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

Up first, Audi aims high with the 3rd generation Q3 luxury Ute... Then, we'll get a clue to all those shakes and rattles on "Your Drive!"

We'll post up Pacific side for a battery-powered camping trip... And close with an affordable compact car high note, the Nissan Sentra... So, come drive with us, next!

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JOHN: The Audi Q3 has been on sale here since 2015.

And for many, the Q3 is best known as Audi's smallest utility vehicle.

To others, it's known as the Volkswagen Tiguan's more upscale sibling.

Well, wherever you're coming from, the Q3 is kicking off a 3rd generation for 2026, so let's all get to know it a lot better.

♪ ♪ Audi is clearly aiming high with this 2026 Q3 compact utility; claiming best-in-class performance with not just "luxury amenities" but "upper-luxury" levels of tech and refinement.

Bold claims all, but based on our experiences with recent Audis, it doesn't sound like too much of a stretch.

It helps that just one version of the redesigned Q3 is available here in the U.S., and it's the top S-Line quattro, meaning standard all-wheel-drive and a hyper 2.0 liter I4 turbo cranking out 255 horsepower and 273 pound-feet of torque.

New to the Q3 is a 7-speed dual-clutch automatic, and it's the thing that most of our drivers were quick to comment on.

The purpose in replacing the conventional 8-speed automatic was to deliver more of a street performance feel, and it does so at higher speeds.

But there is a notable lack of refinement at slow speeds, and proved jumpy in on/off throttle situations.

But that was the only thing that detracted from a smooth and otherwise fantastic driving experience.

It's a very quiet one too, with dual-pane acoustic glass added to cut down on wind noise at higher speeds.

Audi's transmission choice made a whole lot more sense at our Mason Dixon test track where it aggressively ripped through gear changes fast and furiously.

It even comes with an unexpected bonus of launch control which performed quite well, priming the car in full squat mode before releasing a flurry of low-end power to shoot us to 60 in 5.6 seconds; almost 2.0 seconds quicker than last gen.

After hitting third gear, things settled down a bit, and it was smooth sailing to the end of the quarter in 14.3 seconds at 94 miles per hour.

With standard quattro providing plenty of grip, it was very athletic in our handling course, with tight quick steering and even some decent feedback.

Body roll was minimal, as was understeer.

All of that had us pushing harder and harder, which eventually led to the safety systems abruptly stepping in to shut our party down.

And that's something the brakes also did quite well, aggressively bringing us to stops from 60 averaging just 108 feet, with great pedal feel and no fade.

(SUV whooshing by) Audi was instrumental in bringing all-wheel-drive to the masses as well as highlighting its performance potential, but their first true SUV didn't arrive here in the states until 2007.

As a stretched version of Porsche's Cayenne, we felt that Q7 combined the sophistication of a luxury car and toughness of a traditional 4X4, with added style and refinement to satisfy the most demanding luxury utility buyers.

That same spirit lives on here in the Q3, as like all luxury brands at this point, Audi now has a full lineup of utilities, though we'd say this Q3 is easily one of their best looking yet.

Standard 18 inch wheels can be upgraded to 20s.

More standard content is included inside, along with unique features such as the control stalks behind the steering wheel that aren't really stalks.

They are fixed in place with buttons and sliders on the end for wiper control and gear selection.

We were skeptical of the novel design, but they're actually quite ingenious, working well once you get the hang of things.

The combined driver display and infotainment screen array is massive, and puts lots of information literally in your face, but again with great functionality that makes it hard to find true faults.

Cargo capacity grows from 23.7 to 25.0 cubic-feet, doubling to 50.0 cubic-feet with the rear 40-20-40 sliding and reclining seats folded.

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

We averaged a good 24.3 miles per gallon of Regular in our test loop.

That's an average Energy Impact Score; using 11.9 Barrels of Oil Annually, with 6.0 Tons of CO2 Emissions.

As mentioned, all Q3s are S-lines with quattro standard, but there are a few available packages to add to the $44,995 base price.

The 2026 Audi Q3 is a great-looking small SUV that's also quite luxurious; and despite our quibbles with slow-speed transmission operations, it's fabulous to drive on a daily basis and to us a new benchmark vehicle, and best fit for the entry-level luxury SUV lifestyle.

