2024 Lamborghini Urus Performante & 2024 Nissan Versa SR

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

We're full throttle in an Italian super Ute, the Lamborghini Urus Performante... And we'll keep the power flowing with upfixing spent electronics... We'll check out a non-profit giving second chances to cars and people... Then, commute on home in the updated Nissan Versa...

So, come drive with us, next!

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JOHN: One could argue that making an SUV more capable around a race track that few owners will likely ever drive is a pointless effort.

But when you're Lamborghini and continually making your products better and faster, it's in your DNA.

It's just what you do.

So, belt yourself in and enjoy vicariously through us.

♪ ♪ Driving SUVs at insane speeds around a very fast race track may not sound like a good idea, but we're here to tell you this Lamborghini Urus Performante is absolutely built for the job.

It was hella fast around the 9-turns of Roebling Road Raceway and didn't feel like an SUV at all.

Plus, it was surprisingly easy to quickly get comfortable with pushing an SUV this hard into corners with confidence, all while riding high and eating straightaways up in a hurry.

We had the original Urus here at Roebling 5-years ago, and for the sequel, this Performante gets an extensive aero makeover including new face, with larger air intakes that add additional cooling, plus, an air curtain that channels air over the front wheels.

There's also a reshaped carbon fiber hood with less drag, and additional downforce is created with a new front splitter, roofline wing, and revised hatch spoiler.

Lamborghini has also taken out some weight while upping handling chops by removing the standard Urus' air spring suspension and bolting on high-performance coil springs, lowering ride height by almost an inch.

Yes, this is the same chassis that underpins Porsche's Cayenne, but it's worth noting that Urus wheelbase is about 4.0 inches longer.

The extended carbon fiber wheel arches indicate the presence of a wider footprint, and our Performante arrived sporting a set of optional 23 inch wheels and tires; but Lamborghini also sent some 22s with specially made Pirelli P Zero Trofeo Rs for us to sample which were truly spectacular.

Though regardless of applied rubber, grip through the corners was never really lacking... ...nor was power, as under the hood is a 4.0 liter V8 with a pair of turbochargers, turning air and fuel into 657 horsepower and 627 pound-feet of torque, channeled to all four wheels through an 8-speed automatic transmission and active torque vectoring.

Exhaust flows through titanium tubes, and at wide open throttle, the music that those pipes produce is our kind of heavy metal, or technically lightweight alloy.

At full throttle, it took us just 3.1 seconds to hit 60 miles per hour; that's half a second quicker than we saw in the original Urus.

There is launch control to ensure that power is perfectly applied depending on available traction; unfortunately, it's not labeled "Thrust Mode" as in the Huracan.

Still, power pours on in steady doses, with our best quarter-mile time on Roebling's front straight coming in at 11.4 seconds and 121 miles per hour.

Gear shifts snap with precision automatically, but you can trigger them yourself; and working those paddles out on the track, they don't feel as substantial as those in Lambo cars, but are very responsive and deliver shifts smoothly without upsetting things even when you trigger an upshift mid-corner.

The Performante's brakes were possibly the most impressive part of the whole track experience.

We worked them hard non-stop for three days and experienced no fade or any concerns; remarkable for having to deal with close to 5,000 pounds, though those ultra-grippy tires seemed to find every track imperfection in hard braking zones.

And those brakes certainly look up to the task, enormous 17.3 inch carbon-ceramic discs up front with big red 10-piston calipers, 14.6 inch rotors are in the rear.

Capability aside, perhaps the thing that stood out the most is that it was just fun to drive this thing around a racetrack, instead of feeling like work as most high-performance SUVs tend to feel like, but with just enough of an edge to keep us on edge...all while being incredibly comfortable inside.

Government Fuel Economy Ratings are 14-City, 19-Highway, and 16-Combined.

And here's the part where we tell you how crazy expensive it is but that we really want one, $273,880 at a minimum; and yes, we absolutely do want one.

While the Lamborghini Urus Performante is clearly built for the track, it's an amazing SUV no matter what you drive it on, and that does include non-paved surfaces as well.

It may have a lot of German parts underneath it all, but it feels purely Italian, and a true international driving delight.

♪ ♪ JOHN: It's a fact that today's cars are far more complex than they were even a decade ago.

And with that has come an almost exponential growth in demand for trained automotive technicians to keep them up and running.

But filling those jobs is a huge challenge.

Well, our Stephanie Hart has uncovered a Maryland non-profit organization with a truly unique solution.

♪ ♪ STEPHANIE HART: I'm in Halethorpe, Maryland, at Vehicles for Change where ex-offenders are learning how to repair cars.

All the cars you see here are donated.

Once fixed, they go to low-income families who have no other means of transportation.

