2024 Audi RS 7 Performance & 2024 Honda Prologue

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

We're running hot laps in one cool sport sedan, the Audi RS 7 Performance... Then, we'll gain firsthand appreciation for custom metal work... We'll take a look at car financing trends and what you need to know... Ending up with Honda's first electric-utility, the Prologue...

So, come drive with us, next!

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First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

JOHN: In recent years, Audi has done an increasingly better job at merging luxury, high tech, and sportiness equally into all of their vehicles, but that doesn't mean they all have the same priorities.

So, if you're wondering what this car is all about... well, it's right there in the name, the Audi RS 7 Performance!

♪ ♪ First and foremost, the 2024 Audi RS 7 Performance is absolutely fantastic looking.

A gorgeous car from all angles.

But this posh performer is a lot more than just a visual treat.

Under its silky skin lies a menacing sounding V8 that delivers insane amounts of power and, as we discovered, a gloriously intoxicating driving experience.

RS elements added to Audi's S7 5-door coupe include new aero treatments with a matte gray finish and silver 21 inch Audi Sport wheels.

Those silver wheels are wrapped with 275 Continental summer performance tires and allow for seeing plenty of the enormous brake rotors with black-painted calipers.

Up front, there's a wide grille inhaling all kinds of air and headlights with uniqueness that's pure Audi.

This 5-door coupe with frameless door windows speaks a true hardtop design.

Now that we've gotten that out of our system, time to hit the corners of Savannah's Roebling Road Raceway, and it's been quite some time since we've had anything here or on any road course that exhibited this much body roll.

It didn't matter what drive mode we had dialed in, it just liked to roll.

You could sense that soft suspension in our acceleration runs too.

Bystanders got a clear view of a lot of its hardware, thanks to major rear-end squatting as it exploded off the line.

Those explosions resulted in a quick 3.7 second trip to 60 miles per hour and full quarter-mile runs of 11.9 seconds at 118 miles per hour.

Fast indeed, though we're sure both times would improve in warmer temps than our 40 degree test day.

Drive modes have been recalibrated and shifts by the 8-speed Tiptronic in Dynamic Mode are quick.

Indeed, noticeably quicker and firmer than in the RS6 wagon, we tested just a few months ago without the "performance" treatment.

Quattro all-wheel-drive is standard.

The driving force for that acceleration is a 4.0 liter twin-turbo V8 cranking out an additional 30 horsepower from the standard RS 7 thanks to installing bigger turbos.

That makes for a 621 horsepower rating, with an even more impressive boost in torque from 590 to 627 pound-feet.

And Audi was kind enough to remove a little sound deadening material, so we can appreciate it even more through the optional RS sport exhaust system.

For what is really a Grand Tourer built for blasting you away on luxurious adventures, the RS 7 performance is amazingly track capable.

Steering is very direct with great feel, and all four wheels are engaged in the process.

They're connected to a new mechanical self-locking center differential that is not only capable of handling the additional power but is lighter and quicker to respond.

Chassis software has been recalibrated to make it all work together seamlessly.

There must be some serious engineering wizardry happening in the RS-tuned air suspension as we've never experienced a car that can feel this soft yet was absolutely point-and-shoot through corners.

Brakes were truly phenomenal too; there was some significant nosedive happening, but no wandering or fading no matter how hard we worked them.

And yes, it's hard to call this actual work, considering this work environment is far from hostile.

Absolutely nothing has been compromised when it comes to delivering the luxury car experience you expect from a six-figure Audi.

Whether, it's the fabulous real metal, leather, and detailed woven carbon-fiber materials or the fine stitch-work and the always impressive comprehensive digital gauge display, the RS 7 Performance feels truly special inside.

The front seats were supremely comfortable and were only mildly bolstered yet, held us in place just fine out on the track.

Plenty of room for rear seat passengers too, and there's even a great 24.6 cubic-feet of cargo space with hatchback versatility.

