Come along as we find a lot that hits our high notes with the new Nissan Sentra... Then it's a "Your Drive" shakedown to track down annoying squeaks and rattles... We'll post up Pacific-side for a battery-powered camping trip... Ending with a full EV as soft as a cloud, the Lucid Air Touring.

So come drive with us, next!

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JOHN: Nissan says their latest Sentra compact is all about making everyday life more exciting.

Well, that's a bold claim about what is clearly a commuter-focused sedan.

Still, we could all use a little more excitement, so enough of the chitchat.

Let's get behind the wheel of this all-new ninth-generation Sentra, and see how it delivers.

♪♪ Nothing says longevity like a ninth generation.

That's where we're at with this all-new 2026 Nissan Sentra.

The first gen arrived way back in 1982 to replace the Datsun 210.

Our road test of that Sentra kicked off our second season on the air, and we loved that it had enough space inside for five honest-sized adults, as well as a storage cubby perfectly sized for a pack of smokes.

Having long-since kicked that habit, we'll turn our attention to more sensible matters, and while much has changed about the new Sentra, the space, comfort and thoughtfulness of the interior remain strong points.

With a premium-minded SL returning to the lineup, this SR is no longer the top trim, but it remains our favorite, showcasing the Sentra's sporty side.

That means a more aggressive front fascia, sill extensions, diffuser-style rear bumper, decklid spoiler, polished exhaust tip, great-looking 18-inch wheels, red badging and lots of black trim.

It's easily the best-looking Sentra we've seen in decades.

And we have high praise for most everything inside as well.

Besides roominess, the front seats are nicely bolstered, and you have some of the best comfort you'll find in the compact class.

Even the rear seats continue to be a quite roomy space for real-world adults.

Standards includes 12.3-inch touchscreen infotainment with wireless Apple CarPlay and Android Auto.

And there's a sizable 14.3 cubic-foot trunk, expanded by a 60/40 folding rear seat.

All but base S trim have a nice looking and easy to read 12.3-inch TFT gauge display.

SR adds accent stitching, ambient lighting, unique steering wheel and sport cloth seats.

Adding the Premium Package upgrades the seats to even sportier simulated leather.

About the only thing we're not in love with is the touch-sensitive climate control panel, requiring you to take your eyes off the road a little too much.

As exciting as it is to look at, it doesn't quite live up to it when you get behind the wheel, though it has taken steps in that direction compared to last gen.

Sport mode certainly makes the most of it with sharper steering response, "performance-oriented" shifting and heightened throttle response.

All Sentras get the same naturally aspirated 2.0-liter inline four-cylinder with a rating of just 149 horsepower and 146 pound-feet of torque.

Those numbers aren't necessarily a downer, but the CVT does no favors.

At our Mason Dixon test track, a gentle lurch off the line and an engine that genuinely feels like it's struggling to make power meant a slow ramble to 60 of 8.7 seconds.

Things got louder as we moved down the track, but not much faster.

We finished the quarter in a long 16.7 seconds at 86 miles per hour.

The simulated shifts in the CVT seemed to hamper momentum instead of adding to it.

All a reminder Sentra is still about being sensible.

On the flip side, our Sentra shined much brighter in our handling routine.

All Sentras work with an independent strut front and multi-link rear suspension.

It was very tight, keeping body roll minimal; steering was sharp with instant feedback, and there was little noticeable understeer or oversteer.

That all delivered a very sporty feel and lots of fun through the cones.

Results also stood tall in our braking test.

There was good feedback through the pedal and minimal fade.

Stops averaging a good 109 feet from 60 were straight and true.

More on sensible: Government fuel economy ratings for the SR are 30 city, 37 highway, and 33 combined.

We averaged 30.8 miles-per-gallon of regular.

That's a better than average Energy Impact Score using 9.0 barrels of oil and emitting 4.6 tons of CO2 annually.

The Sentra packs in a lot of features for the starting price of just $23,845; SR goes for $26,245, while top SL coming in at $29,235.

The Sentra has been a constant presence in the Nissan lineup for more than 40 years.

It may not peg the driving excitement meter as much as it has in the distant past, but the 2026 Nissan Sentra has never looked better.

Add in great comfort, exceptional space and lots of standard features, and the Sentra is a better value and more sensible fun than ever.

♪♪ The appeal to relaxing in the great outdoors is only growing wider these days.

Modern RVs make camping way more comfortable than ever, but they still require a fair amount of work to set up and break down.

