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The older CX-5 could have been replaced by the CX-50, but it's at least cheaper 2025 Mazda CX-5 Turbo review by The Road Beat Words and pictures: Mitchell Weitzman In light of Mazda’s introduction of the excellent CX-50 several years ago, the older CX-5 continues to soldier on. Similar in size, similar in mission, and often similar in price, it’s fair to ask why Mazda continues to build and market both given the overlap. With 2025 representing the final model year before a meaningful rethink, nothing here is new — which makes it all the more important that the CX-5 justify its existence. Picks This was a stylistic knockout when it debuted at the tail end of 2016, and remarkably, it still looks fresh and handsome nearly nine years later. Tidy and taut, the design appears as if a sumo wrestler grabbed each extremity and pulled it tight — no bloat, just tension. It manages to look muscular yet suave, and in Mazda’s rich Soul Red paint, can easily pass for something far more expensive. Inside, it follows the familiar Mazda formula of the past several presidential terms: restrained, premium, and tactile. The dash is well padded, the switchgear feels substantial, and everything you touch has real weight and purpose. The driving position is excellent, and the leather-wrapped steering wheel sits exactly where it should. It’s simply a very nice place to spend your time. Because this is an older design, there are no trendy digital sliders or haptic panels — just physical controls. The 10.25-inch display is recessed into the dash, which means you rely on the rotary click wheel to navigate infotainment and Apple CarPlay. Some will appreciate the old-school tactility even if it's not immediately intuitive. Mazda’s familiar 2.5-liter turbocharged four-cylinder remains a gem. With 227 horsepower and a stout 310 lb-ft of torque (on regular fuel), it delivers a muscular midrange surge that makes everyday driving effortless. It even sounds good — a subdued, refined growl instead of an overworked cry for help. The six-speed automatic may be old-school, but it’s smooth and rarely caught off guard thanks to the engine’s abundant torque. If you bypass the turbo engine option, power otherwise drops to an entry 187 horsepower. Handling was a revelation for mainstream crossovers when this generation launched, and it remains impressive today. Even as competitors have improved, few feel as composed and eager when the road turns technical. Steering is precise and properly weighted, with faint but welcome feedback through the wheel. Drive it quickly and it encourages you to go quicker still. It’s beautifully balanced, absorbing mid-corner bumps without drama and maintaining composure in a way that feels distinctly un-crossover-like. Standard all-wheel drive in the Turbo further reduces understeer on corner exit, helping put that torque down cleanly to the road beneath. Price is another strength. At $40,755 for this loaded Premium Turbo model, it undercuts the last equivalent CX-50 Turbo I tested by several thousand dollars. Nicks The biggest issue with this 2025 CX-5 is timing. By the time you read this, the redesigned 2026 model is effectively here. With subtly sharper styling and a more modern interior, it already looks like a meaningful leap forward — and makes this outgoing model feel every bit of its age. Then there’s the CX-50. It arguably looks better, offers a more contemporary interior, and tows up to 3,500 pounds versus just 2,000 for the CX-5. It drives nearly identically in the real world despite using a torsion-beam rear setup, and it’s now available as a hybrid for buyers concerned with fuel economy. That’s important, because as strong and enjoyable as the 2.5 Turbo is, overall fuel economy is a disappointing 22 mpg combined. The six-speed automatic, while smooth, shifts leisurely and keeps revs higher than necessary on the highway, which doesn’t help efficiency. Oddly, despite the CX-50 lacking independent rear suspension, the CX-5 neither rides nor handles noticeably better; They’re virtually indistinguishable in everyday driving. Add in the CX-50’s lower, longer, and wider stance, more cohesive interior materials, and the available panoramic sunroof — an option not offered on the CX-5 — and the case grows stronger. There are smaller annoyances, too. Proximity keyless entry only works on the front doors (competitors like the Toyota RAV4 offer it on all doors). You must wait for the power tailgate to fully close before locking the vehicle, otherwise it protests with an incessant warning beep. Measuring 10.25-inches, the central touchscreen is adequately sized, but the underlying hardware shows its age with slow reflexes. The rotary controller can feel awkward depending on menu layout, and the abundance of awkwardly-placed buttons around the gear lever reinforces the car’s vintage. The backup and 360-degree cameras are also particularly poor in low light. And then there’s a bizarre (and consistent) Mazda quirk: the wireless