Harry West is one of the instructors here.

A graduate of Vehicles for Change, he's now giving back... inspiring future auto techs.

HARRY WEST: I want to spread what I can and, you know, help other individuals, especially guys like myself that have been through some things.

STEPHANIE: Forming friendships under the hood, while covering a lot of ground.

HARRY: Brake flushes; uh, we do suspension work; uh, brakes, alignments, tire rotations, tire replacements, tire repairs... JEROME HENLEY: This actually gives you a work, a work environment which you can expect out in the real world, getting hired at a shop.

STEPHANIE: Statistics reveal it costs $50,000 a year to keep someone incarcerated.

The price tag to train a future auto tech in this program?

$18,000.

MARTIN SCHWARTZ: That's a onetime expense that we don't have to spend year over Year, and now we have an individual who is not committing crimes, who is paying taxes, who is taking care of their family.

STEPHANIE: After four months of hands-on and classroom learning, the men and women here graduate and they go on to work at auto dealerships and auto repair shops, filling a huge need for trained auto technicians nationwide.

The National Auto Dealers Association reports nationwide there are 76,000 new openings for auto techs each year.

37,000 of them are never filled, mostly because there aren't enough trained auto techs out there.

Since 2015, Vehicles for Change has been working to bridge the gap.

It's new virtual reality auto mechanic training program helps.

MARTIN: In virtual reality, you put a headset on and use a handheld device and you go into a virtual garage and you do an oil change, and you do a brake job, and you learn how to use a lift and a tire changer and tire balancer.

STEPHANIE: Beyond that, the goal is to launch hundreds of virtual reality training programs nationwide while simultaneously launching 20 new brick and mortar locations over the next five years.

But in order to flourish, it needs cars for the program; and given today's used car market, it's more difficult than ever before.

Data shows car donations change lives.

According to Vehicles for Change, after receiving a car, 75 percent of owners got better jobs and/or raises of about $7,000.

MARTIN: When these guys work on a car and then they see that car go to a low income family, the pride that they have because they look at that and say, "You know what?

If my mom had a car maybe I wouldn't have ended up incarcerated; maybe I would of had different opportunities that I didn't have because she couldn't get home from work on time, she couldn't take me to athletics, she couldn't take me to after school programs; and I never had those opportunities."

STEPHANIE: Training here, gives them a second chance and statistics show graduates get jobs and go on to be successful.

MARTIN: We actually have some folks who are currently making over $100,000 a year just four years out of the program.

So, there's an opportunity in this field to make a significant amount of money.

STEPHANIE: Reshaping destinies along the way.

JOHN: Now, we've all heard about wiring gremlins that sneak into our cars and target their electronics; but, the truth is its usually just time, and use that burns them out.

But instead of buying all-new, our Logan McCombs has an upfix solution to worn out chips and such in MotorWeek's "Your Drive!"

♪ ♪ LOGAN MCCOMBS: Electronics are used all throughout your vehicle, whether it's an instrument cluster or a computer module.

Every vehicle you see on the road has a gauge just like this; but, those gauges are vital to providing information for you, the driver, to see what's going on with your vehicle.

And sometimes, they do have issues, and I have Ernest here from UpFix to tell us how we can overcome those issues.

ERNEST MARTYNYUK: Thanks for having me on the show... And...so yeah, automotive electronics.

They all work great when you drive off the lot, and over the years eventually they start to fail.

And, yeah, we repair those, refurbish them, and send them back on their way so it can be working in good order.

LOGAN: Okay.

So, we know that every vehicle has gauges, but what about the modules when they have issues?

What can we do about fixing that?

ERNEST: Yeah, it's not just the instrument cluster that fails.

All kinds of computer modules in a vehicle can fail.

There's lots of them, you know.

You have the navigation with the touch, stops responding.

The totally-integrated power module over here, uh, from the built-in soldered-in relays.

And the transmission computer modules over here; if you're having a hard shift, those computers tend to fail as well.

We have ABS unit, electronic brake control module, and instrument clusters-they're notorious for all kinds of different issues, so they're very popular for repairs.

And then, even navigations and touchscreen here as well.

So, yeah, any kind of module, if it has issues, we can do a bench test, refurbish it, and send it on its way back to you.

LOGAN: Okay, so, if I'm someone who has an older vehicle that I just picked up and I notice that my gauge cluster is not working or maybe my ABS module isn't working, that's something I can take out and send over to you guys to have it refurbished?

ERNEST: Precisely.

If you find us online and you see that the issues you're having is something that we can fix, definitely send it in for repairs and we'll have it fixed for you.

LOGAN: Okay.

And not only just fixing, but you guys will also reprogram modules to make sure that they're working just like OEM?

So, like, maybe your ABS or your TCM?

