2nd row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel.

The 3rd row experience is great, too, with heated leather seating, and adult size room for three.

Now, there is a whole new experience coming from under the hood.

The last gen's V8 has been replaced with a new twin-turbo 3.5 liter V6 rated at 450 horsepower, 50 over the V8.

More notably, torque is up by more than 100 pound-feet to 516.

Transmission is a 9-speed automatic, two more gears than last year, with rear-wheel-drive standard, 4-wheel-drive an option.

Max tow rating is 8,500 pounds.

And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds.

There is roughly 3.0 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 miles per hour.

Gear changes are incredibly smooth, while not hindering acceleration in any way.

In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80.

Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter.

The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s.

While, we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.

It's an impressive looking utility from any angle, starting right up front with the big "bamboo forest" grille.

The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad.

Look for its "Artistry In Motion" design theme to work its way down through the rest of the Infiniti lineup.

All QX80s ride on 22 inch wheels except for base Pure trim which makes do with 20s.

A full power play includes standard motion-activated rear liftgate and power operation of both 2nd and 3rd row seats, expanding cargo capacity from 22 cubic-feet behind the 3rd row to 59 behind the 2nd, and a max of 101.0 cubic-feet with both rows folded.

Government Fuel Economy Ratings with 4-wheel-drive are not great: 16 city, 19 highway and 17 combined.

We averaged 18.6 miles per gallon of Premium.

That's a much worse than average Energy Impact Score, using 17.5 Barrels of Oil Annually, with 8.6 Tons of CO2 Emissions.

Driving such a PUREly LUXEurious SENSORY overload, you'll probably be expecting people to want your AUTOGRAPH, which we're guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.

The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury.

They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.

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 for the large view of a compact contender, the Kia K4, and a...a little "zoom-zoom" in on the Mazda CX-50 Hybrid.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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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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