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

We're on the road in Ford's latest full-size Ute, the Expedition... A "Your Drive" pit stop on when it's time to replace those worn-out parts... Brian Robinson suits up for a two-wheeled LiveWire... And the currents stay high with the Hyundai IONIQ 5 XRT... So, come drive with us, next!

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JOHN: For all those that have predicted the end of the big, truck-based, gas-powered American SUV, Ford says, "Not so fast" as they shove a new 5th gen Expedition right into the showrooms between all the batteries and baby Utes that are currently occupying so much floorspace.

Well...we say, bring it on!

♪ ♪ The original Ford Expedition was an instant hit when it arrived for 1997.

In our original Road Test, we rightly predicted this F-150-based Ute's features, versatility, and car-like handling would soon have it taking a big chunk of Chevy Tahoe's sales, and it quickly began selling over 200,000 units a year.

The economic uncertainties of the 2000s did bring that number below six figures, but things have been mostly trending upwards recently, with the arrival of the 2025 Ford Expedition providing an additional spike.

As before, the Expedition is available in regular and this Suburban-style MAX version.

The extra 9.0 inches of wheelbase and 11.8 inches of overall length go strictly to delivering cavernous cargo space; 36.1 cubic-feet behind the standard third row, 75.4 behind the second, and a max of 123.1 cubic-feet.

How you access that space is even more noteworthy, as the Expedition now features the same power-operated split gate setup we saw in the Navigator, improving both flexibility and the tailgating experience.

The rest of the exterior look is not drastically different, mostly just an overall smoothing and modernizing of the face and body panels.

But they mask a major overhaul inside the Expedition, with a new dash design and a pair of big screens the highlights.

The 24 inch panoramic display behind the wheel delivers typical instrumental info as well as infotainment.

It's joined by a 13.2 inch touchscreen high on the dash for interactions, and there's a rectangular steering wheel to make sure you can see it all.

Yes, unfortunately, that's where we are these days, screens take priority, with essential vehicle control elements like steering wheels now designed around them.

Ford's 3.5 liter twin-turbo V6 returns here without change, though none was really needed as even the standard output of 400 horsepower and 480 pound-feet of torque is well above competitor's standard V8s.

The available High-Output version ups the numbers to 440 horsepower and 510 pound-feet of torque.

It comes with a 10-speed automatic transmission with a dial-like shifter residing on a shelf below the central touchscreen.

Four-wheel drive is a $3,000 option on Active, but now comes standard with all other trims.

Despite few powertrain changes, Ford has still upped the Expedition's max tow rating slightly to 9,600 pounds.

Wheels now range from 18 to 24 inches.

These 20s are part of a comprehensive Touring Equipment Group, that also includes BlueCruise, panoramic glass roof, tow package, and a sliding Flex Powered Console with a media slot for holding tablets to keep rear seat dwellers entertained.

The suspension has been re-tuned to improve what was already a fairly smooth ride for a body-on-frame utility, feeling completely different than the F-150 it's based on.

Continuously Controlled Dampers are available to take it a step farther.

With the standard setup, a slow and steady approach was necessary through our handling course.

There wasn't much feedback to help us easily get a good feel of things.

But after a few runs we were able to keep a steady pace without much oversteer or understeer; just lots of weight transfer, body roll, and an overall softness that felt much better on the street than here at the track.

Off the line, there was good grip for launching, with a nice little punch of power to get us moving to 60 in just 5.9 seconds.

It was very quiet in the cabin with minimal engine and wind noise, while gear changes in the automatic transmission were smooth and consistent.

We finished the quarter-mile in 14.4 seconds at 97 miles per hour.

And stops in our braking runs averaged a good 117 feet from 60.

(SUV whooshing by) Government Fuel Economy Ratings for a 4X4 MAX with the standard engine are 15 city, 22 highway, and 18 combined; we averaged a good 19.9 miles per gallon of Regular.

MAX pricing starts at $67,995, three-grand over the standard-length Expedition; you can easily get into Navigator territory at the high end with King Ranch starting at $89,595.

An off-road-focused Tremor is available in standard wheelbase only.

The 2025 Ford Expedition MAX is indeed a max effort from Ford, a family-friendly monster of a utility vehicle equally capable of handling tough tasks and delivering tech-heavy, luxury-minded comfort for family travels near and far.

♪ ♪ JOHN: While, the auto industry's push to fully transition to battery power has hit the brakes of late, more and more electrified offerings continue to arrive, including in the two-wheeled world, where Brian Robinson takes us for a spin on the latest LiveWire.

♪ ♪ BRIAN ROBINSON: After bringing Harley-Davidson into the EV era, The Motor Company quickly spun LiveWire off into its own brand.

