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

Join us on a Road Test of a UK super Ute, the Aston Martin DBX S... Stephanie Hart relives the passion of a classic car with a cult following... Dan Maffett gives us bearings on an important part of car care... Then, we're back on the road in the hybrid-hyped Kia Telluride... So, come drive with us, next!

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JOHN: Aston Martin considers their DBX the supercar of SUVs.

And in true supercar fashion, they're pushing things to a higher level with a new DBX S. But in the global landscape of high-dollar utility vehicles, can such a performance-minded driver-focused approach really be the pathway to superiority?

Well, hold on!

We're about to find out!

♪ ♪ Hold on, indeed!

This is one fast sport utility!

So, the 2026 Aston Martin DBX S may not be the most practical SUV on the block, but you're practically crazy if you can't appreciate the beauty, sophistication, and yes, power this gorgeous go-getter brings to the party.

The original DBX arrived for 2021, bringing this storied British brand up to date with the SUV culture.

It may have been a late arrival, but it was certainly dressed to impress.

This DBX S updates that sleek form with special badging, gold painted calipers, and an updated grille that not only adds some animal-like aggression, but reduces weight.

Other weight savings measures on the S include a carbon fiber roof, and a revised rear diffuser that integrates new vertically- stacked quad exhaust tips.

Massive 23 inch wheels are included, though these lightweight forged magnesium wheels are a $21,600 option.

Much has changed inside since we last tested a DBX; there's a larger touchscreen that sticks out of the dash a little more, and the goofy push-button gear selectors have been replaced with a toggle-style shifter on the console, which gets a whole new control layout.

It still has its share of quirks inside, but you can't deny the quality feel and precise nature of all of the controls.

As sporty as the environment is, the front seats are quite comfortable and very supportive; rear seats are only slightly less so, and still very roomy; and it all feels more useful than most high-performance utilities.

There's even a respectable 22.5 cubic-feet of cargo space, and, like the rest of the vehicle, the area is exquisitely tailored.

This is our first experience with Apple CarPlay Ultra, which not only allows for more customization, but now spreads over to the gauge cluster as well and allows you to control many more vehicle functions.

But undoubtedly the best functional aspect of the DBX S is its 4.0 liter twin-turbo V8 engine, pumping out 717 horsepower, which is up 20 over the 707 model, with 664 pound-feet of torque.

To get a deeper understanding of what this machine is really all about required a trip to Mason Dixon Dragway.

With Launch Control dialed in, the DBX S hunkered down, primed for launch, only to explode forward with gusto when the brake pedal was released.

All-wheel-drive grip was plentiful, and the process worked flawlessly every run, propelling us to 60 in only 3.2 seconds.

There was an awesome low-end exhaust growl as we worked our way down the track, along with some seriously forceful gear changes in the 9-speed automatic.

The transmission shift points have been reworked, increasing the sense of urgency even more.

It was indeed a thrill ride that keeps you engaged the whole way down the track, as subtle steering inputs are needed to keep it straight and true; quarter-mile completed rapidly in 11.5 seconds at 123 miles per hour.

All the weight saving measures pay the biggest benefit when it comes to handling, and it absolutely blasted its way through our cone course with ease and great balance with no body roll.

The steering has also been revised in the S, providing such immediate response it took us a few runs to really make the most of it.

All in all, it felt better and more fun than SUVs from many of the more familiar exotic performance names.

And the same can be said for panic stops in our braking test, with the DBX S coming to forceful stops from 60 in a scant 83 feet.

Minimal nosedive, great feedback through the pedal, while things inside stayed quiet and calm.

Government Fuel Economy Ratings are 14 city, 19 highway and 16 combined; we averaged 17.1 miles per gallon of Premium.

Pricing starts at $274,500, which almost seems reasonable compared to the relatively few luxury utilities out there with this much performance.

But our tester had almost another 100-grand of options on top of that, pushing it further into aspirational territory.

But if you aspire to haul tail around in one of the best-looking sport utility vehicles on the planet, and insist on being pampered while doing so, the Aston Martin DBX S is one heck of an amazing machine to do it in.

♪ ♪ The 1960s was the heyday of thirsty Detroit V8 muscle cars.

Even so, the Big Three were worried about the rising tide of fuel-efficient imports like the Volkswagen Beetle and Renault Dauphine.

General Motors hoped to stem that influx with the rear-engined Chevrolet Corvair; over 1.8 million were sold, and they retain a passionate following today.

Well, our Stephanie Hart wanted to experience that passion first hand.

♪ ♪ STEPHANIE HART: I'm here in Gettysburg, Pennsylvania, at the 2026 Corvair Society of America's International Convention, where about 300 Chevrolet Corvairs are gathered to celebrate one unique automobile.

