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

We're firing on all 12 cylinders in the Aston Martin Vanquish... Logan McCombs steadies our reins with a brake bleeding demo... We ask the folks at Hagerty why America's love for cars continues to renew its vows... Then, it's another stamp in the Honda lineup, the all-new Passport... So, come drive with us, next!

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JOHN: According to Genghis Khan, the greatest happiness is to vanquish your enemies.

Well, if you're Aston Martin and looking to lay waste to other providers of exclusive high-performance GT cars, bringing back the Vanquish looks like a winning strategy.

And armed with an 800 horsepower V12, this beautiful bruiser certainly looks ready for the fight!

♪ ♪ Yes, it doesn't matter which angle you view this 2025 Aston Martin Vanquish from; it's dripping with extravagance, yet, it's muscular coupe stance signals that there are some seriously bad intentions lurking underneath that exquisite sheet metal.

Its beauty can't be overstated, looking smooth and aggressive at the same time with exaggerated proportions that would be comical, if they weren't so well executed.

This Supernova Red paint job certainly looks out of this world, and its $14,000 upcharge is just one of many five-figure add-ons available to customize this fashionable fastback.

These 21 inch satin bronze alloys, they're optional too, as are the multiple pieces of gloss black trim.

But as stunning as it is to look at, the true showstopper here is what's under the very long hood: 5.2 liters worth of twin-turbo V12 spinning up 824 horsepower and 738 pound-feet of torque.

We wish we could see more of it, but you can certainly feel it as soon as you hit the start button and flip the mini toggle switch into drive.

That little toggle, along with some big shifters behind the steering wheel, electronically control an 8-speed automatic transmission through drive modes that include GT, Sport, and Sport+ for varying levels of engagement, as well as a wet mode, and a programmable individual mode.

A carbon fiber drive shaft sends power strictly to the rear wheels through a new active electronic limited slip differential.

There's plenty of carbon fiber inside the cabin too, but you can add another 20 grand to get even more applied throughout the interior, if you'd like.

Front seats are firm, luxurious, and sporty feeling.

Driver info is displayed on a 10.3 inch TFT display with virtual gauges as well as plenty of infotainment type feedback such as maps.

The actual infotainment screen is a 10.3 inch touchscreen running Aston's new in-house software; but fortunately, plenty of actual controls are present on the low-lying center console.

No illusions of a rear seat, just more carbon fiber and leather covered everything, while a full-length glass roof lets in plenty of light.

When you're regular Joes like us, driving around exclusive half-million-dollar cars, you tend to be extremely vigilant, and the Vanquish is a big coupe.

But, its mostly aluminum construction helps keeps weight in check.

All the driving aids seemed tuned to allowing you to enjoy driving as much as possible, not playing fun police.

It makes for a very civilized grand touring experience, eating up miles of highway or backroads in ultimate luxury, while knowing there's gobs of power on tap to get you out of any situation.

We weren't able to get to the test track with the Vanquish, but we'd put the 0-60 time right around 3.0 seconds.

Oh, and did we mention there's an optional titanium exhaust system that helps this V12 sound hellacious in a very good way?

(car whooshing by) Our first taste of Aston Martin V12 mayhem came in 2001 when we hit the track in a DB7 Vantage.

We were doing our best James Bond impressions, outrunning invisible bad guys at Roebling Road Raceway.

Its Cosworth-designed 6.0 liter impressed us with its immediate response; the car's chassis exciting us even more.

As ferocious as that V12 felt, it put out just 420 horsepower, about half what our Vanquish is working with.

Government Fuel Economy Ratings for the current V12 are 13 city, 21 highway, and 16 combined, with a Gas Guzzler tax.

Vanquish pricing starts at $434,000.

Yes, you heard that right, and most will come with a few options easily pushing stickers over $500,000.

It's hard for us mere mortals to wrap our heads around those kinds of numbers, but if you're looking to justify the purchase, Vanquish is the ultimate halo car for what is already an incredibly exclusive brand-- less than 1,000 will be made per year.

The 2025 Aston Martin Vanquish is an ultra-luxurious grand touring car with supercar intentions and is easily one of the most fabulous vehicles we've ever driven.

So, it looks like this Vanquish has indeed vanquished its foes.

♪ ♪ JOHN: The new RX-7 is leaner and meaner, and has a striking family resemblance to the Miata.

Mazda's new philosophy is that their products must appeal to the emotions.

Not only does the 3rd generation RX-7 fulfill these emotions in its radical new appearance, but it exudes a pure sports car spirit with every throw of the shifter.

The new Mazda RX-7 is capable of 0-60 in a scorching 4.9 seconds, and a top speed of 156.