ERNEST: Exactly.

So, not every single unit is VIN encoded, um, but a lot of them are.

And more newer vehicles have everything with immobilizers VIN encoded; so we can program any computer module, whether it's an engine control or instrument cluster.

'Cause if it is VIN encoded and you just replace it from a junkyard or somewhere else, then it may not even start.

So-- that's very important-- so we ask for, you know, documentation, information from the customer, make sure the VIN number is correct and we program it into the module, and it should be plug and play.

LOGAN: Okay.

Well, that's awesome.

And this wouldn't just fall under just older things, but as things transition to digital, you guys can also help with that as well?

ERNEST: That's right.

If it's got a circuit board, we can fix it.

LOGAN: Wow, that's a lot of great information.

Thank you, Ernest.

ERNEST: It was my pleasure!

Thanks for having me on the show.

LOGAN: Absolutely.

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

♪ ♪ JESSICA RAY: Did you know... that if you damage a tire beyond repair on an all-wheel-drive vehicle, you're probably gonna have to replace all four tires and not just the one.

All-wheel-drive systems are constantly evaluating which wheels need more traction at any given time.

If tires have markedly different tread depths, they rotate at mismatched speeds.

That makes the parts in an all-wheel-drive system work much harder, which will eventually burn out your drivetrain.

Check your owner's manual for tire replacement do's and don'ts.

Being cautious now can save you from even more costly repairs in the future.

And make sure to rotate those tires regularly.

♪ ♪ GREG CARLOSS: We've officially surpassed the 20,000 mile mark in our Mitsubishi Outlander PHEV compact utility.

Over a quarter of the 5,000 miles since our last update were driven on the always-congested I-95.

The point in our annual Roebling road trip is to test high-performance cars on track, but it's also turned into a bit of an outing for our Long Termers, too.

The Outlander has exceeded expectations yet again.

No wonder it's our MotorWeek pick as Best Small Utility of the year!

We all continue to rave about its comfort.

A smooth ride, plenty of room- you've heard it all by now.

The outside profile doesn't immediately scream large, but it becomes rather apparent once you're onboard... or loading up for a long weekend getaway.

The PHEV system also maintains its top scores.

We have observed a slight dip in efficiency, down to an average of 29.7 MPG, due to a lack of plugging in during on our recent road trips.

But that's the glory of PHEVs: Electrified efficiency during regular commutes, no worries about infrastructure on longer drives.

And it doesn't matter if it's a short jaunt or a long haul.

This Outlander PHEV has provided us with the space and utility we need.

Admittedly, we haven't gotten much use out of the 3rd-row seats, but these two behind me have really racked up the miles in the second row.

And because it's so quiet in EV mode, we don't have to shout to talk to each other.

Do we, guys?

GIRL: (shouts) Yes, we do!

BOY: Yes!

Before another winter storm makes its way here, we've equipped our Outlander with Bridgestone winter tires.

Nothing to report yet, but we're hoping to use them for their intended purpose soon.

We'll let you know if we do, but not before saying goodbye to our Volkswagen Tiguan in the next MotorWeek Long-Term Road Test update.

JOHN: We're charging flat-out into this week's QuickSpin!

♪ ♪ JESSICA: If you're looking for a Toyota midsize utility, recent headlines may have you skewing towards the new Grand Highlander; but, this QuickSpin is about the regular Highlander and why it's still pretty grand on its own.

The main difference we're all thinking is size.

But in fact, it's not that much smaller.

The Highlander comes in at just 6.0 inches shorter overall than the Grand Highlander.

The Grand Highlander's five extra inches of 3rd-row legroom is nice, but only a plus for big families.

The cabins are similar, though there are more differences at entry-level trim.

The Grand Highlander's standard 12.3 inch touchscreen is optional here, as is this beautiful red interior.

The Grand Highlander gets SofTex synthetic leather standard, whereas cloth seating is standard in the Highlander "LE," replacing the "L" as the entry-level for 2024.

On the other hand, the Highlander does gain some Nightshade trims with more blacked out accents.

Powertrain offerings are nearly identical, starting with a 265 horsepower 2.4 liter turbo-4; front-wheel-drive is standard with all-wheel-drive available.

Both models also have a Hybrid option, but only the Grand Highlander has Toyota's Hybrid Max setup.

To us, it's a small list of differences, meaning the drive is just about the same.

ALEXANDER KELLUM: Out here actually driving the Highlander, you know, maybe it does feel a little bit smaller than the Grand Highlander, but not that much smaller.

And you're certainly not going to be able to tell out here on the highway-maybe just in parking lots and side streets.

But what you will be able to tell is just how smooth this thing is, from the suspension, all the way to the shifts in the 8-speed auto.