And, that's not all that's changed, so let's get caught up.

In addition to that original LiveWire, which is now known as the LiveWire One, the LiveWire lineup has quickly expanded to include three new-gen S2 models; the cruiser-style Mulholland, the urban-minded Del Mar, and this Alpinista, which is more of a sport standard, designed to be equally adept at both navigating the urban grind and attacking corners on weekend rides with your buddies.

All S2s share the same basic setup; modular aluminum chassis based around a 10.5 kilowatt hour battery, or "rechargeable energy storage system" as LiveWire calls it, residing where we'd normally see an engine, with the actual motor tucked in behind, sending its 84 horsepower and 194 pound-feet of torque to the 17 inch rear wheel through a synthetic belt.

Range for the Alpinista is as much as 120 miles, if you're taking it easy, as little as 71, if you're frequently trying to verify the claimed 3.0 second 0-60 like I did.

Drive modes and all pertinent riding info are displayed on a small round 4.0 inch TFT screen, with controls by the left handgrip.

Level-2 charging can get it to 80 percent in just over an hour, but it'll easily fill-up overnight on household 110, so you don't really need to worry about spending money on a special charger.

And when you're out riding, it's easy to quickly forget all of that stuff and get immersed in the riding experience, which is quite good.

It feels fast, but not scary fast with brakes that respond quickly; and it's easy to lean it's 434 pounds into a corner, all thanks to LiveWire not cheapening out on buyers by using Showa suspension components with multiple adjustments and Brembo brakes.

Top speed is 99 miles per hour.

With the Alpinista comes a host of updates that can be downloaded by current S2 owners, mostly involving the throttle.

Rolling the grip forward when you're riding, allows you to manually initiate some regen braking.

And when you're not in motion, rolling forward has a different party trick...reverse!

The Alpinista looks cool; it still has the flat-tracker vibe of the Del Mar, but with 17 inch wheels which gives it more of a sportbike vibe and opens up a lot more possibilities for sport-minded tires like these Dunlop Roadsmart IVs.

Now, if you've been sitting around waiting for EV motorcycle prices to come down, good news, that is happening quickly as the S2 Alpinista now starts at just $11,999, well below half of what that original LiveWire stickered for and four-grand less than when the Alpinista was originally launched not long ago.

Are battery-electric motorcycles for everyone?

No.

Will this one perform the same tasks that most motorcycles do?

Absolutely, and it does it with much less maintenance.

The 2025 LiveWire S2 Alpinista is a blast to ride.

You'll just wish you were able to do it longer or refuel it more quickly.

NARRATOR: Basically, it's the most performance you can jam into one tiny package of a motorcycle.

But just because these bikes look like toys doesn't mean that they don't allow the riders to tear it up on the track.

Small, powerful and fun, pocket bikes have exploded in popularity over the last few years, with racing organizations and tracks popping up all over the country.

INTERVIEWED RIDER ONE: It's- it's like racing a real bike, just on a smaller scale.

INTERVIEWED RIDER TWO: A typical race day for us may run you up to $100, if you have to buy some parts, but...typically, your race fees are about $50 and then whatever you want to bring for food.

NARRATOR: Plan to drop a few grand for a truly bad bike; but after one day at the track, the payback and enjoyment far outshines the cost.

JOHN: Certain car parts are born to be worn: Belts, tires, brakes and more.

Audra Fordin knows when it's time to replace them.

Do you?

Well, let's all find out on this week's "Your Drive."

♪ ♪ AUDRA FORDIN: Have you ever had that moment where a mechanic suggests replacing a part, and you're thinking, "is this really necessary, or am I just being upsold?"

Let's take the mystery out of car maintenance, when your car is talking to you.

Here are four key components that keep your car running safely: Brakes, belts, wipers, and tires.

Knowing when these parts are worn versus working can save you money- and more importantly, keep you safe.

Keep your ears open, and they'll tell you when they want attention.

Now, your brakes are your car's lifeline when it comes to stopping safely.

New brake pads, they are thick and solid.

But over time, they wear down, and when they do, you will hear it.

That high-pitched squeak means that they're thinning.

If you wait too long, that squeak turns into a grind, and at that point, you're already overdue for a replacement.

You know, quick tip: If the pad is thinner than a quarter-of-an-inch, or if you hear grinding, it's time for new ones.

Don't gamble with your brakes.

They're your number one safety system in your car.

Serpentine belts, accessory belts, fan belts.

They call them different things, but they're all essentially the same thing.

These little guys power your engine accessories like your alternator, your water pump, your power steering and even your air conditioning.

