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!

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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:
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TELEVISION'S ORIGINAL
AUTOMOTIVE MAGAZINE,

VISIT PBS.ORG/MOTORWEEK.

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