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

We'll fire up with an RT of the petrol-powered Dodge Charger R/T... Then, we'll turn and burn in a virtual Over the Edge : track day... We'll restore the family taxi to factory fresh on "Your Drive!"

Then, it's one more turbocharged trick for the Volkswagen Tiguan... So, come drive with us, next!

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JOHN: A reborn Dodge Charger arrived for 2024, promising multiple powertrain options along with both two- and four-door body styles.

And over the last two years, they've been steadily rolling out new Chargers to fill out the lineup; the latest is this R/T.

Now, it may be the entry-level Charger, but as you might expect, it's far more than that.

♪ ♪ So far, we've plugged into the Charger Daytona and scatted around the racetrack in a Charger Scat Pack.

This week, we turn our attention to the 2026 Dodge Charger R/T, an entry-level gasoline-powered brute, looking to keep what little muscle-car inspired coolness still exists in today's car market from melting entirely away.

Obviously, no charging stations to deal with here, as the Charger R/T is powered by the standard output version of Dodge's twin-turbo SIXPACK 3.0 liter inline-6 engine rated at 420 horsepower, which is down from the 550 horsepower high-output version we tested in the Scat Pack.

This "de-tuned" rendition, which still cranks out a healthy 468 pound-feet of torque, uses smaller turbos and does not get the H.O.

's dual-mode active exhaust.

And just as a reminder, it's the all-electric 670 horsepower Charger Daytona that still tops the lineup.

This 8th gen Charger is not the first major shakeup it has experienced of course, as it awoke from a 20-year nap back in 2006, having morphed from a front-wheel-drive subcompact hatchback into a big-bodied rear-drive sedan with muscle car intentions.

But, when we think of memorable Dodge R/Ts we've driven over the years, in addition to the obvious Viper and Ram SRTs there was 1991's Dodge Stealth RT Turbo.

Unlike the Charger R/T, it actually did have an active exhaust system, the first one for the U. S. market, along with all-wheel-drive, 4-wheel steering and an adjustable suspension.

Much of that applies to the current Dodge Charger line up, and the R/T is available as either this 4-door sedan or 2-door coupe.

Both share the same profile, roofline and interior space; just the number of doors differ.

It certainly has presence, with proportions that are pure muscle car, but it's still very aerodynamic, with clean body sides and mostly smooth surfaces throughout.

And because Dodge likes to do things differently, it's all-wheel-drive that's standard here with rear-wheel-drive on demand.

Both gas engines use the same 8-speed Torqueflite automatic transmission.

The R/T's smaller turbos may not spin up as much boost, but they spool up quicker, meaning peak torque arrives earlier than in the high-output version, so the R/T doesn't really feel much slower than the Scat Pack when you're driving it around.

And even at the test track it pounced off the line to 60 in only 4.6 seconds, just 7/10ths off the Scat Pack's pace.

Sound is more natural than the Scat Pack's enhanced setup; while not a V8 roar, it is certainly muscle car adjacent.

Shifts came quickly moving down the track, with the quarter-mile completed in 13.0 seconds flat at 106 miles per hour.

For those that plan on weekend drag racing, both a line-lock and launch control are available.

Unlike the V6 or V8 days, there's no weight savings over the front axle when you choose the lesser of the two powertrains, but working through a cone course was not really a chore for the R/T, turning in quickly and maintaining composure throughout with plenty of all-wheel-drive grip.

A Performance Handling Group is an available add-on, and includes sport-tuned suspension, 20 inch wheels, performance pages for the infotainment, a customizable drive mode, and high-back performance seats.

It also upgrades the brakes to Brembos, though both front and rear rotors are downsized compared to the Scat Pack.

R/T stops still averaged only 99 feet from 60.

(engine revving/ tires screeching) Two things we love about the interior environment are that all Chargers share the same theme regardless of power source, and they were able to incorporate lots of historic Charger muscle car inspiration without going overboard with it.

This being the first 4-door we've tested, access to the rear seat is indeed much easier.

Government Fuel Economy Ratings for the R/T 4-door are 17 city, 26 highway, and 20 combined.

We averaged 20.4 miles per gallon of Regular.

That's a slightly below average Energy Impact Score, using 14.9 Barrels of Oil Yearly with 7.3 Tons of CO2 Emissions.

Available in both standard R/T and R/T Plus, sedan pricing starts at $53,990, which is a $5,000 discount from the Scat Pack; 2-doors are two-grand less.

The 2026 Dodge Charger R/T may be the least powerful 8th gen Charger yet, but it rolls with plenty of attitude and a 60 year history of Dodge R/T performance.