So, I guess what I'm trying to say is...look, the Grand Highlander is an excellent addition to their lineup, but don't feel like you're missing out if the Highlander is really all you need.

JESSICA: Not only that, but dropping the "grand" will also save a few grand, too.

The 2024 Toyota Highlander LE starts just over $40K, about four grand less than a starting Grand Highlander, making this a great option for those who just want something that's a little less.

And we'll have more QuickSpins, soon!

JOHN: To many of you, it may seem that all we do around here is test high-end sports cars and EVs.

Well, that's not on purpose, as we always make time for the super practical, entry-level rides that are so important to many of us.

One of those is the Nissan Versa.

So, let's check in and see what's new with this "Versa-tile" little sedan.

♪ ♪ This 3rd generation Nissan Versa arrived for 2020, and was more refined and more fun...yet, still just as frugal as ever.

For 2023, Nissan continues to improve on a good thing, adding more value into what is once again the least expensive new car you can buy in the US.

Styling has been updated too, with the typical forward fascia redo.

A much broader version their trademark V-motion grille, with an even bigger center Nissan logo, now takes up almost the entire front end.

There are new wheel choices too; 17 inch alloys on our SR-trimmed tester.

Top SR also adds dressy black accents, LED headlights, fog lights, and dark chrome trim on the grille.

New features are always great, and Nissan continues to deliver a lot in the Versa.

Wireless phone charging is now standard in all but the base model, as is Apple CarPlay and Android Auto integration through the standard 7.0 inch touchscreen display.

SR ups the screen size to 8.0 inches and also adds heated front seats, 6-speaker audio, automatic climate control, and remote start; plus, a more sport-minded theme with unique upholstery and leather-wrapped steering wheel.

There are plenty of soft touch materials to keep it from looking or feeling entry-level, plus, contrast stitching and a great control layout.

Nissan calls Versa a subcompact, while the government classifies it as a compact based on interior space.

We actually think the front cabin room feels more midsize, with fairly generous space for the rear seats as well.

Trunk space is a cavernous 15.0 cubic-feet.

The Versa continues to boast a lot of standard safety features for its segment, including front and rear automatic emergency braking and lane departure warning.

Blind spot warning and adaptive cruise control are also available.

Regardless of which trim you get, modest power comes from a naturally aspirated 1.6 liter I4 engine, with 122 horsepower and 114 pound-feet of torque.

A 5-speed manual is standard in base trim, but all others use Nissan's Xtronic CVT.

Driving an entry-level sedan used to equate to sloppy handling; and while that hasn't been the case for some time, it's totally not factual here in the Versa.

Simple strut front and torsion beam rear suspension designs, but tuning is quite good; something we seem to be relying more on electronics to take care of these days.

The Versa progressed through our cone course effectively; not a lot of feedback or feel through the chassis as you can imagine, but it's a solid little platform that never felt overwhelmed regardless of how hard we pushed.

Acceleration runs, however, were more of what you'd expect with just 122 horsepower and a CVT.

Economy is prioritized over performance.

So, it was a slow and steady ramble to 60 of 11.2 seconds.

It's been quite a while since we've had a car at the track with numbers that high; but it was actually a tenth quicker than the 2020 Versa we tested.

The small four really sounds like it's working overtime just to provide the moderate acceleration that it does.

Our best quarter-mile run was 17.9 seconds at 78 miles per hour.

Braking performance was pretty impressive however, with smooth and surprisingly calm stops of just 104 feet from 60 miles per hour.

And while, it may not offer much excitement, it does deliver great fuel economy which is ultimately more important to entry-level drivers on a budget.

The Versa with CVT earns Government Fuel Economy Ratings of 32-City, 40-Highway, and 35-Combined.

We averaged 38.7 miles per gallon of Regular.

Great for any vehicle not a hybrid.

For a much better than average Energy Impact Score of just 8.5 Barrels of Oil used yearly, with 4.2 Tons of CO2 Emissions.

And the highway drive to and from the track was quite pleasant; not overly polished, but the ride is well-composed and the CVT doesn't seem nearly as annoying in normal driving.

So, how much does the least expensive new car in America go for these days?

$17,075 to start, mid-level SV trim comes in at $20,365 and top SR goes for $21,065.

So, even inexpensive new cars are not really cheap these days.

But it must also be said that you do get a lot more car for your money than you used to.

Many high-end convenience items are now looked at as almost necessary features.

And Nissan has packed more of them into their entry-level car than anyone else.

The 2023 Nissan Versa is a bargain-priced ride, that certainly doesn't look or drive like one.

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 drive the alphabet soup of sport coupes, the Subaru BRZ tS, followed by the grand entrance of Toyota's largest 3-row crossover, the Grand Highlander.

Until next time, 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.