The Chevrolet Corvair was produced from 1960 to 1969.

It was considered highly innovative for its time, for many reasons.

TITUS STEWART: It has an air-cooled engine and it's in the rear.

The air-cooled cut down on a lot of maintenance issues, and the engine in the rear provided better traction and also more interior space for the car.

(car starts up) STEPHANIE: Such forward thinking put the Corvair and Chevrolet Corvair's Chief Engineer, Ed Cole, on the cover of Time magazine.

And the fact that it was fun to drive, and still is, as you can see, earned it MotorTrend's "Car of the Year" in 1960.

It quickly became popular.

TITUS: There are people, particularly engineers, that really appreciate the unique design of the engine.

Aviators appreciate it because it was actually very close to an airplane engine.

STEPHANIE: Despite all the enthusiasm surrounding the car, it soon became caught up in a controversy.

In 1965, Ralph Nader wrote a book that claimed the vehicle was unsafe.

Years later, the government determined the Corvair was just as safe as other cars of its time.

TITUS: They're very safe, it's just a slightly different design, but people enjoy them.

STEPHANIE: The Convention's turnout reflected that, with about 600 members attending and showing off their unique Corvair's.

Some even traveled as far as Australia, England, and Canada.

Fans especially didn't want to miss the chance to see this one-off 1966 Fitch Phoenix.

It's interesting because it was the first rear-engined American sports car.

ERIC RINGSTROM: The car was actually built in Italy.

It's all steel, which a lot of people don't know.

The fit and finish of the car is superb.

And it's all original.

Um...it's only got about 27,000 original miles on it, mostly original paint.

STEPHANIE: Five-hundred were supposed to be made, but the Corvair controversy killed production.

ERIC: It would had to been all retooled and...and that just wasn't in the budget.

STEPHANIE: I also spotted a rare 1962 Fitch Sprint.

It was a high-performance, grand touring version of the Corvair that could be owner customized.

And as I saw first-hand sitting inside, the craftsmanship is remarkable.

This is believed to be one of the first three made.

ERIC: We have the Fitch features: the wood steering wheel, the wooden shift knob, the tachometer, this bank of accessory gauges, the map light, the grab handle, and the vinyl top is a Fitch exclusive with the skirted rear window.

TITUS: Performance people still race them today and did back then.

They won an SCCA championship in '65.

STEPHANIE: Another star of the concours, this 1964 Corvair Monza Convertible formerly owned by astronaut John Glenn.

It was restored to its original condition by its current owner.

BILL HUBBELL: So, because he was living in Houston, he got a car that was air conditioned, which is kind of unusual.

Only about 3.0 percent of Corvair's were ever air conditioned, and so most people have never seen one.

STEPHANIE: Its paint color was actually unpopular back then, which makes it interesting to see in-person today.

BILL: This mirror is pretty rare as well.

STEPHANIE: That's because it's remote controlled and was in high demand at the time.

BILL: Oh, I just love to get them out on the open road and...and roar through the curves.

It's, that...they really love the curves.

STEPHANIE: This convention was one of the most successful ones ever, celebrating the Corvair's performance, innovation, and its special place in America's automotive history.

♪ ♪ GREG CARLOSS: Four months and 7,500 miles have passed since we took temporary ownership of this 2026 Subaru Outback.

And as is usually the case, it's the little things that make or break the ownership experience.

The best example of that is the infotainment system, which has gotten a big upgrade over the previous setup.

The 12 inch touchscreen is now very responsive, and the large icons are easy to read with a quick glance.

Other pluses include big cupholders and intuitive manual climate controls.

We're glad we opted for the XT's more powerful 2.4 liter turbo engine, as its 260 horsepower makes the Outback a much better highway cruiser.

Fuel economy seems to be leveling off nicely at 26.6 miles per gallon.

Compared to the Outback's standard 2.5 liter 4-cylinder, this turbocharged unit delivers much more torque, and power flows smoothly through the CVT.

But what's not so smooth is the auto stop/start system, as the engine restarts are rather abrupt.

Otherwise, this Outback is still proving to be really comfortable on a daily basis.

Now, we wouldn't call the interior plush, but descriptors such as comfortable and durable are certainly appropriate; as is spacious, with plenty of room for adults in the back seat and 34.6 cubic-feet of space for everyone's gear in the cargo area.

Subaru's EyeSight safety systems are always at the ready, but are also hyper vigilant with many false alarms and unneeded warnings.

We've also found Subaru's Highway Hands Free Assist to work quite well at speeds up to 85 miles per hour, provided all the conditions are met.