It's just another option for the trophy package that is the Dodge Charger lineup, our MotorWeek Drivers' Choice Award Winner for Best of the Year.

♪ ♪ JOHN: In this time of advanced computer-generated images and AI, it's getting harder and harder to tell what's real and what's not.

True, in many cases, that can be a bad thing, but this week our Greg Carloss takes us "Over the Edge" to prove how simulation technology is used for the good of those that love to drive.

♪ ♪ GREG CARLOSS: Sim racing is all the rage these days.

And why not?

It's fun, affordable and incredibly realistic.

But I want to see just how true-to-life these gamer rigs can get.

So...let's burn some digital rubber.

This is James Logbo, owner of Sim Racing Events in Northern Virginia.

Since, he's made a business out of it, I decided to meet up with him to learn more about the state of Sim racing.

JAMES LOGBO: In the past few years, racing simulators have...have gained a lot of popularity.

What I do is provide simulators for automotive events, primarily with dealerships, um, although we've done a couple of car club events as well.

So, I bring in racing simulators and give folks a chance to experience...uh...what I, I think is a pretty fun hobby.

It's cool because if you've got no experience whatsoever, you get a little bit of a taste of what it's really like to be a race driver.

But then, at the...the pointy end of the spectrum, if you are a real race driver, there are similarities that, it can, as we know, serve as a training tool.

GREG: As with any hobby, you can dump a lot of money into Sim racing.

But the entry point is actually pretty affordable.

JAMES: You can get into it pretty easily.

Definitely sub-a-thousand bucks, you're into it.

You know, you want to start with your steering wheel, and oftentimes you'll get like a steering wheel bundled with the pedals.

I'd say the one critical decision is, if you want to go the console or the PC route.

You can buy a Play Station, you know, you buy the game Gran Turismo.

You hook it up to your existing TV.

If you want to get a PC, then you're also going to need to get a monitor, but that's going to allow you a little more customization in terms of the games that you're able to play, which kind of cars you're able to simulate.

And then lastly, your, uh, cockpit, if you will.

GREG: A setup like the one James uses costs about $3,000, and all the parts can be easily sourced from online dealers and local box stores.

As he details the endless possibilities in terms of customization, I get an idea.

As of this recording, we'll be at Roebling in a few weeks, and I want to see just how close to reality this setup is.

So, I want to see if I can get a similar time here as I could at Roebling.

Do you think we could do that?

JAMES: You're in luck.

I've got Roebling Road Raceway loaded up in the simulator right now.

We can try it out.

GREG: Let's do it!

JAMES: Cool!

GREG: In the name of science, I squeezed myself into the cockpit, loaded up a 991 generation 911 GT3 RS, and headed for the nine digital turns of Savannah's Roebling Road Raceway.

Like, any man of science, I went into testing with a hypothesis: My simulator lap time would be within one second of my real-world lap time.

After a few laps my benchmark was set at 1:16, and I found that despite not feeling the G-forces, the strong feedback from the wheel, sharp response of the pedals and shockingly accurate track image had me feeling right at home.

So, it was off to the real nine turns of Roebling to continue the test in a 2026 911 GT3.

Not apples-to-apples with the Sim car, but close enough.

Quickly I'm reminded that G-forces make a huge difference, a big advantage for finding the limits of grip.

The disadvantage is psychological, knowing that those G-forces will have very real consequences if I make a mistake, I drive with a slightly less cavalier mentality.

Here's a comparison view with my best simulator lap up top and my best real-world lap below.

As you can see, it's pretty darn close, even down to my shift points.

And when it's all said and done, my best time in real life is 1:17, thus supporting my original hypothesis of a delta no greater than one second.

So, what did we learn?

Well, racing simulators really do offer a true-to-life racing experience.

But, the scientific method requires re-testing.

So, I guess I'll just have to spend some more time in the seat!

JOHN: Cleaning your car after months, weeks, or even just a day of hauling kids and pets around can be like cleaning a crime scene.

Well, if you want your interior to look like it's rated "adults only," listen to what Audra Fordin has to say on MotorWeek's "Your Drive."

(car starts up) AUDRA FORDIN: Hey, y'all.

We've all been there: Kids or pets, plus cars, equals chaos.

From spilled snacks to sticky fingers or drool on your seats, your car can quickly turn into a disaster zone.

But don't worry!

Today, I'm going to show you how to prep your car before the mess happens or, if it's already too late, how to deep clean your ride and get it back to looking brand new.

Let's get started with some prevention.

Pet proofing and kid proofing your car isn't just about keeping things clean, it's about survival.

To keep your car seats in one piece, use seat protectors.