The RX-7 won't pin you to your seat like a Corvette, but real power begins around 3,000 rpm with a rush right up to the redline.

It's a kick.

♪ ♪ JOHN: For over a hundred years, American culture has revolved around the automobile.

And no entity has done more to preserve that culture than specialty car insurer Hagerty.

Indeed, they've become the driving force behind preserving our automotive heritage while also growing the classic car hobby.

We recently sent our own classic car guy, Dave Scrivener, to catch up with Hagerty Media editor-in-chief Larry Webster, for a meeting of the minds on the current state of America's car hobby and where it's headed.

(engine noise) As you might expect for two car guys, where we meet up with Dave and Larry is not your typical office.

DAVE SCRIVENER: So, what is this undisclosed location we're at today, Larry?

LARRY WEBSTER: It's a very special place in southeast Michigan.

It's a big warehouse where a lot of local enthusiasts store their cars.

And they also, do a lot of work, and it's become a fantastic club that I've been a part of for almost 30 years.

DAVE: Now, how has classic car, the definition, changed over the years?

LARRY: We like the term "special car" because it encompasses, you know, new, old, everything in between.

Some people have multiple cars, some people have just one car, and they're all special.

JOHN: And, listening to Hagerty, that "special car" needs special insurance.

But why?

LARRY: Well, for a lot of reasons.

Number one, it's typically less expensive than a policy because we know the cars, we know the use pattern.

JOHN: Moreover, Hagerty has amassed a wealth of knowledge about where to get that special car repaired or just find DIY parts.

But their corporate passion doesn't stop there.

DAVE: Now, Hagerty has expanded from insurance into events and auctions and all these things.

Why is that, and what's the purpose behind it?

LARRY: Yeah, well, the Hagerty family has always been about the car community, and they want to help foster the community.

And so, all the stuff that we do, you know, insurance is a great way to, what I always thought, is to enable the hobby, right?

It helps you keep your car on the road, it helps you get it fixed.

But we're also very keen to create a community of car people, for car people, and part of that is to expand into these other things that Hagerty thought they could support and grow, and help, and that includes, like you talked about, events.

JOHN: Events, indeed; Hagerty now owns the prestigious Amelia Concours, and each year they put on a huge party at Monterey called Motorlux.

Then, there is Radwood, plus, the car hobby media that Larry oversees.

LARRY: We have a huge YouTube channel with almost 4 million subscribers, we have a magazine that goes to almost a million people.

And then, about a year ago we started a new thing called Hagerty marketplace, where we're trying to help people connect and find and...and sell the cars that they love.

DAVE: And you always say people gravitate towards the cars they liked when they were in high school.

With Radwood coming up, popular these days, how is the car culture evolving?

LARRY: I mean, it's certainly true.

People covet the things that they really wanted as a kid.

And uh, we see that pattern played out generation after generation.

One way we communicate this is every year we do something called the bull market list, and the idea basically was to show cars that you could buy, own, sell after a few years, and get about what you had in it.

And the idea being, well, these cars will appreciate a little bit.

It's never about investing.

We like to think that, you know, if you're in this to make money, it's probably not the right thing for you.

DAVE: Right.

LARRY: This is, this is a hobby.

DAVE: The profit is the enjoyment you get out of it.

LARRY: Certainly, the big trends are post-1980, but there's a lot of interest throughout the market.

DAVE: I think like the steam-era cars and things are kind of lost on me and my generation, but there's still a strong enthusiast out there for those kind of cars.

LARRY: It's funny you mention that because we have internal debate among our media team about what we call pre-war cars.

And we're seeing a lot of interest in those things because they're really basic, they're fun to work on, you can keep them running.

JOHN: But one big challenge facing the car hobby is how to keep it flourishing for future generations.

LARRY: Some of the things I always tell people, especially somebody my age and older is, you know, try and avoid being a mansplainer.

And what I mean by that is, you go to car shows, you know, be open.

We always say, you know, invite people to come sit in your car, try and be engaging, try and ask questions, try and find out what they like, not necessarily what you like.

We all hold a responsibility to foster the next generation, so let's do it.

♪ ♪ GREG CARLOSS: The newest member of our long-term fleet, this 2024 Acura ZDX arrived just before Acura announced that they were going to stop building it, making it a one-year wonder.

Now, before you fire up those keyboards, hear us out.

As Acura's first all-electric vehicle, the ZDX will hold a special place in history and is worth spending some time to document.

And, since federal government incentives have gone away for EVs, many manufacturers are offering some absolute screaming deals right now, which is how we got to this particular ZDX, as one of our colleagues jumped at one of those offers.

Its platform-mate Honda Prologue is soldiering on for the time being; both of them based on GM's Ultium Platform.