We'll pass the torch to the Kia Sportage Hybrid on the next MotorWeek Long-Term Road Test Update!

JOHN: You've probably heard about your car's bearings, but did you know there are different types?

And, of course, that means different maintenance.

So, let's roll over to Dan Maffett for the details on "Your Drive."

(car starts up) DAN MAFFETT: There are tons of different bearings and types of metals out there.

When it comes to suspension and steering components, some use plastic or polymer bearings that are not greaseable, while others use sintered metal bearings with grease fittings, and I have Victor from Mevotech to talk a little bit about the differences.

So, what actually happens inside one of these bearings?

VICTOR MOREIRA: So, the bearing is the heart of any ball and socket or rotating joint like a ball joint, a tie rod end, even a stabilizer link; even, in fact, some bushings which have cross axis bearings inside.

Uh, The bearing is pretty much the cup that the sphere articulates against, and that's where all of the wear and all the action happens, inside one of these joints.

Typically, from the OEM, new vehicles nowadays will have that bearing system as just a polymer cup, and it's sealed.

Whatever's inside, all of the grease that gets put in during manufacturing stays there throughout the life of the component.

What used to happen, uh, is we used to use what's called a sintered metal bearing.

Now, sintered metal, just to give you a little bit of background, starts off as a combination of powders, and then those powders get pressed together under an immense amount of pressure, and then they go through a sintering oven, which fuses them all together.

So, you get a metallic surface that's really hard, and it just holds up to the wear and impact and all the different challenges that one of these joints has to go through.

DAN: So, why use powdered metal instead of machined metal?

VICTOR: So, another benefit of the powdered metal is that it never actually liquefies when it goes through that oven process and the heating process.

The powders stay a little particulate and they just fuse together, leaving it as a porous structure.

So, when we add grease in manufacturing, grease permeates the bearing and it always maintains that lubricity within the bearing, giving it that constant lubrication that it needs throughout its life.

DAN: That's great.

So, with all that movement in that enclosure, how do they handle contaminants?

VICTOR: One of the true benefits is if any contaminants do actually get inside, uh, for example, you put your boat to the loading, uh, you're loading your boat in at the dock, and you get your ball joints under water and a little bit of water gets inside, you can pump some grease through, flush out all those contaminants and you give the joint another shot at life.

DAN: Oh, wow.

That's great.

So now, what other benefits have we not highlighted that maybe technicians, installers, users might need to be aware of when it comes to sintered bearings?

VICTOR: Well, aside from the wear and the durability factor that you're going to get with sintered bearings, the grease-ability factor is really that next level.

Uh, Any machinist, anybody who has worked around metal for a long time, that's why we change oil in cars: If you can replenish the lubrication inside a moving component, you're just going to add that much surface life to it.

DAN: Okay.

Excellent.

So, what other benefits would techs or installers need to know about this style of bearing?

VICTOR: So, again, aside from the wear factor and the durability that you're going to get from a sintered bearing, uh, the heat tolerance that they have is phenomenal.

They're impervious to heat, and especially since a lot of these are very close to the brake rotor, generating a lot of heat, it's not going to be susceptible to that like a polymer bearing would.

DAN: That's fantastic.

Well, I appreciate you coming out.

And guys, as you can see, there's a difference between replacement parts and professional replacement parts.

If you have any questions or comments, hit us up right here, at MotorWeek .

JOHN: We've got some seat time in something fresh, so join us for a new QuickSpin.

♪ ♪ GREG: The MotorWeek devout are quite familiar with the Mitsubishi Outlander, and just when we thought we had this 3-row midsize utility all figured out, they've gone ahead and made some important updates for 2026.

So, it was off to the Seattle area for a First Drive.

All Outlanders are now electrified in some form.

The regular Outlander now features a 48 volt mild-hybrid system, working with an in-house 1.5 liter turbocharged 4-cylinder, replacing the Nissan-derived 2.5 liter from before.

STEPHANIE: The 2026 Outlander has 174 horsepower at 6,000 rpm.

Torque is up to 206 pound-feet.

The previous gen came in at 181 pound-feet.

As a result, the Outlander accelerates better, which is really nice.

GREG: It's paired with a CVT and can come with Mitsubishi's Super-All-Wheel-Control system, though two-wheel drive is standard.

The 2026 Outlander Plug-In Hybrid does see some big changes, which is also just as fine.

While, its 2.4 liter inline-4 and standard all-wheel-drive goes unchanged, the PHEV's battery grows to 22.7 kilowatt-hours.

That means 45 miles of pure electric range, up from 38, while mpge reportedly increases from 64 to 73.

