A terrific driving compact that still comes up little short 2026 Mazda 3 sedan review by The Road Beat As superlative as the Mazda 3 (spelled Mazda3 by Mazda) is to drive, it probably isn't the first choice for many shoppers looking for an economical sedan. After a week behind the wheel of this 2.5 S Carbon Edition Sedan with AWD flavor of Mazda 3, several reasons became apparent, albeit with varying degrees of justification. Anyone who chooses Mazda's 3 has made a bona fide great decision on a great car, but for the majority of drivers, there are probably better all-around options. Picks Standing out as the defining feature of the 3—and really any Mazda—continues to be the driving experience. Every little part of the mechanical equation seems to work together for the greater good. If you've ever driven a bog-standard Corolla, the Mazda will feel akin to a Le Mans racer. Okay, it's no 787B with its brap-brap-brap four-rotor, but it's all relative. You get the point. Sublime steering is but just the first ingredient. From the first turn of the wheel, you start to understand that this is more than just another econobox. There's real weight and a natural progression in steering effort, with even some feedback coming through the wheel that tells you about the road surface and what the tires are doing. Where other cars feel like toys, the Mazda feels real and substantial—not just using an Xbox controller on Forza. As I said, steering is just one vital ingredient, even if it's the most inspiring. Pulling and operating the six-speed automatic's gearstick has a satisfying sense of connectivity, too, and never feels flimsy. The automatic's 'tiptronic' manual mode is properly arranged, with upshifts requiring a pull backwards and downshifts a nudge forwards, just like a sequential 'box on real race cars. The shifts are not quick being a basic torque converter auto, but it responds cleanly to manual inputs and can make B-roads that little bit more involving. Further, the throttle and brake pedals are intuitive, making it easy to modulate inputs. This is a car where all the points of interaction come together in a soothing, unexpected harmony. None of this is merely for show, either. Take the Mazda 3 down a backroad, and its zoom-zoom DNA is very much alive, with inspiring handling and character from the chassis and optional AWD system. It's not the outright grip that impresses so much as how natural the package feels as you throw it from corner to corner, reveling in its neutral balance and willingness to charge towards apexes. Comparing this to an E46 or E90 BMW really isn't hyperbole; the Mazda isn't that far off. Like those esteemed Germans, the Mazda3 doesn't make you say, "wow, that was fast," as much as, "wow, that felt good." This was my first time experiencing Mazda's entry-level 2.5-liter engine rather than the hotter turbocharged option, but even without forced induction, it's a smooth, balanced engine with enough motivation for daily driving. The sound isn't bad for a four-cylinder, either, even as the revs rise. Even in base form, it blows the doors off what a Corolla offers as standard with its 186 peak peak horsepower and equal 186 lb-ft. I also love the soft materials throughout the interior, which give the cabin a properly upscale vibe. Red leather seats definitely command visual attention, but the car simply feels more premium than rivals in both observation and operation. Physical buttons and knobs handle climate and volume, while the clickwheel controller behind the gearstick means you don't have to awkwardly reach forward and distract yourself with a touchscreen. Yes, some will hate the rotary clickwheel, but I find it refreshing and it allows more attention on driving thanks to the muscle memory it encourages. There's something to be said for not having to stare at a screen while your fingers flail around like you're trying to conjure a genie out of a lamp. There is a learning curve to their system, but the payoff is an easier way of living for me. The back seat offers decent legroom and comfort for a compact car, while the front seats are well-positioned and comfortable, with a moderate amount of support. The biggest surprise, though, is the trunk. For such a small sedan, the boot is frankly massive at 13 cubic feet of available space. AWD isn't commonplace among smaller and cheaper cars unless your name is Subaru, and fortunately the Mazda's system is a proper full-time AWD a proper setup rather than an afterthought for competence in trickier climates. Nicks The Mazda 3 might sound like a dream come true for the $30K commuter, but a few notable shortcomings could steer buyers away from its excellent handling and driving characteristics. Considering this car has the base engine and considerably less power than the turbocharged models available from Mazda, its fuel economy is ultimately underwhelming. Highway mileage is fine, but after a week of normal mixed driving, I averaged