Well, this week our not so outdoorsy Greg Carloss goes "Over the Edge" in a revolutionary RV that promises less work along with cleaner camping.

♪♪ GREG CARLOSS: Leisure camping has exploded in the last 10 years, with RV sales hitting record highs during COVID.

Well, the camping boom coincided with the EV boom.

So, it was only a matter of time until the idea of a battery-electric RV came about.

Enter: the Pebble Flow travel trailer.

WILLIAM LI: Camping, experiencing nature is quintessential American experience.

However, on the current offerings, people are intimidated by the experience of going camping with a trailer.

And Pebble flow solves that exactly.

GREG: It does so with a 45-kWh battery that powers everything inside the camper for up to 7 days off-grid according to Pebble.

But if there's juice to spare, it'll even charge other things, like, say, an EV.

Then there's the electric motors.

With one on each wheel, the 25-foot, 6,800 pound trailer can move independently of its tow vehicle.

Not only will it hitch entirely on its own, but using the included iPad as a controller, it can be maneuvered into a campsite.

No backing up required.

WILLIAM LI: It's a marriage saver, right?

I can do this myself.

It turns an hour, stressful experience into just five minutes.

GREG: In other words, it's ideal for people who like the idea of camping in an RV, but hate the logistics.

Enter: me.

At the invitation of Pebble, I picked up this range-topping $179,000 Founder's Edition Flow and headed for the Pacific coast to see if this fully electric, luxury travel trailer can make even me a happy camper.

So, naturally I have chosen the hilliest and twistiest road to get to my campground, but it's good because I get to play with EasyTow, which you can control on the iPad, which you use to control everything.

EasyTow uses the trailer's electric motors to either assist the tow vehicle to help with efficiency or charge the camper battery just like regen braking does for EVs.

Staying mostly in recharge mode, the battery's charge jumped almost 10 percent over a 60-mile route, ending on a spectacular stretch of the Pacific Coast Highway with views that sent a charge into my system.

Still, after a 15-hour day that started near the Atlantic Coast, I was really hoping the Flow's automated setup features worked as-advertised.

Fortunately, they did.

With just a few taps and swipes, I unhitched, and remotely walked the camper onto the pad.

Then engaging Instacamp, the Flow leveled and stabilized itself in just over a minute, with the whole process from time of arrival taking roughly 15 minutes total.

Setting up the Pebble Flow was the easy part.

The hard part now, for me at least, is the actual camping part.

Hey Siri, how do you camp?

SIRI: Seems a little late to be asking that now, Greg.

GREG: Inside, the design is modern and minimalist.

The cabinets and drawers seem well-constructed and I appreciate the privacy glass for the outside windows and bathroom.

Plus, there are more than enough outlets to charge my many devices.

Sensing a potential hunger crash out, I cooked a steak on the removable induction range and microwaved some veggies.

Happy mom?

With a 40-gallon tank full of fresh water and a tankless water heater, I washed the dishes, took a shower and brushed my teeth.

Then it was finally time to drop the queen bed down into position and turn in.

The early-riser that I am, before sunrise, the bed was converted back into a workspace for my normal weekday morning routine of responding to emails and online trolls.

At last, I emerged from my futuristic abode, ready to enjoy all this nature I've been hearing so much about.

After a day of exploring, it was nice to just sit and exist for a few minutes before indulging in the most hallowed of fireside snacks.

[Crunching] The next day after 40 hours of off-grid camping and the battery around 20 percent, I plugged in for a Level-2 courtesy charge, made use of the AutoDump feature and headed back to reality a changed man.

Well, not really.

But as someone with almost no RV experience, the Pebble Flow really did make camping feel more accessible.

And in this time of glamping and sustainability, they might just be on to something.

JOHN: If new and annoyingly odd sounds have started resonating from your ride, Audra Fordin is here to help you track down the culprits on MotorWeek's "Your Drive."

[Car engine starts] AUDRA FORDIN: Have you ever been driving and suddenly, out of nowhere, your car starts sounding like a haunted house?

Squeaks and rattles, and clicks and clunks, it's like your car's turning into a mystery movie, but you are the one who has to solve the crime.

Today, we're diving into the world of squeaks and rattles: Where they come from, how to fix them, and most importantly how to prevent them in the first place.

Now, most squeaks and rattles can be traced to one of three culprits: The suspension, the interior, or the engine.

Now, the suspension system is like your car's shock absorber, literally and figuratively.

Over time, parts like the shocks, struts and bushings, well, they can wear out, causing these annoying noises when driving over bumps.

A suspension system that's worn out won't just make noise, it can impact your car's handling and safety.