charging pad repeatedly triggers an iPhone to launch Apple Wallet. No other vehicle I’ve tested does this. In an era increasingly sensitive to digital privacy, that kind of glitch feels especially out of place. It's all stacked against the CX-5 The CX-5 remains an enjoyable, near-entry-luxury crossover with genuine sporting ambition. But in 2025, it feels like a lame duck. I genuinely do like the CX-5, yet I like the CX-50 more — for its fresher design, panoramic sunroof, stronger towing capability, and some extra ability for unpaved roads. That broader capability makes it easier to recommend. However, it's impossible to ignore the pricing advantage the CX-5 carries to the tune of several thousand dollars. The incoming 2026 CX-5 could change everything. Early images suggest a much larger central display and fewer physical controls — which may or may not be a mistake — but if Mazda successfully differentiates it from the CX-50 and adds hybrid power, the CX-5 could once again become the brand’s standout crossover. For now, though, this final-year 2025 model feels like a very good car caught at the wrong moment. 2025 Mazda CX-5 Turbo Premium basic specifications Price as-tested: $40,755 Engine & Performance Engine: 2.5-liter turbocharged inline-4 (SKYACTIV-G) Horsepower: 227 hp @ 5,000 rpm (regular fuel) Torque: 310 lb-ft @ 2,000 rpm Transmission: 6-speed automatic Drivetrain: All-wheel drive (standard) Towing Capacity: 2,000 lbs Fuel Economy & Capacity EPA Fuel Economy: 22 mpg city / 27 mpg highway / 24 mpg combined Real World Economy: 22 MPG Fuel Tank Capacity: 15 gallons Recommended Fuel: Regular (87 octane; premium increases output to 256 hp) Exterior Dimensions Overall Length: 180 in Width: 73 in Height: 66 in Wheelbase: 106 in Ground Clearance: 8 in Curb Weight: About 3,900 lbs Interior Space Passenger Volume: 104 cubic feet Cargo Volume (behind rear seats): 30 cubic feet Cargo Volume (rear seats folded): 59 cubic feet Exterior Features (Turbo Premium) 19-inch alloy wheels LED headlights and taillights Power liftgate Heated power side mirrors Gloss black exterior accents Interior & Comfort Leather-trimmed seats Heated front seats Heated steering wheel Dual-zone automatic climate control Power-adjustable front seats (driver memory) 10.25-inch center display with rotary controller Bose premium audio system Wireless phone charger Technology & Safety Apple CarPlay and Android Auto Blind Spot Monitoring Rear Cross Traffic Alert Lane Departure Warning with Lane Keep Assist Adaptive Cruise Control with Stop & Go Smart Brake Support 360-degree camera system Warranty Basic (Bumper-to-Bumper): 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles

A legitimately nice car is undone by details and disappointing gas mileage, and that's before discovering the price 2026 Lexus NX 450+ Review by The Road Beat If you want a truly great luxury crossover, look right past this Lexus and go straight to the Genesis GV70. Even in base form with the 2.5-liter engine, the Genesis matches and consistently beats the NX in the ways that matter. Back to the Lexus in question: the NX 450+ is an underwhelming experience that frustrates and disappoints when it comes to the small details that buyers actually have to live with. Now, that might be forgivable at $50K, which is along the starting price for an NX-class. But for this top 450h+ model, It’s unforgivable at $67,134 as-tested . Picks Still a sharp-looking crossover This isn’t a new shape anymore—this NX design has been with us for over three years—but it still looks tidy and taut in a sea of overly busy crossovers with their contradicting and overzealous angles. Lexus used to try too hard to stand out, but lately they’ve done the opposite, and it’s paying off. The NX is handsome without being obnoxious and every bit as brand new in 2026. A genuinely premium cabin A Lexus will never feel as indulgent as a competing Mercedes equivalent (that regularly costs 25% more), but even with Lexus positioned as an “entry” luxury product, the NX’s interior rarely disappoints. The vibrant red leather in my tester adds drama, but the bigger takeaway is how solid everything feels owing to Lexus' solid build quality meant to outlast its driver. This cabin has a weight and surety that no Toyota (Lexus' parent company) can match. Even premium Toyotas like the Crown cheap out in places where Lexus doesn’t, and it shows. Touch points feel secure, materials feel upscale, and there were zero rattles  over battered neighborhood pavement. Excellent seats The seats deserve a shoutout: supremely comfortable, perfectly shaped, and with the kind of adjustment range that makes long drives effortless. Lexus also offers “F Sport” seats in some models, but those tend to shove my head and neck forward in an awkward way. These standard seats are far better for this car's purpose. A relaxed highway cruiser The hospitable and accommodating NX is at its best eating up highway miles. It’s comfortable, quiet, and easy to place on the road. The steering is direct and nicely