just 28 MPG. That's disappointing for the class and well behind what Honda and Toyota can offer with their hybrid and even some non-hybrid options. Back in 2021, I averaged an astounding 35 MPG overall in a Civic Touring with its 1.5-liter turbo engine. Civic Hybrids, Corolla Hybrids, and even Elantra Hybrids can top 40 MPG in the right circumstances. So, if you're buying an affordable car that's easier on the wallet, chances are you'll also want to spend less at the gas pump. Sadly, the Mazda 3, in all its flavors, trails the competition in that department. Despite my praise for the near-luxury interior, which certainly makes an excellent first impression, I noticed a couple of rattles around the cabin on neighborhood roads, and the door panel had some flex to it each time you pulled the door closed. Even with leather and other high-quality touches, these little details leave me less confident about how well the interior will hold up over time and whether everything is as tightly assembled as it could be. Hondas and Toyotas, for example, usually have zero rattles on the same roads. Some drivers might also simply hate the clickwheel for the central display. The good news is you can enable touchscreen operation, but it's the the screen's positioning in the dash that makes it awkward to reach and use that way. Clearly, the system wasn't originally designed around touchscreen interaction. It's not inherently a bad system outright, but the operational design won't suit everyone. I also found that this particular car never automatically loaded my iPhone and CarPlay wirelessly upon startup. Blame the software on a press vehicle if you like, but every single time, I had to scroll into the phone menu and select my phone manually, despite being the only person and phone in the car. The system could also be sluggish at times. Whether it is firmware on the car or phone side, I can't say definitively, but I have not experienced this on any other car let alone other Mazdas. Lastly, the Mazda's sporty, athletic character comes at a cost: choppy ride quality. Even on freshly paved routes, the 3 feels stiffer and harsher than its alternatives as it transmits the presence of even pebbles and hairline cracks in the asphalt to your backside. It's incredibly composed and controlled, but that's the price you sometimes pay for such capable handling. In fact, I'd argue that it rides harder over bumps than some sports cars. And to clarify, the suspension never crashes over potholes nor is it unsettled over larger bumps; it just rides a little stiffer all of the time even on the modest 18-inch alloys. Small changes would make this a world conqueror If Mazda could improve the ride quality, eke out a few extra MPG, and offer an updated infotainment system yet retaining the choice of physical controls—this would easily be one of the best cars in its class and perhaps the ideal small sedan for enthusiasts. The problem is that Honda has an absolutely excellent Civic. It looks great, drives exceptionally well in its own way, consumes less fuel, and gives a stronger impression of build quality. For someone who wants a compact sedan that does nearly everything well without really any compromises, the Civic makes an awfully compelling case. However, a Civic does not offer AWD. I love the Mazda 3, but this experience reinforces my belief that the real way to enjoy one is in turbocharged form. It costs more, but the extra power is a better match for the chassis, and the fuel economy penalty is relatively modest on paper (26 vs 28 MPG overall in past testing). That's the version I'd want, and there currently isn't a direct peer offering quite the same combination of performance, refinement, and handling in a premium, compact sedan. 2026 Mazda 3 2.5 S Carbon Edition Sedan AWD main specifications As-tested price: $32,520 Base price: $30,210 Engine: 2.5-liter naturally aspirated inline-four Horsepower: 186 hp @ 6,000 rpm Torque: 186 lb-ft @ 4,000 rpm Transmission: Six-speed automatic Drivetrain: All-wheel drive Fuel economy (EPA): 26 city / 34 highway / 29 combined MPG Road Beat observed: 28 MPG overall Fuel type: Regular unleaded Fuel tank: 12.7 gallons Wheels: 18-inch black-finished alloy wheels Tires: 215/45R18 Suspension: Independent front and rear Length: 184 inches Width: 71 inches Height: 57 inches Wheelbase: 107 inches Curb weight: About 3,300 lbs Trunk capacity: 13 cubic feet Seating capacity: 5 Basic warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles More photos from the 2026 Mazda 3 sedan review:

Attractive inside and out, the Crown Signia is a wagon that isn't a wagon. And it's excellent. 2026 Toyota Crown Signia review by The Road Beat Leave it to Toyota, the world's most mainstream carmaker, to somehow produce one of the most non-mainstream and niche products of our time: the Crown Signia. If you're tired of crossovers and miss the elegant wagons of years past, sometimes called “estates” in certain markets, Toyota has conjured up an alluring and accomplished modern wagon that deserves to be more popular than it is. As an all-around package, the Crown Signia might just be the single best car Toyota makes, particularly given its standout interior and design. Picks Some cars need time for their designs to age gracefully, but the Crown Signia has needed barely a year to prove itself. It was already an attractive car, but time has been even kinder to its elongated wagon shape. Sharp and elongated in all the right ways, this doesn't look like a typical Toyota of the past, and that's a good thing. Slap a Lexus badge on it, and you'd believe it, because the design looks suitably upscale. The regular Crown sedan is a design disaster, but the Crown Signia is like Anne Hathaway's Mia Thermopolis getting the princess makeover. Compared with a conventional crossover like the ultra-populist RAV4, the Crown Signia stretches roughly 13 inches longer, spans an inch wider, and stands around three inches lower. In other words, it has the proportions designers strive for when trying to make a car look more dramatic and elegant. Those wagon proportions also bring wagon usability, including a rather large boot. Open the power liftgate and there's 26 cubic feet of cargo space, putting it between the boxy RAV4's approximately 38 cubic feet and the 15 cubic feet you'd find in the trunk of a conventional sedan like the Camry. Fold the second row down, however, and the wagon's extra length pays dividends, with cargo capacity rising to around 69 cubic feet. That's even equal to the RAV4's maximum. So while the Crown Signia sacrifices some space behind the second row, the difference becomes far less significant when you need to haul something larger and longer. As far as mainstream-priced Toyotas go, this is easily the company's most impressive interior in terms of quality and visual pizzazz. Toyota has certainly upped its game in recent revamps, but the Crown Signia takes the, er, crown here, and with ease. And this is the entry XLE model no less, and judging off this alone, there really isn't much need to spend more besides maybe adding the panoramic sunroof. The Lexus comparisons are necessary because the Crown Signia's cabin could very easily wear a Lexus badge on the steering wheel without raising an eyebrow. Toyota's typical strengths are present, with impressive craftsmanship and reassuring construction, but the real surprise is the quality of the soft-touch materials all over the dash and door panels, as well as the relative lack of obvious parts-bin sharing on overlooked interaction points like the turn signals. This is a properly upscale interior, notably ahead of anything in a RAV4 despite the overlap in pricing. Heck in terms of outright fit and finish, this is as good as any Toyota at any price. The Crown Signia is also comfortable across a multitude of road surfaces, delivering excellent ride quality on both smooth and borken pavement while remaining quiet at highway speeds. Overall, it's an easy car to drive, whether cruising on the highway, meandering around town, or navigating more mountainous terrain. It's the sort of car you don't have to think about driving; it gets you from one place to the next in simple comfort and style. I also like the steering, with its assured response and pleasantly natural steering effort and weighting, rather than the overboosted disconnect found in cheaper Toyotas like the Corolla Cross and, surprisingly, even the latest RAV4. The relationship between the steering, throttle, and brakes also makes the car remarkably intuitive to drive smoothly, thanks in large part to the superb hybrid powertrain. Yes, every Crown Signia is a hybrid, and this standard-output model delivered an astonishing 37 mpg over a full week of driving. Thirty-seven! That's seriously impressive. Other highlights include physical HVAC controls that are always present rather than buried in the central touchscreen, along with driver-assistance systems that can be switched off, including radar cruise control, which I generally prefer not to use because of its lack of steady pace in traffic. Also be sure to zap off the PDA 'proactive driving assistant.' It's also terrific value, because this XLE model retails for $46,724, and that's with front and rear heated leather seats plus ventilated fronts, a heated leather steering wheel, blind spot monitoring, a power liftgate, 19-inch wheels, and the standard 12.3" touchscreen. The standard equipment and hardware is deeply impressive and admirable despite its positioning as the 'base' model of the Crown Signia. Nicks There's very little to dislike about the Crown Signia. Rather, there is more to be aware of than to strictly dislike, because this is an approachable car with broad appeal despite its unusual positioning. Overlapping in price with some variants of the RAV4 and Highlander, both more traditional volume crossovers, also adds an interesting element to