Less practical is all touchscreen all the time for just about every cockpit control.

Government Fuel Economy Ratings are 14 City, 22 Highway, and 17 Combined.

That's a below average Energy Impact Score of 17.5 Barrels of Yearly Oil use with 8.8 Tons of CO2 Emissions.

Pricing starts at $129,490, and Audi knows they have a good thing going with the RS 7 Performance; so much so, it's now the only RS 7.

So, could they have just made the RS 7 better instead of tacking "performance" onto the name?

Sure, but there's just something about adding performance to a car name that draws people in.

And when it backs it up by delivering more actual performance, well, that's what we call a win-win.

We'd be happy to run some victory laps in the 2024 Audi RS 7 Performance, anytime.

♪ ♪ The financial forecast may be on an upswing, but new car prices are as well.

Add in the highest interest rates in decades, and it's no wonder the average payment for a new vehicle is now over $700 a month.

Those sky-high payments make it a real stretch for many people to buy a new car.

But, our Stephanie Hart is here with auto financial tips to help you make that new car dream come true.

♪ ♪ STEPHANIE HART: Given our current economic environment, a solid strategy is crucial in order to help you secure a good car loan.

I discussed the situation with Bankrate's Senior Economic Analyst Mark Hamrick.

MARK HAMRICK: It could be in the coming years that interest rates will be higher for longer, but perhaps not as high as they are right now.

In some cases, financial institutions are going to be a little more stingy with the money they're lending because they're worried about whether people can make good on those payments.

We have seen lending tightening over the last year or so.

STEPHANIE: But don't panic, deals are out there.

You just have to be prepared before you can capitalize on them.

After all, buying a car is the second largest purchase you're going to make behind buying a home.

So, before you walk into a dealer showroom like this one, you'll want to make sure you have done your homework.

First: Create a budget.

Second: Have savings for a down payment.

Lastly, make sure you know your credit score.

The higher it is the lower interest rate you will qualify for and the more money you will save.

If you've checked off all of those boxes, then you're ready to shop around for the best auto loan.

Start by contacting credit unions, banks, and dealerships.

Find out what you qualify for, compare rates and learn about what you really can afford.

At MECU credit union in Baltimore, Maryland, auto loans topped the charts as its number one loan product in 2023.

As you may know, a credit union is a not-for-profit financial organization that's owned by members, not shareholders, so profits are returned to members in the form of lower fees, better rates, and service.

ADRIAN JOHNSON: We offer financial wellness, financial literacy, financial education.

We have certified financial counselors who will help our members for free-- budgeting, savings, improving their credit score.

So, that's been a big plus.

STEPHANIE: And keep in mind, getting a pre-approval letter from a credit union or bank will always save you money during the auto finance process.

KEITH GROSSNICKLE: We actually love that because that is an enlightened consumer who's prepared.

And we work with them to help get the best rates for them.

Sometimes, we can actually do better than what they're already pre-approved for, and if not, we're ready to put the deal together the way they want.

STEPHANIE: And remember, you can typically get a lower interest rate on a new car than you can on a used car because the risk of loss to the bank is lower.

KEITH: The factory uses what is called a subvented rate.

That's where they actually pass the savings through to a consumer.

Instead of in the form of a rebate, they do it in the form of a lower interest rate.

STEPHANIE: Whether, you choose to finance through a dealership, credit union, or bank, don't rush into anything.

And remember, the life of the loan is important.

Auto loans with payments of five years or longer have become increasingly common and should be avoided.

MARK: In the early part of the purchasing process, you might be underwater.

Being underwater on a car payment means that what you owe is more than the value of the car.

And guess what?

If you're in an accident and let's say it's totaled, you could really be on the hook if you don't have gap coverage that can make sure that you're reimbursed for the total cost of the car.

STEPHANIE: Even though high sticker prices, combined with high interest rates, have increased the debt-to-income ratio of most borrowers compared to previous years, making it more difficult for some people to qualify for loans, sound financing is still possible-- if you've done all your homework first.