Type S comes with 499 horsepower dual-motor all-wheel-drive and a range of 278 miles.

Comparing this ZDX Type S to the Honda Prologue, Acura's take on this platform feels much more buttoned down when it comes to ride and handling, but it's not too tight; there's still plenty of daily driving comfort.

There's also plenty of power, and it's a good thing there are 6-piston Brembo brakes up front because this thing can really move.

We'll keep the EV updates coming with a look at how our Subaru Solterra is doing, on the next MotorWeek Long-Term Road Test Update!

JOHN: Just as vital as the condition of the brake pads and shoes is the fluid pushing on them.

You've got to keep it fresh and clean.

So, here's Logan McCombs with more tips on MotorWeek's "Your Drive."

(car starts up) LOGAN MCCOMBS: Bleeding your brakes can sound like a daunting process, but it doesn't have to be.

It's something so easy you can do at home with your friend in your garage.

Now, you may be asking yourself "why am I bleeding my brakes?"

Well, there are many causes for that.

Because if you have a car that's a little old, has been on the road for a while and it's time to change out the fluid because it's looking a little murky; or maybe recently you've done some brake work and you have air in your lines, and you'll want to get that out because the air will compress and the fluid won't, so that'll cause a spongy pedal.

Now, this is a process that I like to use and it works on most cars.

You can pick these kits up for a nominal cost at your local auto parts store.

It'll typically come with a bottle to catch all your fluid, a line, and you'll have some wrenches that'll connect to your caliper to make it easier for you.

I like these wrenches because they clamp onto the bleeder valve of your caliper and allow fluid to flow through the wrench, into the hose.

Now, the great thing about this kit is it comes with a check valve.

It makes it super easy because the fluid will flow through, and then no air can be sucked back in, if the person in the vehicle decides to take their foot off the brake accidentally.

To start the process, what you'll do is, is you'll have someone in the vehicle pump the brakes three to five times to get fluid flowing into the line and build pressure.

And once they've done that, you can come over here and you can crack your bleeder valve, and you'll see that fluid flows through the line and into your bottle.

Now, while you're doing this, you'll want to keep an eye on it to make sure any air bubbles that are coming out go all the way through and don't get sucked back in, because that'll just make the process longer.

But, once you've got a steady stream of brake fluid you'll know that all the air is out of your lines and you've got clean fluid throughout the system.

You can go ahead, close up that line, and you're good to go on that caliper.

Now, in the process, you'll always want to start from the furthest part of the car away from the brake master cylinder.

So that'll be your rear right, rear left, front right, then, lastly, your front left.

Now, throughout the process, you'll want to keep an eye on your brake master cylinder because once the fluid leaves the caliper, it's also leaving the system.

If the fluid in the brake master cylinder gets too low, you'll start to pull in air and then you'll be in some trouble.

So, throughout the process, just make sure you're topping it off to keep it full.

After you've done that, you'll want to go ahead and just clean everything up to make sure that you don't have any brake fluid on your rotor, on your caliper or anything like that, to cause slippage.

Once, you've done it, you can lower the car back on the ground, test to make sure you've got a firm pedal, and you're good to hit the road.

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

JOHN: Let's merge back on to the road, this time for an all-new QuickSpin!

♪ ♪ GREG: With hundreds of thousands sold every year, you don't have to be on the road very long to see a Ford F-Series pickup truck pass by.

But for us, it's been a minute since we've spent time in one of the Blue Oval's HD haulers, so we climbed into this 2025 F-250 Lariat to see what's up.

Those in need of a big truck with a big engine will be happy to hear that a 405 horsepower 6.8 liter V8 is standard, but we went for this High Output 6.7 liter Power Stroke Turbo Diesel V8.

This B20 chugs out 500 horsepower and 1,200 pound-feet.

In this 4X4 Crew Cab with a 6-3/4' box, we can tow up to 22,000 pounds the conventional way.

This F-250 is meant to haul heavy things and tow even heavier things, so it's no surprise that the ride is a little stiff and choppy when it's not carrying that weight.

That said, it's comfortable enough.

The transmission glides through all 10 gears and the brakes are surprisingly easy to modulate for nice, smooth stops.

The steering is quite heavy, though, so that hampers maneuverability, but as long as you're in an area that has big roads and you don't mind taking up two parking spots everywhere you go, this could certainly be a work truck and a daily driver.

Our 250 also came with the FX4 Off-Road Package.

All-terrain tires, extra skid plating, re-tuned shock absorbers, Hill Descent control- you get the gist.

Meanwhile, our Lariat's tan and black cabin adds some welcomed contrast while a B+O sound system links to a 12 inch infotainment display.