These covers shield your seats from spills, crumbs, sticky hands, drools and dirty paws.

They're affordable, easy to use, and save your upholstery from disaster!

Get a small trash can that attaches to the back of the seat or the center console.

It keeps wrappers, snack bags, and other messes contained so you don't have mess everywhere!

Seat and visor organizers are little lifesavers that keep toys, snacks, and games organized.

No more mystery items floating around.

Okay, so you've prepped, here are a couple of quick habits that will help you keep it clean, moving forward.

New rule: No eating in the car...well, most of the time.

If eating and snacking in the car becomes a daily thing, you're going to find yourself constantly cleaning.

Try to keep snacks simple and always have napkins or wipes on hand for emergencies.

Yeah, wipes are your best friend.

Use them after every spill to keep things fresh.

So, maybe it's too late for prevention?

Your car is already a mess and you need to deep clean your family hauler.

No worries!

Here's how to make it look new again.

Number one: First, take everything out of your car.

You're going to declutter.

Every toy, every snack bag and forgotten item.

Clean the car from inside out.

Trust me, this step is crucial!

Vacuum like a pro: Vacuum the seats, under the seats, in the cracks, aet rid of every crumb and every bit of dirt.

A good handheld vacuum or car vacuum can make this so much easier.

A toothbrush can get into those hard-to-reach nook and crannies.

And you'll be amazed when you use the appropriate cleaners for leather, fabric, glass, and plastic, it makes all the difference.

Rinse or scrub your floor mats.

Do it, literally.

Cleaning the mats instantly freshens up the look of your car.

If you struggle with this, consider a professional detailing for a game-changing makeover.

So...whether, you're getting ahead of the mess or diving into a deep clean, keeping your car looking great is totally doable.

Grab your supplies and get to work!

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

JOHN: We've got the fast pass for everything new, so let's skip the line and get right into this week's QuickSpin!

♪ ♪ JESSICA RAY: Sometimes, it's best for niche artists to go mainstream.

If you're an earlier adopter of Rivian's R1S or R1T electric vehicles, you're about to be the part of a much larger crowd with this incoming 2027 R2.

The R2 is basically a smaller R1S, about 15 inches shorter than its midsize kin.

Though with 9.6 inches of ground clearance and a second-row-down 79 cubic-feet cargo area, the R2 is just as prepped for weekend adventures off the paved path.

EVs-plus-off-roading usually equals worsened range anxiety, as NACS chargers are not a naturally occurring resource.

The R2's 88 kilowatt hour battery, estimated up to 345 miles of range in the Standard Rear-Wheel-Drive Long Range model, is plenty for most adventures.

Both the Premium and Performance incorporate Dual-Motor All-Wheel-Drive, estimated up to a still decent 330 miles.

The Performance grade deploys 656 horsepower, a fair bit more than the Premium's 450 horses and the Standard's 350.

Now, the R2 is about 2,000 pounds less than the R1 and it's pretty noticeable.

This is considerably more nimble than its big brother.

And we have semi-adaptive dampers, and that also allows us to kind of get into some of the different drive modes.

Specifically, we have a sport mode that I can go to, and that allows us to really feel all of those 650-plus horses.

We have a feeling everyone will love the R2's rear power drop window and appreciate the upscale interior: Heated and ventilated front seats, a heated steering wheel and plenty more, all trim dependent.

The R2's screens are a little smaller, running Rivian OS 2.0; we appreciated how crisp and fluid it was, though no smartphone projection is a bummer, as is the lack of physical controls, barring those surprisingly convenient haptic halo wheels.

The first 2027 Rivian R2 Performance with the Launch Package is spearheading the charge for just shy of $60,000.

Early next year will see the $50,000 Standard Long Range, and after that is the base Standard, starting in the mid-40s.

We'll have more on the Rivian R2 and more QuickSpins, soon!

♪ ♪ GREG CARLOSS: Our long-term 2026 Acura ADX has gotten off to a very busy start to the summer, taking multiple trips throughout the Mid-Atlantic and racking up a quick 2,500 miles.

What have we noticed so far?

Well, we're off to a good 28.6 miles per gallon and the ADX, while cozier than overly spacious, is easily comfortable enough in all seating positions to eat up a full tank of gas without having to stop for a break or feeling crammed in.

We also love the agility of this small utility, and while that does come with a small penalty when the pavement gets rough, the reward is a willing companion when the road turns curvy.

The ADX certainly looks like a sporty utility and it drives like one too.

The steering has a nice weight to it with precise reactions to every input, which, to be fair, combined with a taught suspension, may be a tad too sporty for those who prefer a softer ride.

But for us, it's right in the sweet spot.