Over time, rubber belts start to crack, they fray, they slip, and if you're hearing chirping or squealing underneath the hood, that could be your belt trying to get your attention.

If you spot visible cracks or hear those noises, get it checked out.

A broken belt can shut your car down super quick.

Wipers: They're often forgotten until you're driving through a downpour, and you can't see a thing!

Good wipers, they glide smooth and quiet; and those bad ones, they make that, oh, that terrible screeching sounds.

Rubber blades, they break down fast- it's normal because of the elements: The sun, the heat, the ice, and even tree sap can wear them out.

If they're noisy, or streaky, or chattering, it's time to replace them.

Every six months or so is a good rule of thumb.

Your tires are your only connection to the road.

If your tire pressure is low when you're making turns, you can hear it make a screeching sound.

(rrrr) New tires have tread depth for traction, but as they wear down, stopping distance increases and grip disappears, especially in the rain.

Bald tires are nothing short of dangerous.

Shallow tread means, you could hydroplane or experience a blow out at high speeds.

Check the tire tread monthly; when you do, you're looking at the tire wear indicator bar.

If it is flush with your tread, you're overdue for tires.

So, remember: Brakes, belts, wipers, and tires.

Don't wait for the warning sounds.

Check them on the regular.

If you've got any questions or comments, reach out to us right here at MotorWeek .

JOHN: More cars, no problem.

Here's another round of QuickSpins.

♪ ♪ JESSICA RAY: With the recent arrival of the 6th gen Subaru Forester, we knew an all-new Forester Wilderness wasn't "trailing" too far behind.

It's here for 2026, and what better place to try it than the Pacific Northwest?

Matte black 17 inch wheels, all-terrain tires and 9.3 inches of ground clearance are functional and form fitting, looking good in the woods or your nearest REI parking lot.

Improved approach and departure angles, extra undercarriage protection, and a trail-tuned suspension only bolster confidence.

More hiker than trail runner, the Forester Wilderness boots up with 180 horsepower and 178 pound-feet of torque, supplied by a familiar naturally-aspirated 2.5 liter flat-4.

A CVT links this BOXER engine with Subaru's standard Symmetrical all-wheel-drive system.

LOGAN MCCOMBS: I'm here in Portland, Oregon, driving the all-new 2026 Subaru Forester Wilderness, and I can tell you that it has been an absolute blast on and off the road.

Stepping into the vehicle, you'll notice that it's comfortable, you slip right in, you've got this beautiful digital display that displays all your information.

Now, while driving on the road you'll notice it handles well, it's nimble, and it's got enough pep in its step to get you on and off the highway well.

Now, where things get exciting is when you take it off road.

You can basically buy this vehicle straight from the dealer and take it straight up a mountain if you wanted to.

And you have great features like X-Mode that enhances the off-road driving experience that much more.

And what I mean by that is it allows you to be able to drive over rocky conditions or slippery conditions, and still have that traction that you need to get you up the hill because what the vehicle will do is assess what's going on and apply power to each corner of the vehicle as it sees fit to get you up and over that hill or whatever obstacle is in front of you.

JESSICA: The cabin features water-resistant upholstery, topped by stitched-in headrest logos and all-weather floor mats.

Meanwhile, an 11.6 inch infotainment screen and fully-digital 12.3 inch gauge unit introduce some tech into this trail trekker.

Starting just under $40,000, the 2026 Subaru Forester Wilderness is sure to win plenty of popularity contests among Subie buyers and braggarts.

GREG CARLOSS: The Porsche 718 may not come in quite as many varieties as the 911, but split between the Cayman coupe and Boxster convertible, there's still plenty of options.

And this 2025 718 Boxster GTS just might be our new go-to.

We call Porsche's GTS variants "Goldilocks" models because they hit the sweet spot between comfort and performance.

This 718 Boxster GTS is especially sweet because it gets the 4.0 liter flat-6 engine.

Now...power wise, it just barely edges out the Turbo 4 and the Boxster S; but, because it's naturally aspirated, the power is way up high, which means you've got to rev it out, and that's where things get really sweet.

(engine revving) "Revving out" is accomplished through either a 7-speed PDK or a 6-speed manual, sending all 394 horsepower and 317 pound-feet of torque to the rear wheels.

The GTS's mid-ship-mounted 4.0 liter flat-6 is pitch-perfect as it chases a 7,800 RPM redline.

The ability to close up the exhaust for less noise, as rare of an occasional as that is for us, plays well into the GTS's comfort/capable approach.

Standard Porsche Active Suspension Management, Porsche Torque Vectoring with a mechanical limited-slip diff, Porsche Stability and a staggered set of summer performance tires also induce confidence.