The spacious and mindful layout of this cabin reminds you, you're driving something large and mission-built.

Pricing starts just over $47,675 for a 2025 Ford F-250 XL.

Our loaded Lariat stickers at an eye-watering $92,000 with options, but starts more reasonably at $64,000.

Truck buyers have plenty of options, and HD pickups fans should appreciate what Ford keeps dishing out.

We know we do, and we'll have more QuickSpins soon!

JOHN: After a 17-year hiatus, the Passport returned to the Honda lineup for 2019 as pretty much a 2-row version of the popular 3-row Pilot.

While that was a great way for us to get easily reacquainted, many were hoping for something a little more special.

And that's just what Honda has delivered with the all-new 4th gen Passport.

♪ ♪ Like us, a lot of people were glad to see the Passport return to the Honda lineup.

And if that includes you, chances are also good you'll be really jazzed about this all-new 2026 Honda Passport.

The 4th gen certainly looks better and more unique, appearing far less like just a cousin of the current Pilot.

Though, its boxy vibe is not unlike the 2nd gen Pilot from 2009.

With the introduction of TrailSport trim back in '22, Honda thought it was a good idea to accentuate the rugged aspects of the Passport.

Obviously, people agreed, with 80 perfect of Passport's recent sales sporting a TrailSport badge.

So, Honda has done away with EX-L trim on the new Passport.

Just RTL and TrailSport now, while adding multiple TrailSport levels at the top end.

Being the most off-road-capable Honda SUV ever, the standard TrailSport kit includes steel underbody protection, orange recovery loops, and 31 inch all-terrain tires on 18 inch wheels, along with amber-colored DRLs.

With all Passports getting a boost in ground clearance over last year, there is no additional lift for TrailSports, but the suspension is "off-road tuned," yet, ride quality on the street remains plenty smooth and comfortable.

Towing capacity stays the same at 5,000 pounds.

We had a couple of chances to get off-road time with the new TrailSport, and found plenty of traction and suspension travel for getting over and through obstacles, yet, it stayed firm enough to avoid the bouncy feel you get with many dedicated off-roaders.

New TrailSport Elite doesn't necessarily add capability, but is more about pampering with perforated leather seating and 12-speaker Bose premium audio; along with a new TrailWatch camera system and of course, lots of TrailSport logos.

Supporting all your adventures is spacious seating for five, great versatility, and some of the best cargo hauling chops in its segment; 44.0 cubic-feet of space in back, 83.8 with the rear seats folded.

The standard dashtop 12.3 inch touchscreen is a big upgrade in size, look, and function over last year's 8.0 inch setup.

All the expected places for charging are here and easy to find and use.

Under the Passport's hood is the same 3.5 liter naturally aspirated V6 as last year, but it gets a mild 5.0 horsepower upgrade, now pumping out 285 horsepower and the same 262 pound-feet of torque.

The transmission gets a boost too, gaining a gear to make it a 10-speed automatic.

All Passports feature Honda's latest i-VTM4 torque vectoring all-wheel-drive setup which now includes Trail Torque Logic.

Now, in 45 years of MotorWeek , you would have thought our first taste of Honda off-roading would have been when the original Passport arrived for 1994.

But long before then, back in the 1980s, we were tearing through the Vermont backwoods in a 4-wheel-drive Civic Wagon, an obvious precursor to the wagon-like SUVs ruling the roads today.

Exploring the pavement of our Mason Dixon test track in our Passport TrailSport Elite, power delivery was smooth and steady, but not exactly overwhelming, hitting 60 in 8.0 seconds flat, and completing the quarter-mile in 16.2 at 88 miles per hour.

Automatic shifts were very smooth, as was the whole trip down the track.

It didn't behave at all like a dedicated off-roader on our handling course.

There was some body roll, but otherwise it felt well-planted and neutral.

Steering was light with good response and just enough feedback.

The soft suspension did lead to a good amount of braking nosedive, but stops were solid and consistent, averaging 111 feet from 60.

TrailSport Government Fuel Economy Ratings are slightly lower than the standard Passport at 18 city, 23 highway, and 20 combined.

We averaged a good 23 miles per gallon.

There's a slightly below average Energy Impact Score, using 14.9 Barrels of Oil Yearly with 7.4 Tons of CO2 Emissions.

Passport pricing starts at $46,200, with TrailSports at $49,900 and $4,000 more to step up to Elite.

We were indeed happy to see the return of the Passport a few years ago, but are even happier now to see Honda give it the treatment it deserves with this 2026 Honda Passport TrailSport.

Now, get the trail out there and start exploring!

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 for an electron wagon, the Porsche Taycan Cross Turismo, and Acura's new compact crossover, the ADX.

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 a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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