weighted, and overall it’s a calm, confident commuter. And yes—like most modern Toyota and Lexus products—you can disable some of the more annoying driver assists (like automatic high beams), which is appreciated by people like me. Easy touchscreen The large center touchscreen is one of the easiest infotainment systems to live with. The Toyota/Lexus interface makes browsing radio and media simple, and best of all: there’s still a volume knob . Thank you! Same goes for the physical temperature knobs for the climate control—simple, intuitive, and friendly. Nicks This sounds like a great car so far. But the NX 450+ stumbles in areas buyers will notice immediately—and for the price, the mistakes are hard to excuse. Disappointing fuel economy This plug-in hybrid advertises 34 MPG  even if you never plug it in. But after a week of mixed country, suburban, and highway driving, I averaged just 27 MPG —and that was with a light foot and a genuine effort to drive efficiently. Sure, it will admittedly do better if you charge this plug-in hybrid for maximum effect. But if you’re not charging it regularly—and studies show most do not with plug-in hybrids—the efficiency is simply unimpressive. In fact, that’s the same mileage I’ve seen from a Genesis GV70 with a turbocharged four-cylinder and zero hybrid assist. The Lexus also sounds poor for a luxury vehicle, not helped by the CVT holding constant RPM that burns into your brain. Yet my main takeaway is the very weak gas mileage, and it was actually under 26 for a while until I took a long freeway cruise to Davis and back which helped it out. An annoying CVT For a luxury vehicle, the NX doesn’t sound premium when accelerating. The continuously variable transmission holds constant RPM in a way that becomes irritating as the four-cylinder engine holds a constant drone under throttle, especially during passing or climbing grades. It’s not unbearable, but it doesn’t feel “$67K Lexus” either. Shockingly poor AWD drivetrain This may be the biggest deal-breaker of the entire car. All-wheel drive is supposed to make a vehicle feel more secure in low-traction conditions by distributing torque to all four wheels instead of just two. Like when it's wet, for example. Yet even in slightly damp conditions, a moderate throttle input while merging onto a 45 MPH road triggered egregious front wheelspin  and a Christmas tree of traction-related warning lights. That’s not just annoying—it’s alarming. AWD is supposed to remove hesitation in situations by promoting security through grip. And in this NX, it made me second-guess the car in the exact moment it was supposed to help. This behavior was sadly repeatable and defeats the very purpose of why anyone buys an AWD vehicle in the first place. AWD Genesis vehicles have never done this, neither an AWD BMW has never done this to me, nor an Audi Quattro. So, if you’re shopping specifically for an AWD crossover, this is an unacceptable failure. Steering wheel controls: a usability disaster Both CarPlay and the central touchscreen work more than fine for the average human, but it's the steering wheel controls that remain positively confounding. To use the cruise control, skip a song, or adjust settings, the unlabeled buttons bring up an overlay menu on the dash and head-up display, and often with a delay. Adjusting key features like the safety settings requires digging through layers, hitting the virtual “more,” and generally fumbling through a system that feels designed to distract you. It’s a mess. A proper disaster-class mess. Muscle memory over long-term usage will help greatly, but the acclimation period feels like it was almost designed to cause collisions. Terrible heated seats and weak heated steering wheel This one sounds petty—until you live with it. These heated seats are among the worst I’ve tested in years. Even on a 30-minute drive home in cold weather, the seats never got more than lukewarm on the highest setting. Two passengers even noticed the same thing for their seats. And on my 15-minute commute in the early morning, they barely warmed at all to the point of being pointless. The heated steering wheel was equally disappointing: it occasionally got warm in one random spot where your hands don’t naturally rest, then cooled itself off like it was a mistake. For the record, the heaters were always set manually to High, not “Auto.” For a luxury car—just any brand new car—this is unacceptable yet is maddening for a brand like Lexus to perform so poorly here. Even the normal heater took too long to get hot. Pointless door handle design I also dislike the exterior door handles. They look like normal handles, but they don’t actually move. Instead, they’re oversized, bulbous, and less satisfying to use when they electronically lock and unlock the vehicle. In other words: Lexus found a way to make a normal door latch worse. The price is the punchline I’m sorry, but a $67K compact Lexus with heated seats that barely work and AWD behavior that can’t be trusted in damp conditions is so far