Replacing worn-out shocks or struts is usually the answer.

Now, it's not a DIY job unless you're a pro, so it's best to visit your mechanic.

If the sound is coming from inside the cabin, like the dashboard, the seats or the door panels, you might be dealing with something loose or misaligned.

Think about it: your car's interior is a mix of plastic trim, wires, buttons and all sorts of moving parts.

Over time, the heat, the cold and constant vibrations can cause things to loosen up.

And they can result in everything rattling, from door panels to dashboard creaks.

It can be especially frustrating when you're on a long drive and that noise just won't stop!

Fixing these sounds is simple, if you're up for it!

Check for loose screws or bolts around all the trim pieces.

If you can see any gaps or cracks, you can use some adhesive or re-apply any loose glue.

For some squeaks, adding a small amount of lubricant or silicone spray in the right spots, like the door hinges or seat brackets, can do wonders to silence them.

Now, engine sounds, they're a little bit trickier because it can be a number of things.

Loose parts, a worn-out belt or even a malfunctioning pulley can lead to squeaks.

Luckily, these can be relatively easy to replace with the right tools and some auto know-how.

Preventing these noises starts with regular maintenance.

You don't have to be a mechanic to keep your ride quiet and smooth, just stay on top of the basics.

So, the next time your car starts singing a little tune, you'll know exactly what to do.

Stay safe and keep that ride smooth!

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

JOHN: Lets hang out with the team for another round of Quick Spins!

♪♪ JESSICA RAY: Even Porsche isn't impervious to the ebb and flow of automotive trends, but they haven't fully divested from battery-electrics.

Their latest initiative is the 2026 Cayenne Electric, which we plugged into during a First Drive near Barcelona, Spain.

The Pyreness mountain range is a great setting for camera work and for feeling out any car, especially the Cayenne Electric.

Although its wheelbase is five inches longer than the gas Cayenne, the Electric's dimensions are mostly the same.

Its low-slung 113-kWh battery is cooled, along with the front and rear motors, by tech taken from Porsche's Formula E endeavors.

No EPA range figures just yet, though a max range of at least 370 miles is being targeted.

As for performance, we know for certain what it's capable of.

A base model's 400-plus horsepower and 615 pound-feet of torque is decent, but it's the Turbo Electric which truly ups the ante.

DAVE SCRIVENER: Hard to believe that I'm driving Porsche's most powerful series production car yet, and it's not a 911 or a hypercar.

It's the Cayenne Turbo Electric.

1,139 horsepower and 1,106 pound-feet of torque gives you plenty to work with!

JESSICA RAY: To be fair, that's with Overboost engaged, but the Turbo's "normal" 844 horsepower is still plenty.

Punch that boost button and a 60 mile-per-hour trip is done in 2.4 seconds.

The Turbo can also come equipped with Porsche Active Ride, the first time it's ever been on a Porsche SUV of any kind; Porsche Traction Management and rear-axle steering boost agility even more.

We're not sure how many people will opt for the off-road package, but it seems more people are recognizing just how adept those first Cayennes are at traversing the uncertain, so maybe the Electric's day will come, too.

If you'd rather find out here and now, a 2026 Porsche Cayenne Electric can be had for around $111,000, or $165,000 for a Turbo.

GREG: To be upfront, not a whole lot is new with the 2026 Lexus TX; but having recently spent time with the Toyota Grand Highlander, it felt right to get reacquainted with its higher-brow cousin.

In our initial Road Test of this three-row utility, we focused on the standard turbo-four.

This time, we're throttling up the 550h+ grade, an all-wheel-drive-only model powered by a 404-horsepower plug-in hybrid system.

Not only does the TX 550h+ have the benefit of extended driving on battery power alone, it also gets a V6 engine instead of a four-cylinder, which means there's more than enough power here.

That alone is enough to separate it from the Toyota Grand Highlander, but then throw in the upgraded materials inside here and it's considerably more comfortable as well.

Precisely the premium leap you'd expect going from Toyota to Lexus.

That 3.5-liter is just one of the perks; its plug-in system can achieve up to 33 miles of electric-only range.

For 2026, the 550h+ comes standard with the panorama glass roof, furthering those premium vibes, and non-F SPORT TXs can come finished in Matador Red Mica.

Inside, heated and ventilated seating extends back to the second row Captain's, wrapped in semi-aniline leather-trimmed upholstery.

A 12.3-inch digital gauge panel is joined by a 14-inch infotainment touchscreen, wireless smartphone projection included.