As Acura's entry-level utility, the interior of our A-Spec Advance is nicely appointed, featuring leather-trimmed seats and a 9.0 inch touchscreen with Google built in; plus, the 24.4 cubic-feet of cargo space swallows plenty of luggage.

And the 190 horsepower 1.5 liter turbo-4 has had no problems moving it all down the road, even when packed full of people and gear; with both passing on the highway and merging into traffic stress free affairs.

We'll see what adventures our Subaru Outback has been on in the next MotorWeek Long-Term Road Test update!

JOHN: An all-new 3rd gen Volkswagen Tiguan arrived just last year.

So, why is this 2026 Tiguan sitting on deck waiting to launch into another Road Test?

Well, that's because, like us, Volkswagen thought the elevated Tiguan experience could still use some extra punch in the power department.

So, let's spin up this Turbo and see how it boosts our impressions of the new Tiguan!

♪ ♪ While, the VW GTI may be the enthusiast's choice, the fact is the majority of Volkswagen buyers these days leave the showroom in a Tiguan.

Which says a lot about why just a year into its 3rd generation we're back with a look at this uprated 2026 Volkswagen Tiguan SEL R-Line Turbo.

With gen-three, Volkswagen seemed most concerned with providing a more premium experience, which they accomplished greatly.

But its noticeable lack of urgency to get up to speed had us happy to move on from acceleration to the handling portion of our track testing.

This SEL R-Line Turbo is aimed at changing that.

There's still a 2.0 liter turbo under the hood, but it gets cranked up to 268 horsepower and 258 pound-feet of torque.

That's a 33 percent increase in horsepower, accomplished with more than just a retune.

The turbo is now physically bigger to feed in more boost, while engine internals have been strengthened to handle it.

Additional cooling is also provided.

That power surge certainly makes the Tiguan way more enjoyable to drive, but it's not just more fun.

It gives you much more confidence for both driving in traffic as well as out on the highway.

And in all-weather as standard 4MOTION all-wheel-drive certainly helps too.

Back at the track, this cranked up 2.0 liter sounded aggressive right off the bat, and it was very eager to build revs quickly.

Good grip off the line had us off to 60 in 6.7 seconds, almost a full 2.0 seconds quicker than last year.

Power delivery was smooth, with it really coming on above 5,000 rpm.

The 8-speed automatic transmission was also very polished, perhaps too much so at times, as gear changes were a little slow.

Still, our best quarter-mile run was pretty swift: 15.0 flat at 95 miles per hour.

If they'd tighten up the trans, it'd be even faster.

Thankfully, it was still a real joy in the handling course, living up to its tiger/iguana mashup of a name.

It did feel heavy for a small crossover, but grip was plentiful.

Balance was spot on, and overall composure was top notch too, with good communication coming through the light steering wheel.

That Euro tuning does come with a ride that's noticeably firmer than its competitors, however, but it's well short of feeling harsh.

In our braking test, stops were smooth, straight, and mostly consistent.

We averaged a good 103 feet from 60, with only minor fade creeping in.

(car whooshing by) More than any other German brand, VW seems most desirous of keeping Americans satisfied, and their U.S.

sales numbers certainly verified that strategy.

What does that mean exactly?

Mostly, it comes down to lower pricing and lots of space inside, as it does indeed feel very roomy, especially in the rear seat with the elimination of the 3rd row option.

There's plenty of comfort up front too as well as being very techy.

Most of it works nicely, including the bigger 15 inch infotainment display that's easy to read and quick to respond, and getting rid of the haptic steering wheel controls was a good move.

In addition to the bigger screen, SEL R-Line Turbos get upgraded Harmon Kardon audio, additional ambient lighting, massaging seats, three-zone climate control, and genuine walnut wood trim.

It retains its upscale exterior look too, with SEL R-Lines benefiting from 20 inch wheels, silver roof rails, backlit logos and lightbar, and puddle lamps.

Government Fuel Economy Ratings are 22 city, 29 highway, and 25 combined.

We averaged a great 29.3 miles per gallon of Regular.

The SEL R-Line Turbo is the top Tiguan, starting at $45,410, about six-grand over an SE R-Line.

That sounds pricy, but it's not out of line with most competitors' top option.

It's not too often we see a vehicle get exactly what it needed, but that's the case here with the 2026 Volkswagen Tiguan SEL R-Line Turbo.

It is a mouthful of a name, but in a field of appliance-like small crossovers, the Tiguan brings a welcomed blend of style, practicality, and space; and does it a great deal faster than ever.

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 the Subaru Solterra's first big update, followed by a British brute with class, the Land Rover Defender 110.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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We stock over a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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