♪ ♪ 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 kilowatt hour 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 QuickSpins!

♪ ♪ GREG CARLOSS: The Alfa Romeo Stelvio may not be an "exotic" in the way enthusiasts define such cars, but in the oversaturated compact and subcompact utility segment, it is just that.

It's been a while since our last dance with the Stelvio, so we brought in this 2026 with the Veloce Package for a QuickSpin.

The Stelvio's balletic style has only matured slightly since arriving in 2018, namely the headlights and front fascia becoming more modern and aggressive.

On that note, the Veloce betroths buyers to either 20 inch or these 21 inch wheels, both cut with this very Italian five-hole pattern.

Thankfully, the Stelvio's standard set of 19 inchers are holepunch-ed all the same.

The Veloce's only under-hood advantage is this attractive strut brace; the Stelvio's 2.0 liter turbo-4 is left untouched.

At 280 horsepower and paired with an 8-speed automatic, some drivers reported a slight initial delay and a few stiff gear changes, but it was easy to carry sports car-like speed through the corners.

The Stelvio's Standard all-wheel drive is heightened by the Veloce's limited-slip rear differential, another uncommon feature worthy of an exotic.

Unlike many compact SUVs, this Stelvio has a truly unique driving experience.

I'd call it unapologetically sporty.

And it starts with the steering, which is very quick.

I mean, a lot of hardcore driving enthusiasts would probably say, it's on the upper end of properly responsive.

Throw in the taught, yet compliant suspension and the raspy exhaust note under hard acceleration, and it all feels very emotional and engaging.

Exactly what you'd expect from an Italian brand.

The Stelvio's overall dash layout and the lack of wireless CarPlay shows its maturity.

However, we think the smaller screens and physical buttons are great and back in vogue.

The interior is otherwise well dressed in this available red leather upholstery.

Talk about sporty, doubled down by these massive column-mounted forged-aluminum shift paddles.

A 2026 Alfa Romeo Stelvio Veloce can easily option out to over $60,000, but it starts nearer to $53,000.

Not out of line for any vehicle even close to being this unique, and it's a blast to drive.

JESSICA RAY: The 2026 Genesis G90 Prestige Black seems straightforward: the brand's flagship sedan dressed in black accents.

And while that's true, there's more to it than that.

Though, yes, we'll start there.

It's a long list, including dark headlight accents, 21 inch alloys, badges and more.

Ironically, ours was delivered in white, though black can be had to complete the look.

Obsidian Black is the only way this cabin comes wrapped, however.

Both rows of seats are heated, ventilated and massaging, with semi-aniline leather surfaces.

Bang and Olufsen fills the air with good tunes, while a scent diffuser fills it with good fumes.

And two 12.3 inch screens cover all the info and entertainment.

ALEXANDER KELLUM: Oh, yeah.

With a long list of features like that, and just the fact that this thing measures about 208 inches long, the G90 is certainly deserving of its flagship status; and equally deserving of rear-axle steering.

Now, that's considered standard equipment.

Not totally necessary in a vehicle like this, but it does allow the G90 to feel a little bit smaller and a little bit tighter out here on the road.

JESSICA: The G90's air suspension soaks up road undulations with ease, and we'd also like to commend the equally smooth 8-speed auto and boosted V6, a turbocharged 3.5 liter paired with a 48-volt mild-hybrid "e-supercharger."

Call it what you will, but 409 horsepower and 405 pound-feet of all-wheel-drive torque is right on the money.

On that note, the 2026 Genesis G90 Prestige Black starts near $108,000, a bit more than the G90's mid-90s starting price.

For buyers in this price bracket, the G90 is a compelling choice, and we reckon most passengers will feel like you made the right one.

And we'll have more QuickSpins, soon!

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 9th generation Sentra, and see how it delivers.

♪ ♪ Nothing says longevity like a 9th 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 Sentra's get the same naturally aspirated 2.0 liter inline 4-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 Sentra's 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.

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.

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 Subaru's newfound EV territory, the Trailseeker, and the revival of the one and only Honda Prelude.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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We test tires, then share our results.

We stock over a million tires.

We offer multiple installation options.

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