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The CX-70's existence is already questionable, and the PHEV only makes it worse 2025 Mazda CX-70 PHEV review by The Road Beat Words and pictures: Mitchell Weitzman Mazda has released a less practical version of their excellent CX-90, dubbed the CX-70, because that naming scheme obviously means it's the two-row version of the otherwise same vehicle. For all intensive purposes, the CX-70 is mechanically identical to the CX-90 save for the most minor of visual differences and the lack of useful third-row seating. Pricing between the two isn't any different either, and besides being visually indistinguishable to most casual viewers, there is no reason to choose the CX-70 unless you enjoy life being less convenient. That's not to say the CX-70 is bad, but it rather it just has no reason to exist. What makes this specific trim of CX-70 actually bad is the crummy, immature implementation and application of Mazda's dreary new plug-in hybrid system. In terms of outright and broad luxury, there are no competitors to Mazda in the same price space, as no other brand can match the quality of leather and controls in a mainstream cabin - The lush seats and upholstery covering the dash and door panels are a real highlight. From the moment you sit behind the wheel or in the passenger seat, you immediately become aware that this is a nicer car than any rival Toyota or Honda could ever hope. Yet, it's still not without hiccup or oversight, like the interior grab handles to close the doors for example, which have a large plastic seam you feel every time you shut a door. Or hollow and flimsy sounding exterior door handles that also are missing easy touch-sensitive locking and unlocking on the rear doors. And when you shut a rear door, even with a mild and completely normal force, you can hear the fuel door exterior rattle. Unfortunately, it's because of how relatively exquisite the rest of the main environment is that anything subpar happens to then stand out more; Once you set a standard, that standard is then expected consistently. The infotainment is still a weak point due to its positioning that makes it difficult to reach and operate as a touchscreen, of which it only works as a touchscreen when stopped, and anything above that, the click wheel must utilized. I don't mind the click wheel with its mechanical nature, but it's not entirely useful and suited for the ever-popular Apple CarPlay. Mazda also continues to sound nuclear alarms each time you start the car without your seatbelt on, ringing eight times verse the usual five, so be sure to have your belt fastened and the door closed before pressing ignition. Also of note is the gear knob that operates in an unintuitive ratchet-like manner, which does not inspire confidence. Mainly differentiating the CX-70 against its CX-90 sibling is its absence of a third set of seats in the rear. Instead we do get a massive cargo area, but not as vast as it could be with its high floor level (likely not helped by the hybrid power design either). And it's not like the CX-90's extra seats ruin space, as once they're folded flat, the volume is actually an identical 40 cubic feet. So then, why would you choose to have the same car with less seating? Even if you don't have kids, it's nice having the capability to hold more than four or five passengers in a car, like going places together in groups. I recently met a few friends for a trip in Carmel while testing a Honda Pilot, and it was very nice being able to take just one car places, especially in crowded areas where parking can be difficult and scarce. It just makes no sense that you would choose to make life less convenient for those times it would be valuable to have those third row of seats - just in case. And if you truly have no need for those additional chairs, then why have such a huge car in the first place? Save some money and space on a CX-50 instead, or bag a small even more luxurious car like a Genesis GV70. Where Mazda continues to nail it every single time is when it comes to driving dynamics, with weighted and assured steering connected to a chassis that responds to the most minute inputs for a full-size SUV. Direction changes are done without pause, and the AWD system ensures grip in the places needed during harder cornering, helping maintain a delightful neutrality for a big, everyday barge. Whereas other family cars are meant to be treated like and feel like appliances, Mazda continues to have some sense of soul and purpose, making their cars feel like, well, cars! Handling benefits do come somewhat at the expense of ride quality, being a little firmer in some scenarios, but it