from a value proposition. I take back what I said earlier about Lexus automatically equaling value—at least in this configuration. Undone by everyday necessities People buy Toyota and Lexus because they’ve built a reputation for long-term dependability. But this NX 450+ is undone by basic, everyday necessities. The AWD system didn’t inspire confidence. The heated seats barely functioned. The steering wheel heater felt like a half-finished feature. Those may sound like “little” things, but they’re exactly the features Lexus and luxury car buyers interact with daily. Then there’s the fuel economy. Many buyers won’t plug in their plug-in hybrid consistently, and if they’re going to commit to charging, they may as well just buy an EV in the first place at this price point. The reality is that, without regular charging, the NX 450+ doesn’t deliver the efficiency advantage it promises. Everything points back to the Genesis GV70: its flashier and nicer interior, stronger and enjoyable performance, better real-world drivability, AWD that actually works, and a price that makes far more sense. A Lexus NX starting at $50K can still be a compelling buy. But at almost $70,000 , this underwhelming NX 450+ simply isn’t worth it. 2026 Lexus NX image gallery: 2026 Lexus NX 450h+ Luxury – Basic Specifications Price as-tested: $67,134 Powertrain & Performance Engine: 2.5 L inline-4 hybrid Drivetrain: All-Wheel Drive (AWD) Transmission: Electronically controlled CVT (e-CVT) Combined System Output: ~304 hp total Electric-Only Range (EPA est.): ~37 miles EPA Combined MPG (gas only, battery depleted): ~34 MPG Real World MPG: 27 MPG Towing Capacity: 2,000 lbs Turning Diameter (curb to curb): ~38 ft Fuel Tank Capacity: 14.5 gal Curb Weight: ~4,500 lbs Dimensions & Capacity Seating Capacity: 5 Cargo Volume (behind 2nd row): 23 cu ft Cargo Volume (rear seats folded): 47 cu ft Wheelbase: 106 in Length: 184 in Width (without mirrors): 73 in Height: 66 in Ground Clearance: 8 in Wheels: 20-inch alloy wheels Warranty (U.S. Coverage) Basic (New Vehicle Limited): 4 years / 50,000 miles Powertrain: 6 years / 70,000 miles Hybrid System Components: 8 years / 100,000 miles Traction Battery (High-Voltage): 10 years / 150,000 miles Corrosion Perforation: 6 years / unlimited miles Roadside Assistance: 4 years / unlimited miles Maintenance Warranty (complimentary factory): 1 year / 10,000 miles Standard Safety & Driver Aids Adaptive Cruise Control Lane-Keeping/Lane-Trace Assist Blind-Spot Monitoring Rear Cross-Traffic Alert Automatic Emergency Braking(Features may vary slightly by market/package) Thank you for reading The Road Beat's 2026 Lexus NX 450h+ review

An alternative to the RAV4 that uses the exact same engine 2026 Mazda CX-50 Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman Mazda has a smash success on its hands with the CX-50 crossover SUV. An evolution of the still-on-sale CX-5, it isn’t a direct replacement, though the overlap between the two is hard to ignore. The clearest differentiator now is the arrival of a hybrid powertrain for the CX-50. Fuel economy was long a weak spot for Mazda’s midsize offerings, but by borrowing the proven efficiency of Toyota’s RAV4 Hybrid system, Mazda finally has an answer for buyers who previously looked elsewhere. Picks Previous CX-50s equipped with the potent 2.5-liter turbocharged engine returned a very average 24 MPG in my standard testing regimen. It’s an engaging motor that plays nicely with the excellent chassis, but frugality was never part of its pitch selection. Enter the RAV4 Hybrid–sourced CX-50, also displacing 2.5 liters sans turbo, but now with electrification. The results speak clearly: fuel consumption drops to a satisfying 34 MPG. Further, by using Toyota as the powertrain source, that means the CX-50 Hybrid is blessed with the sincere and seamless operation that Toyota hybrids are typically known for. Like the hybrid RAV4s, this Mazda has zero hiccups nor hesitations in daily use. To strengthen this important point, Mazda's own plug-in hybrid powertrain that debuted in their larger CX-90 PHEV was a disaster of clunky and jittering proportions. So good on Mazda for going to arguably the best in the hybrid business. Efficiency gains aside, the CX-50’s core strengths remain intact. As hinted above, it’s an absolute joy to drive. Despite using a solid rear axle rather than the independent rear suspension found in the CX-5, handling is superb, and you’d never suspect a mechanical downgrade out back. Ride quality is composed at all speeds and across a variety of surfaces, but the standout is the steering—quick, communicative, and more reminiscent of a sports sedan than a typical compact crossover. Push the CX-50 on a back road and it operates on a different plane than much of its competition. Balance is excellent, and the car responds faithfully whether driven delicately or aggressively, be it on the highway or a ribbon of mountain asphalt. It’s genuinely rewarding. For those wondering, "why not buy a hybrid RAV4," if the engine is the