So much confidence that we brought it out to Mason-Dixon Dragway.

We observed a punchy 4.4 second 0-60 time, and an equally expeditious 12.6 second quarter-mile at 115 miles per hour.

We never doubted this Boxster's ability to send it, but we ran it a few times just to make sure-- you know, for science.

Though, it's hard to say our slalom runs were anything but an exercise in pure automotive fun.

Each gate passed by quicker than the last as we pushed this planted Porsche through, the car practically begging us to push harder.

With an as-tested price of $123,000, almost none of the optional equipment provided an extra performance edge, meaning-- the $100,000 starting price for a 2025 Porsche 718 Boxster GTS, while still a large sum, nets a solid price-to-performance ratio.

Good enough for us; and we'll have more QuickSpins, soon!

JOHN: The 2022 arrival of the Hyundai IONIQ 5 was a clear signal that Hyundai was serious about EVs.

And while this pixel-packed performer is off to a great start, updates come quickly in the tech world.

So, for 2025, Hyundai is upgrading the IONIQ 5 yet again, while also adding a new member to the family.

♪ ♪ The Hyundai IONIQ 5 has seen yearly updates since it arrived three years ago, but 2025 sees the most significant retrofits yet.

Anytime we're talking EVs, the conversation usually starts with range, and there has been an increase for both Standard and Long-Range models, as both of the IONIQ 5's available batteries get an increase in capacity for '25.

Standard capacity climbs from 58.0 to 63.0 kilowatt hour, while the Long-Range goes from 77.4 to 84 kilowatt hour, boosting travels to as many as 318 miles.

Power numbers do not change, stretching from 168 horsepower in the standard range rear-wheel-drive to 320 horsepower with dual-motor all-wheel-drive.

Already one of the fastest charging EVs out there, getting to 80 percent in just 20 minutes with 250 kilowatt fast charging, the IONIQ 5 will be the first Hyundai to come equipped with a North American Charging Standard port that will give it access to over 17,000 Tesla Superchargers.

Other updates include more standard features, redesigned HVAC controls, a new steering wheel, a larger center console that includes some additional physical buttons, and additional safety features; plus, an upgraded infotainment setup with navigation for the 12.3 inch touchscreen.

But bigger news is the IONIQ 5 joins Hyundai's XRT family of off-road inspired rides for '25.

That means, all-wheel-drive is standard, ground clearance has been increased by almost an inch, there are unique 18 inch wheels wrapped in aggressive all-terrain tires, logos have been blacked-out, and some pseudo-camo trim has been applied to the fascias and lower body.

The XRT comes exclusively with the long-range battery, giving it an official rating of 259 miles, but we saw as many as 326 available in the gauge display and indeed were on pace for 290 miles in our driving loop.

We'd describe the ride quality as firm but polished, and while we wouldn't consider it a true off-roader, it's certainly capable of conquering any situation the Santa Fe or any other Hyundai crossover can handle.

At the test track, this XRT didn't deliver the extreme "kick you in the back" propulsion we've experienced in many EVs, but there was a decent jump off the line, and steady power delivery that got us to 60 in just 4.6 seconds and through the quarter-mile in 13.3 at 102 miles per hour.

That's the same 0-60 time we got in the original, but despite sitting higher off the ground, the XRT was actually a tenth quicker in the quarter-mile, perhaps due to those new aerodynamic improvements.

Top speed remains limited to 115 miles per hour.

The XRT's handling experience was a much bigger departure from previous IONIQ 5s at the track, as we struggled to find grip through our cone course with the all-terrain tires.

But steering was light, and there was very little body roll.

That search for grip continued in our braking test, where we slid to stops from 60 in a still reasonable 119 feet with minimal fade and very little nosedive.

Using 36 kilowatt hour of electricity per 100 miles, the XRT earns a Good Efficiency Rating.

Our XRT slots in between the luxury-minded Limited and performance-oriented N, with a current starting price of $57,100.

But, to counter the ending of federal EV tax credits, Hyundai has implemented significant price cuts and incentives of their own.

When 2026 models arrive, the base IONIQ 5 SE, that currently stickers for $44,200, will start at $36,600.

While, we appreciate the more trendy look of the XRT, unless you actually plan on hitting the trail, or want to look like you might, for the best street manners our advice is to stick with one of the other IONIQ 5 trims.

The 2025 Hyundai IONIQ 5 is now built in Georgia-- the state, not the country-- and remains one of the best EV buys out there, regardless of segment or price point.

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 wind out a micro machine brimming with character, the MINI Cooper S, and we'll get the play-by-play on the latest Kia Sportage 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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