JOHN: We all know that, with time, steel sheet metal rusts and rots, another way classic cars are literally disappearing.

Likewise, custom metal fabrication is a vanishing art, but our Dan Maffett took us to a shop keeping this medium alive on MotorWeek's "Your Drive!"

♪ ♪ DAN MAFFETT: No matter what year your classic car is, it was built on an assembly line and assembled by a team of craftsmen.

The bodies were fabricated by a team of coachbuilders.

Now, coachbuilding is a dying art, but there's a few fabricators across the U.S. that are keeping that art alive.

I'm here with Butch Lloyd of Lloyd's Originals, and he's doing just that.

Butch, thanks for having us.

Tell us what you do here.

BUTCH LLOYD: So, mostly I do metal fabrication, um, customizing the car when a customer wants to change it, make it unique.

I usually do that for them.

Um... Also, we take stock replacement panels and make them fit the car.

Um, a lot of times, they don't fit correctly right out the box, so with a little tweaking, we can make them look like they belong on the car.

DAN: But with modern coachbuilding like you do, you can take a piece of a car that was never there, and make it fit an older car or a different vehicle, something like this that you were telling me about.

BUTCH: These are '55 Cadillac fender tops.

Um...

The idea with this car...

The stock headlights had no eyebrow, um, I wanted to add an eyebrow to the headlight.

A lot of people use a '56 Chevy.

Um...

I wanted to do something a little different, so I found a '55 Cadillac.

Um, they surprisingly fit really well.

Um... DAN: They look incredible, yeah.

BUTCH: With a little bit of slicing and dicing, the hardest area was right here in the front corner, um, you can make them work.

Um, the idea is to make it look like it should have been there.

DAN: Like, it could have come from factory this way.

BUTCH: Yeah, so you don't want it to look like an afterthought or an add-on piece.

You want it to look like it belongs.

DAN: Now, I know they don't make patch panels or reproduction panels for every car.

Looking at this, I see there's a whole new firewall panel in here with sharpie on it.

Is that something you're making from scratch?

BUTCH: Yes, so in this car, because of the motor and the carburetor setup, I wanted to have a nice reveal behind the motor.

So, I take a flat piece of sheet metal, Cleco it into the car, then shape it around it, use the sharpie to kind of lay out the design that I want it to be.

This particular firewall, the sharpie will be put into the pull-max and will be pressed to have a-- probably a half-inch relief, so that it will be pockets where all the squares are.

DAN: So, the pull-max is one of those tools, you kind of can't live without?

BUTCH: Uh- yes, yes, it definitely allows you to make a lot more panels.

DAN: What other tools do you use that you kind of couldn't do this job without?

BUTCH: Um, definitely need an English wheel, planishing hammer and, for me personally, my welder.

DAN: Yeah, the welder seems like that's the piece that ties everything together.

BUTCH: Yeah, uh, without the welder I couldn't do any of this, so... DAN: That's fantastic.

Do you use a lot of, uh, bead rollers as well?

BUTCH: Yes, uh...bead roller, you can make some pretty cool designs, um, and also shape some panels with it as well.

It's definitely, a tool in the arsenal.

DAN: Thanks for having us.

As always, any questions or comments, hit us up right here at MotorWeek .

♪ ♪ JOHN: Bob Riggle's legendary Hemi Under Glass Barracuda started out as a way to promote Hurst performance parts, as well as showcase Mopar's massive HEMI power-plant in the back of the car for all to see.

The unintended consequence was an inability to keep the car's front wheels on the ground when it actually hit the track.

And thus began the 1960s drag racing phenomenon that came to be known as "wheel standers."

To get the full scoop on one of drag racing's most entertaining stories, pick up this Must Read, "HEMI Under Glass: Bob Riggle and His Wheel-Standing Mopars" by Mark Fletcher and Richard Truesdell.