the Crown Signia's story and is largely the reason why you don't see more of them. The Crown Signia is pleasant to drive, but it's also rather unengaging. Push harder through a corner, and the handling unravels fairly quickly, with understeer washing the front wide and a vague, untidy feel creeping in when you try to hustle it through quicker left-right transitions. But you know what? That's fine. I wasn't expecting the Crown Signia to be some kind of BMW-adjacent wagon like the brilliant 540i Touring from the era of the Harry Potter films—not the incoming HBO series—and that's perfectly fine. The Crown Signia makes no pretense of being a cutting-edge driver's car, and so I can't knock it for that. It doesn't inspire on the backroads, but it doesn't need to either, and it's easily competent enough when running late during the morning school run. Still, the Crown Signia borders on being a little too dull, and the four-cylinder gasoline engine, generating most of the power, sounds harsh at high revs and under heavy throttle. Daily grind driving? It's a completely civil engine, but can be intrusive when full throttle is required. Amid its dynamic shortcomings at the extremes, it still drives and steers considerably better at any point than the latest RAV4 I tested, so there's that. The best new Toyota? If someone handed me the keys and told me I had to drive the Crown Signia every day to work and back, I wouldn't complain. In fact, I didn't complain when that very thing happened. It's easy to get jaded when testing new cars and forget to appreciate the opportunity, and the Crown Signia is genuinely great transportation. It checks so many boxes for mainstream buyers while packaging those talents in a uniquely and visually appealing form factor. Toyotas aren't usually the cars you buy if you want to stand out, but somehow, the Crown Signia is one of the few models from a mainstream automotive giant that manages to do just that. With a beautiful design, an unexpectedly premium cabin, excellent fuel economy, and all the everyday usability you'd expect, it makes a compelling case for itself. However you want to classify the Crown Signia, be it crossover or wagon, it's currently the best all-around car in Toyota's lineup. 2026 Toyota Crown Signia XLE AWD — Specifications Base price: $44,390 As-tested price: $46,724 Powertrain: 2.5-liter naturally aspirated inline-four hybrid Combined system output: 240 horsepower Transmission: Electronically controlled continuously variable automatic (eCVT) Drivetrain: Electronic On-Demand all-wheel drive Fuel economy: 39 city / 37 highway / 38 combined mpg Road Beat observed: 37 MPG Fuel tank: 14.5 gallons Seating capacity: 5 passengers Cargo capacity: 26 cubic feet behind the second row / 69 cubic feet maximum Maximum towing capacity: 2,700 pounds Curb weight: About 4,200 pounds Length: 194 inches Width: 74 inches Height: 64 inches Wheelbase: 112 inches Ground clearance: 7 inches Wheels: 19-inch two-tone alloy wheels Tires: 225/55R19 all-season Suspension: Independent MacPherson strut front / independent multi-link rear Brakes: Ventilated front discs / solid rear discs Basic warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles Hybrid component warranty: 8 years / 100,000 miles Hybrid battery warranty: 10 years / 150,000 miles Complimentary maintenance: 2 years / 25,000 miles More photos from The Road Beat's 2026 Toyota Crown Signia review:

A superb executive saloon from an unlikely source 2026 Genesis G80 review by The Road Beat Leave it to the South Koreans to build a better BMW than the Germans. That certainly wasn’t on my bingo card for the century, let alone getting it before GTA VI. What we have here is a seriously luxurious executive saloon that leaves a lasting impression whether you’re behind the wheel or simply along for the ride. The G80 also reminds us of how overlooked the traditional luxury sedan has become. In an era when so many new cars settle for SUV practicality and/or bury their driving experience beneath layers of technology, Genesis has built something that feels refreshingly old-school in all the right ways. Picks First impressions matter, and the G80 makes a hell of a first impression. Anyone who claims looks don't matter is either lying or trying to sell you something. Or on a fake reality show inside of a Nathan Fielder show. Genesis has nailed the G80's styling since the current generation arrived for 2021, and the design still looks strikingly fresh and elegant five years later. I like simple shapes and lines on modern cars, but the G80 has properly complex elements that all arrive to a gorgeous conclusion. The thin double-stacked headlights work to break up the density and the contours of the hood come form the pentagonal grille opening. The tail lights echo and continue the flow of the front headlamps, ending in a neatly tapered rear that keeps the car appearing trim and athletic. As other luxury cars have become either too