STEPHANIE: I'm behind the wheel of the Outlander PHEV, and its powertrain has been updated; it's evolved.

So, it has 297 horsepower this time around, and that extra power really does come in handy when you're passing other vehicles on a highway like this one.

GREG: Driving in EV mode, the steering-wheel paddle shifters control the amount of regenerative braking; that, along with revised steering and suspension, has made the Outlander PHEV that much more refined.

The interior mimics the most recent Outlander update.

It's more thoughtful, and nips at the glossy heels of luxury motoring.

The 2026 Mitsubishi Outlander starts around $30,000, while the plug-in starts near the mid-40s.

We'll have more on this dynamic duo, and more QuickSpins, soon!

JOHN: Kia has become such a major brand on the American automotive scene, it's easy to forget they've only been selling vehicles here for about 30 years.

They've truly come a long way in a short time.

But timely efforts like this new Telluride Hybrid give us the feeling they're just getting started.

♪ ♪ The balance of power is truly shifting over at Kia as they are slowly but surely introducing hybrid powertrains into every vehicle they make.

The latest to roll with battery on board is this 2027 Kia Telluride Hybrid.

This hybrid uses the same 2.5 liter turbo-4 engine as the standard Telluride, but swaps the 8-speed automatic transmission for a 6-speed with a pair of electric motors, gaining 55 horsepower and 28 pound-feet of torque in the exchange, for a total output of 329 horsepower and 339 pound-feet of torque.

Available all-wheel-drive remains fully mechanical.

The Government Fuel Economy Ratings for this hybrid with all-wheel-drive take a big step up from the non-hybrid's 18 city, 24 highway, and 20 combined to 30 city, 32 highway, and 31 combined.

Our drive loop average was right on at 30.9 miles per gallon of Regular.

Stick with front-wheel-drive and you can get more than 600 miles of range out of tank of fuel, though the addition of the hybrid components drops the Telluride's max tow rating from 5,000 to 4,500 pounds.

At the track, there was some hesitation off the line, but when it decided to get going it got after it with some authority.

We hit 60 in 6.9 seconds, which is almost a full second quicker than the standard 2.5 liter turbo and exactly the same as last gen's V6, which this engine essentially replaced.

Oddly enough, it was our first run of the day that was the quickest.

Attempts to further shave off time were for naught.

It did maintain momentum quite well down the track, with firm and quick gear changes.

With the exception of some engine droning, it was a mostly quiet trip to the end of the quarter-mile in 15.2 seconds at 94 miles per hour.

Aside from power delivery, the rest of the driving experience is very much like the non-hybrid X-Pro we tested a few months ago.

Yet, even without the X-Pro's all-terrain tires, there was still a lot of tire flex and body roll, giving it a very truck-like feel.

But it also had a very solid presence, allowing us to push quite hard before any intervention from the stability control systems; and when they did step in, they just smoothly cut power rather than initiating a lot of braking.

And as for braking, it felt very solid and capable there too; with not much nosedive or forward pitch to contend with.

But we did start seeing some fade after a few runs, ultimately averaging a still fine 120 feet from 60.

(SUV whooshing by) The Telluride Hybrid shares the same EV9-inspired design as the standard Telluride, though X-Pro is not available, so it doesn't have its lifted suspension.

But there is an X-Line which gets you many of the same styling elements such as blacked-out trim, aggressive front grillwork and gloss black 21 inch wheels.

Likewise, the interior is very similar, looking equal parts luxurious and rugged, like a budget Land Rover.

It features the same top and bottom flattened steering wheel, curved dash with minimal manual controls, substantial center console with dual wireless charging pads, and a single dashtop housing for the 12 inch driver display and 12 inch touchscreen, both of which get unique hybrid elements.

The front seats are big and comfortable, the rear seat captain's chairs feature more adjustments than last gen, plus, improved access to the third row which can now be heated.

Packaging of the Hybrid's 1.7 kilowatt hour battery led to reconfiguration of the cargo space, resulting in a slight drop from 22.3 cubic-feet behind the third row to 21.3.

There's 47.7 behind the second row, and a max 88.3 with all seats folded.

The Hybrid comes in EX and above trims starting at $48,035 with another two-grand for all-wheel-drive.

X-Lines come with AWD and start at $56,035.

The 2027 Kia Telluride Hybrid gives buyers an additional option that delivers a similar experience to last gen's V6, yet, with much improved fuel economy.

The original Telluride's historic success has been well documented, and it looks like their follow-up effort is well on its way to being just as prosperous.

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 drop the roof in the INFINITI QX65, then get caught up with the ever-popular Toyota RAV4.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

We're Tire Rack.

We test tires, then share our results.

We stock over a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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