Now, let's kick it back to Stephanie Hart again, this time with all the latest MotorNews!

♪ ♪ STEPHANIE: The Dodge brand has surprised everyone, unveiling the next-generation Charger with both electric and gas powertrains.

The EV-only 2024 Daytona R/T and Daytona Scat Pack will be available at launch, both using a 93.9 kilowatt hour battery pack.

The more powerful Scat Pack is capable of 670 horsepower and 627 pound-feet of torque.

As for gas power, while Charger's HEMI V8 is out, the Hurricane twin-turbo inline-6 is in.

Available in standard and high-output versions, the latter reaches 550 horsepower.

The first 2-door Daytona EVs begin production mid-2024, arriving for this model year.

They'll be followed by the internal-combustion Charger and all 4-door models in 2025.

Electric vehicle manufacturer Rivian debuted not one, but two smaller, cheaper utilities, the R2 and R3.

Both are built on a new midsize platform, with the R2 about 15 inches shorter than the current R1S.

The R3 is also a 4-door 5-seater, but it does so in a slightly more compact, hatchback-like package.

It's joined by the R3X, geared more towards off-road performance.

Exact powertrain details are unconfirmed, but Rivian is aiming for at least 300 miles of range with the larger of two battery options.

There will be single, dual, and tri-motor powertrains.

Arriving in 2026, the R2 is expected to start around $45,000, with the R3 undercutting that.

Back on the ICE front, Italian sport luxury maker Maserati showed off the new GranCabrio, a convertible variant of the GranTurismo sports car.

Beautifully sculpted, the GranCabrio is 100 percent made in Italy.

Under the hood is a 542 horsepower, twin-turbo V6; a detuned engine from their MC20 super car.

Expect a price tag around $200,000.

And that's the latest on this week's MotorNews!

JOHN: Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution.

But that all changes now their first high volume effort, the Prologue.

So, let's find out if it is indeed the start of a great run for Honda.

♪ ♪ The 2024 Honda Prologue is not only the brand's first serious battery electric effort, but it's also a substantial midsize 5-passenger SUV, coming in about 3.0 inches longer than the internal combustion Passport.

Though, it's worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range.

That's with the standard single-motor front-wheel-drive EX rated for 212 horsepower, but top Elite doesn't sacrifice all that much, coming in at 273 miles.

The additional rear motor raises total output to 288 horsepower and 333 pound-feet torque.

Relatively low output numbers in the EV game, but the Elite's all-wheel-drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a dynamic driving experience.

It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions.

It also has great visibility and a very natural feel to it that quickly has you forgetting you're in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85 kilowatt hour battery that will accept up to 150 kilowatt fast charging for 65 miles of range for every 10 minutes on charge.

As we've come to expect from Honda, the Prologue's interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3 inch touchscreen display.

It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11 inch tablet-style gauge display.

Honda worked with Bose to develop an EV-specific sound system with 12 speakers.

The standard EX's system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain.

Though, with a substantial dual-level center console, it doesn't have the open floorplan of some EVs.

The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda's first use of a pocket-type wireless phone charger, which is standard.

There's space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

And while, length and ground clearance are in the ballpark with the Passport, the Prologue's wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls "neo-rugged."

Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet, the overall design doesn't necessarily shout it from the rooftops.

Aero-optimized 19 inch wheels are standard, with Elite rolling on 21s, a first for Honda.

Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.

With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back.

The Prologue and future Honda EVs also get a new "e" series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen.

It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious.

So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

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 to see how Ford supersized the pickup game with the F-350 Super Duty!

Then, go compact and practical in the Toyota Corolla Cross Hybrid!

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... To order a DVD of this program... 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.

TireRack.Com is proud to support MotorWeek !

First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

♪ ♪ This program was produced by Maryland Public Television, which is solely responsible for its content.

(engine revving) ♪ ♪ You're watching PBS.