plain or downright vulgar, the G80 strikes an excellent balance between modern sophistication and traditional opulence. Some of its flowing shapes and intricate details even seem inspired by vintage wooden boats rather than other cars. Remember the classic Bentley and Rolls-Royce sedans of the 1970s? I like to think the G80 harks back to that era of stately luxury more than it resembles a modern example from Crewe or Goodwood. If anything, it's even more impressive on the inside. Mounds of rich of leather upholstery, beautifully finished surfaces, and generously comfortable seats create an environment that feels genuinely luxurious rather than looking merely expensive. The dashboard's flowing lines continue into the door panels, giving the cabin a cohesive, almost sculptural appearance like a well-executed indoor water feature. The switchgear and interaction points feel substantial and not hollow, and nothing about the cabin gives the impression that Genesis has cut corners to meet a price point. I also appreciate that the central infotainment screen isn't absurdly large. Instead, it feels restrained and appropriately integrated into the dashboard more as an accent rather than a centerpiece. Separate climate controls with physical knobs for temperature and volume make everyday operation that much easier, too. Imagine that: a luxury car that remembers people still like pressing buttons and turning knobs instead of menu diving. Rear accommodations are great, particularly if you're concerned about legroom and seat comfort, even if headroom is a little compromised for taller passengers. The G80 feels every bit the executive sedan from the back, while the trunk offers an abundance of room for luggage or several sets of golf clubs. Mafia members should also appreciate the generous capacity, potentially reducing the number of trips required to dispose of unwanted evidence. Forward motivation comes from a 3.5-liter twin-turbocharged V6 producing 375 horsepower, which is more than enough for everyday driving and then some. 0-60 mph takes five seconds flat, and while rivals are quicker, outright acceleration is far from the G80's defining talent. I'm just glad Genesis still offers a six-cylinder engine rather than downsizing exclusively to four-bangers. The V6 is beautifully smooth, delivers plenty of thrust, and produces a suitably refined growl when asked to work. Meanwhile, a smooth and seamless 8-speed automatic sends power to all four corners. More than just surface level admiration, I like how the G80 drives. The seating position is excellent, and the thick-rimmed steering wheel feels good in the hands and gives the impression of immediate control. Everything feels immediately intuitive, making the G80 easy to settle into from the first few turns of the wheel. Wafting around town is as comfortable and easy as it should be, while the weighty steering gives the experience a little more involvement than you might expect from a luxury sedan. Direction changes are deliberate and prompt, with theG80 responding quickly when you ask it to change its course. On the highway, it tracks arrow straight without feeling detached and remains impressively quiet. The Bang & Olufsen stereo definitely bangs, too, with credible fidelity. Up the pace of the G80, and its personality evolves, doing a great homage to the terrific E39 BMW 5-Series of the past. Cars like this don’t need to be good to drive quickly, but Genesis had other ideas for our benefit. All new cars have incredible road holding and grip, but the G80 makes the process of navigating backroads enjoyable rather than merely a waste of potential billable hours. Thanks to the chassis' natural balance and fluidity, this is a luxury sedan that is inherently more enjoyable and more, er, BMW-like in the classic and revered sense. Toss the big sedan hard through a series of bends and you're greeted with a distinct and engineered poise with feedback trickling back to you through the hefty steering. Other cars of the kind can be numb and have overboosted steering, but if you want something that feels more old school, feels more Munich than even modern Munich models, that’s where the G80 shines further. The all-wheel-drive system provides reassuring traction, and the chassis feels composed when pushed through a sequence of bends. Eventually you will find understeer, but it's not a massive wall that you just hit with no warning, rather there's a gradual and natural build up during more enthusiastic proceedings. Body roll is there, but it's controlled and helps you understand the adhesion limits as you lean on the outside tires. Nicks The G80's value proposition has somewhat gone the way of the dodo. The base model still starts at an attractive price, but stepping up to the high-end V6 trims brings a substantial premium. As tested, this G80 3.5T Prestige Black AWD costs $81,495 all-in. Granted, there are no additional options offered (it's all included standard), but