also never loses composure and reacts well on tougher and rougher undulating roads than others. Where this Mazda really hurts, though, is when it comes to the actually terrible plug-in hybrid powertrain. Other brands like Toyota and Honda produce consistently seamless hybrid systems after years of development. However, Mazda is new to this game and technology, and it certainly shows. Resultingly, this new PHEV is a clunking and jerky monstrosity at slow speed, suffering from a nervous anxiety exposed most prominently during transitions from electric to combustion. Hybrids are supposed to act invisibly; If you can't tell it's a hybrid, then that's a good hybrid. With this, however, it often feels like something is just plain wrong due to the lack of transparency and slow responses. Slow speeds reveal the most because, like crawling around in a parking lot or in traffic, you're constantly going from braking to coasting to throttle on repeat, and it's in those transitions where it falters and becomes annoying as you ask for throttle and are met first with hesitation and then an comfortable jerk as the combustion engine cycles in and out. Also disappointing is the loud mechanical whirring and wheezing emitted by the electric drive unit when in EV mode. The sound is not unlike the raw, unfiltered electrical noises made by prototype Le Mans Hypercar racers when they leave the pits in EV mode, but you do not want that sound in a luxurious and family everyday SUV; Here, it kind of just sounds like something is broken or simply not right. There were times when pulling into my driveway at a sharp angle that there was a loud grinding sound like a tire rubbing on a fender liner, and then a harsh jolt of sudden power to get up the slight hill, not unlike a teenager driving a stick shift for the first time. Further, while horsepower is higher on the PHEV, it feels significantly tamer and weaker during demanding acceleration, like when merging onto freeways, where it lacks the immediacy and pull of six pistons. Another demerit comes from the automatic transmission that upshifts woefully slow and without transparency, meaning you can feel and hear when this CX-70 plug-in shifts each time. Another way of putting is that the powertrain still feels like in its beta or development mode, released before the many kinks are ironed out. Yet, that's the not biggest blow to the PHEV model: there's no increase in gas mileage. Sacrificing a burly turbocharged inline-six for a inline-four hybrid should yield massive gains in efficiency, but unless you actually charge this thing (which many won't bother doing), there are zero net gains. My previous testing of a CX-70 six-cylinder yielded 23 MPG overall, and this PHEV returned just one extra at 24. Also worth noting is that I tested the former in the summer with the A/C cranked and this hybrid in the fall without neither A/C nor heat running. So yes, in the real world, there is actually no difference. That said, if you do plug your Mazda PHEV in to charge, you will see improved numbers, but I feel many won't want to bother with the inconvenience of charging just to get 30 miles of range out of its paltry 17.8 kWh battery. I'll say it again, there is nothing heinously wrong about the Mazda CX-70, except that the very idea of it doesn't make a whole lot of sense. Judged against its CX-90 stablemate, they literally cost the same, most won't be able to tell the difference in their looks, have the same cargo space, yet one has a usable extra set of seats when duty calls. So, go forth and get the great CX-90 instead, and the moment you do use those third seats, even if just once a year, you'll be thanking yourself. And be sure to skip this PHEV and go for the alluring and satisfying inline-six model. I'm not here riding a hate train of any kind, but rather to give you the honest and unfiltered truth about this car. Mazda has made a bad plug-in hybrid, a product that feels incomplete by all sense of the word. I really can't imagine how anyone within Mazda drove this car around town and thought, "Yep, this hybrid system is ready to go!" Two bits of advice: Only consider the CX-90, and make sure it has the inline-six. That car is so sweet I couldn't care less about the tinny door handles. 2025 Mazda CX-70 PHEV Premium Plus As-tested price: $59,275 Pros: Beautiful leather and overall cabin; Stellar chassis dynamics Cons: Unrefined hybrid powertrain; the CX-90 exists More photos of the 2025 Mazda CX-70 Thank you for reading The Road Beat's 2025 Mazda CX-70 PHEV review. If you enjoy our honest and real world takes on cars, please subscribe to never miss a new review. All photography by mitchellweitzmanphoto.com .