The 2026 Lexus TX 550h+ starts just over $80,000.

We really dig this plug-in, but the gas-only TX is still impressive and can be had for around $60,000.

Still a leap from the Toyota Grand Highlander's $42,000 starting price, but the included amenities justify it.

And we'll have more Quick Spins soon!

♪♪ JOHN: Disappearing headlights are almost a prerequisite for new sporty models, but their real purpose here is to put as much distance between the Pulsar NX and its parent, the far more stoic Nissan Sentra.

When bottom-end power was tested over our 500-foot onramp course, a good time of ten seconds was recorded, although an ending speed of only 49 does indicate the Pulsar quickly runs out of steam.

That was further bored out with a 0-60 time of 14.9 seconds, at the lower end of average.

Improvements also abounded in Pulsar over Sentra handling, although the four-wheel independent design is essentially the same.

The biggest plus comes from stickier tires that allow the Pulsar to be tossed around harder in corners.

The quick rack-and-pinion steering provided plenty of feel.

JOHN: In this wild-west time of EV development and uncertainty, it's certainly tough for a new company to launch.

You need to attract as much attention and investment dollars as possible, yet also make things attainable and desirable.

Well, so far it has worked for Lucid, and with that in mind, let's clear the air with an update from Lucid.

♪♪ The Lucid brand has been selling cars since this Air sedan arrived for 2022; and while the big news for 2026 is the arrival of their second vehicle, the Gravity SUV, the fact that the winds of refinement have been blowing through the Air warranted us to take a second look before moving on.

Launch sales featured the Dream edition and other high performing variants to draw attention, but it's models like this Touring, just one step up from the base Pure, that will speak more to the brand's longevity.

Touring features a dual-motor all-wheel-drive arrangement rated at 620 horsepower and 885 pound-feet of torque; and for '26, gets higher-density battery cells, pushing range estimates as high as 431 miles with Lucid's Long Range Battery.

As configured, our tester was rated for 396 miles.

Our results were not quite there, however, as we were on pace for just 323 miles in our driving loop.

We did another loop just to make sure, and that one came in even lower, though admittedly, our drivers did tap into all of the Air's power a time or two.

And that's something you'll want to do too, as Touring may not have the Sapphire's 1,234-horsepower tri-motor insanity, but it still takes off insanely fast and also very smoothly.

At our test track, we blasted to 60 in just 3.2 seconds.

And after slamming our head into the headrest, that beastly power kept pouring on the whole way down the track, with no signs of letting up until we eased off the accelerator at the end of the quarter-mile, the whole process taking only 11.6-seconds, finishing at 121 miles-per-hour.

It charges quickly too, 250-kW fast-charging adding 200 miles for every 16 minutes on charge.

A NACS adapter is available for '26, and a mobile charging kit is now standard on Airs.

Hustling its 5,000-pounds through our cone course was a challenge.

All that weight does help it feel incredibly planted, and there was a nimbleness of cars half its size, but the steering was slow to respond with a vagueness to it that had us unsure what the car was going to do at times.

There was minimal nosedive in our panic braking runs, and while it felt like it was skating more than hunkering down into the pavement, stops averaged a fine 114 feet from 60.

[Whoosh] Even after being on the road for 4 years, the Air still turned heads everywhere we went, and remains one the most aero efficient production cars ever.

It clearly has a unique presence that draws people to it.

Lucid trades on exclusivity and being better than Tesla, and the interior is the best showcase of that; it's a space you actually want to spend time in, and it's very expansive too.

Four unique themes are available, this being the Mojave PurLuxe, which features a nice-looking leather alternative along with Carbon Oak trim.

Even with a huge 34-inch dashtop display and control tablet, it manages to not feel overly techy.

You can even hide that tablet in the dash, and Lucid's optional massaging seats are some of the best we've experienced.

For '26, a new A/C compressor is both quieter and provides better cooling, another example of the constant increasing of refinement, also evidenced by eliminating all of the squeaks, rattles, and bugs we found in early editions.

You can get into a Lucid Air for as little as $72,400; Touring trim is the next step up, starting at $81,400.

The Gravity SUV will probably be a much bigger indicator of Lucid's long term potential, but we're not betting against Lucid.

Dreams do come true, and the 2026 Lucid Air has become a jewel of a car, seemingly taking a Model S, engineering all of the weirdness out of it, and creating one of the finest cars we've ever driven, electric or otherwise.

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 our rundown of the rekindled Honda Prelude, followed by an easy stroll in the Lexus RZ 550e.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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