same, this is exactly the reason why here. Also familiar are the CX-50’s handsome proportions and upscale interior. Even when compared to newly refreshed rivals, the materials on the dashboard and door panels feel more thoughtful and simply nicer. The front seats are excellent with a driving position that is spot-on, and the abundance of physical knobs and switches is a welcome reprieve from the usual overreliance on digital buttons. Nicks Even beauty has blemishes, and the CX-50 Hybrid is no exception. While the fuel economy is commendable, the hybrid powertrain from Toyota lacks the character Mazda is known for. Down on punch and enthusiasm, it feels ponderous when pushed and sounds unpleasant when wound out—very much in line with Toyota engines. With no growl, no midrange surge, and little excitement, it’s clearly less engaging than the turbocharged alternative and sadly doesn’t align with the CX-50’s excellent chassis dynamics. A more powerful hybrid would be a far better match. A lover of physical controls, some are awkwardly placed here and make use somewhat awkward in practice. The volume knob and surrounding buttons feel cluttered, as does the center controller for the screen, all being located on the center console aft of the shifter. The infotainment system itself is slow to boot and sluggish to respond compared to other cars. There's also no keyless touch-sensitive door locks on the rear doors, a real miss for convenience. I found the electronic parking brake to act erratically, enabling itself automatically on level ground after you shut the car off, but not then automatically disabling upon startup when you select drive. With a high initial idle from a cold start, it can uncomfortably jolt forward before being anchored by the intrusive and thoughtless parking brake. Convenience also takes a hit; There are no keyless touch-sensitive locks on the rear doors—a notable omission. More frustrating is the electronic parking brake, which behaved erratically during testing, where it frequently engaged automatically on level ground when shutting the car off, yet failed to disengage when selecting drive on startup. Combined with a high cold-start idle, the result can be an uncomfortable lurch forward before the brake abruptly intervenes and holds you in place. Mazda's magic slightly undone Fuel economy gains do broaden the CX-50’s appeal, opening the brand to buyers who previously dismissed Mazda outright. Still, the reality is that the CX-50 Hybrid simply isn’t as satisfying to drive as the turbocharged version, whose eager midrange power perfectly complements the chassis. The CX-50 remains an excellent vehicle, but removing the power that best suits its dynamic strengths dulls some of its unique magic. That said, the real winner here is the consumer. Mazda gives buyers a choice—and depending on priorities, either version may be the right fit. More photos of the 2026 Mazda CX-50 Hybrid. 2026 Mazda CX-50 Hybrid Premium Plus AWD As-tested price: About $43,000 Engine & Powertrain Engine: 2.5-liter inline-4 hybrid (gasoline + electric motors) Combined output: 219 horsepower Torque: 163 lb-ft Transmission: Electronically controlled continuously variable transmission (e-CVT) Fuel type: Regular unleaded Drivetrain: AWD Fuel Economy Combined EPA: 38 MPG Real world economy: 34 MPG Dimensions Wheelbase: 111 inches Length: 186 inches Width (without mirrors): 76 inches Height: 66 inches Ground clearance: 8 inches Interior Space Passenger volume: 97 cubic feet Rear legroom: 39 inches Cargo volume (behind rear seats): 30 cubic feet Weight & Capacity Curb weight: about 4,050 pounds Fuel tank capacity: 14 gallons Towing capacity: 1,500 pounds Chassis & Suspension Front suspension: MacPherson strut Rear suspension: Torsion beam Wheels & Tires Wheels: 19-inch alloy Tires: 225/55R19 Key Premium Plus Standard Features Heated and ventilated front seats Heated rear seats Heated steering wheel 360-degree View Monitor Adaptive LED headlights Bose premium audio system Panoramic moonroof Wireless Apple CarPlay and Android Auto Full i-Activsense driver assistance suite Warranty Basic limited warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles Hybrid system warranty: 8 years / 100,000 miles Roadside assistance: 3 years / 36,000 miles

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Photos of the 2023 Lexus NX 350h Luxury hybrid crossover. Images by The Road Beat with Mitchell Weitzman Photography. Professional exterior and interior photos of the 2023 Lexus NX 350h photos. 2023 Lexus NX 350h photos Photos of the 2023 Lexus NX 350h Luxury hybrid crossover All photos by Mitchell Weitzman Photography with The Road Beat Previous Next

Photo gallery of the 2023 Lexus LC 500 in Cadmium Orange. Images by The Road Beat with Mitchell Weitzman Photography. Professional exterior and interior photos of the 2023 Lexus LC 500 photos. 2023 Lexus LC 500 photos Photo gallery of the 2023 Lexus LC 500 in Cadmium Orange All photos by Mitchell Weitzman Photography with The Road Beat Previous Next