at that point, the Genesis is no longer the obvious bargain alternative to its German competition. The oversized rotary selector for drive and reverse is easy enough to use, and I don't mind that design itself. The problem here is that it's positioned too close to a similarly sized rotary controller for the infotainment system. The two are just alike enough to invite confusion, and even after a week behind the wheel, I'd still occasionally reach for the wrong one when going from drive to reverse. It's a small annoyance, but one that could easily have been avoided with a little more thought given to the layout. I appreciate the G80's sharper handling responses, but the ride is just ever so slightly too stiff on less-than-perfect roads (most roads in California). The trade-off between comfort and control is always a balancing act, and Genesis has leaned a little too far toward the latter. A touch more compliance over rough pavement would make the G80 a more convincing luxury sedan without necessarily sacrificing the handling that makes it enjoyable to drive. Things never become unsettling, but a tad more compliance would be appreciated. Being slower than some comparable rivals doesn't bother me much because the G80 is easily plenty quick enough for normal driving. Fuel consumption is harder to excuse, however. Even cruising around my usual route, I averaged just 21 MPG overall, which isn't particularly impressive in 2026. The V6 delivers smooth, effortless performance, but it asks for a fairly generous supply of gasoline in return. For instance, other six-cylinder offerings from the Germans give you more real world speed and even 20% better efficiency (28 MPG overall in a new BMW 540i for example). Brand prestige is another consideration at this price. Genesis has come a remarkably long way in a remarkably short period, and the G80 feels every bit as special as its styling and interior suggest. Nevertheless, the badge on the hood still carries a different sort of cachet from Mercedes-Benz or BMW. For some buyers, that distinction won't matter. For others spending $80,000 on a luxury sedan, it may be a bigger consideration than Genesis would want to admit. The BMW that BMW doesn’t make anymore It's unfortunate that the latest 5-Series has moved so far from the qualities that made earlier generations special. That has opened the door for brands like Genesis to step in and offer something different: a luxury sedan that doesn't treat driver engagement as an afterthought. BMW still makes the M5 of course, but the standard 5-Series models have been entirely underwhelming for the better part of 15 years. I doubt the G80 will convince legions of loyal German-sedan buyers to switch allegiance overnight, but Genesis has a compelling package here in some very key areas. The styling is among the best in the class, the cabin feels properly luxurious, and the driving experience offers a welcome reminder that a big executive sedan can be more than a comfortable place to sit. The ride could be more forgiving, fuel economy is disappointing, and the price advantage has narrowed considerably. Even so, the G80 gets the fundamentals right in a way that feels increasingly uncommon. And for anyone who misses the character and balance of the Ultimate Driving Machines of previous decades, the G80 deserves a serious look. More photos from The Road Beat's 2026 Genesis G80 review: 2026 Genesis G80 3.5T Prestige Black AWD — Specifications As-Tested Price: $81,495 Powertrain: 3.5-liter twin-turbocharged V6 Horsepower: 375 hp @ 5,800 rpm Torque: 391 lb-ft @ 1,300 rpm Transmission: 8-speed automatic Drivetrain: All-wheel drive 0–60 mph: 5.0 seconds EPA Fuel Economy: 15 city / 24 highway / 18 combined mpg Road Beat Economy: 21 MPG Fuel Tank: 19.3 gallons Curb Weight: About 4,600 lbs. Length: 197 inches Width: 76 inches Height: 58 inches Wheelbase: 119 inches Ground Clearance: 6 inches Cargo Capacity: 13 cu. ft. Seating Capacity: 5 Wheels: 20-inch black alloy wheels Tires: 275/35R20 all-season tires Suspension: Independent front and rear suspension Brakes: Four-wheel ventilated disc brakes Infotainment: 27-inch OLED display; Bang & Olufsen premium audio Upholstery: Black Nappa leather Basic Warranty: 5 years / 60,000 miles Powertrain Warranty: 10 years / 100,000 miles Roadside Assistance: 5 years / unlimited miles Complimentary Maintenance: 3 years / 36,000 miles

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Photo gallery of the 2023 Honda Accord Hybrid Touring. Exterior and interior images by Mitchell Weitzman Photo and The Road Beat.. Images by The Road Beat with Mitchell Weitzman Photography. Professional exterior and interior photos of the 2023 Honda Accord Hybrid Touring. 2023 Honda Accord Hybrid Touring Photo gallery of the 2023 Honda Accord Hybrid Touring. Exterior and interior images by Mitchell Weitzman Photo and The Road Beat. All photos by Mitchell Weitzman Photography with The Road Beat Previous Next