This kills a standard Corolla, but an N Line is no substitute for the real N nor even a Civic Si. 2024 Hyundai Elantra N Line review by The Road Beat Words and pictures: Mitchell Weitzman Hyundai's Elantra N is the most fun new performance car on sale today for $35,000. It's unexpectedly raucous behavior and speed even is preferred over a RWD GR86 coupe, such is the magnitude of its character and capability. Dumb things down one notch to the N Line , though, and this edition has more in common with a standard fare Elantra than the full-fat N, so it's one very big notch down the ladder. This is still an accomplished car, but there are traits that do limit its daily usability and doesn't fully work as in-between model. If you're after the thrills of the Elantra N, this simply isn't any kind of replacement. Coming in at $29,825, this sits right in the middle between a base Elantra and an Elantra N. But the price here also coincides exactly with Honda's venerable and extremely populist Civic Si. The Korean Hyundai claims 201-horsepower, while the Japanese Honda churns out 200 horsepower. A close match, no? Let's not get caught up in too many direct comparisons and instead focus on how the Hyundai Elantra N behaves in the real world, because despite those 201-horsepowers generated by the turbocharged 1.6-liter engine, the Elantra N never feels particularly quick when you put your right foot flat on the floor. There's noticeable turbo lag to be had, and then what follows is just not the kick in the pants that you would expect from that kind of power in a small car. 0-60 MPH takes nearly eight seconds, which is a full second behind a Civic Si. What I can commend is the low down performance, where the Elantra N is able to easily maintain freeway speed, even up long grades while in high gear, so it is at least a flexible powertrain. However, it's when downshifting to find the 'meat' never reveals extra oomph you may hope for. As far as speed is concerned, this N Line should just be called the Line, sans the N. A difference from the mundane mainstream is found with the transmission. While I would encourage anyone shopping for something fun and so-called 'sporty' to choose the actual manual transmission, the N Line bravely offers a seven-speed dual-clutch transmission when most others offer soulless CVTs and autos. However, the automatic of choice for the real N is an eight-speed dual-clutch, a fabulous transmission on merit in nearly all circumstances. On the contrary, the dual-clutch utilized here does deliver crisp upshifts, but the penalty in drivability can be quite shocking. With a throttle pedal that is already rather heavy, the first bit of travel often results in nothing happening, and then you have to wait for the car to respond. I attribute this to the transmission not being able to comprehend how to slip and engage first gear properly, in an orderly time no less. So what ends up happening is you either are left going seemingly nowhere, or you press too hard too eagerly, resulting in an uncomfortable lurch. The Elantra N does not have this problem with its dual-clutch, but this inferior item behaves like a novice teenager driving stick for the first time whenever leaving from a stop. Can you acclimate to it? Yes, but this is 2025 and you shouldn't have to, and even when you do, it's still frustrating at times with how patient and careful you need to be with the gas upon setting off. All the more reason to choose a more involving stick shift. But, what's that you say? You would be correct in knowing you can no longer have an Elantra N Line with a DIY gearbox, but thankfully the actual N still does, as does a Civic Si. An N Line is certainly more capable than a base Elantra in the corners, but again this is no substitute for the big N. What you get instead is more tepid handling, showing only a moderate uptick in lateral ability over a standard Elantra. I do like the steering with its accurate responses and weighting, but this is not a car to attack corners in, which comes as a disappoint to me. Can it hit turns at ludicrous speeds that will make sensitive passengers sick? Of course, but even a Prius can do that these days. Lacking the fine balance of proper sports cars and sports sedans of its superior sibling, it fades to understeer quicker without strong front end grip nor a trick front differential to lay down power and pull itself out of trouble. I also found turning off lane departure controls a necessity, as the safety system interferes and tugs at the wheel well before leaving the confines of your lane. When setting myself up to enter sweeping turns a little wide to smooth a turn out, the car would just start trying to correct you way too early, resulting in behavior that seemed more dangerous than safe; So turn that junk off. Yet, for a 30-grand vehicle, the interior is perfectly fine and serviceable, showing a substantial uptick in quality over Hyundais from ten-plus years ago. All the touch points feel solid, and the car displayed zero rattles even on bumpier roads. Space in the back seat is also generous, so passengers likely won't give too many complaints, if any at all. Against a drab Corolla, this environment surpasses that of Toyota's competing alternative, with an increasingly open and airy design of a higher caliber. The leather steering wheel also feels great, and the N Line specific seats offer enough support, but definitely look more impressive than they actually are. Ride quality is good on most roads, and wind noise is well controlled for an affordable car, both helping with comfort. Gas mileage is decent at 28 MPG in everyday driving, which won't set any records, but also will not drain your wallet at least. The infotainment is simple and easy to learn, and it's actually more user friendly than the system implemented in higher-end Hyundais and Genesis. Also of note is that Apple CarPlay is included, but on this model year, you do need a wired connection to access this convenience, which is a bummer. For just a simple and affordable car to drive each day with some aesthetic pizzazz, the Elantra N Line can do the works, but it plays the role of a pretender too often and does without any real sporting credentials where it could and should. If you want an actual performer, this serves as no replacement for the Elantra N; Not just one rung lower, but more like five. And as for daily commuting, the normal Elantra is the better choice because the throttle response and overall drivability are better thanks to the annoying dual-clutch auto that's applied here. But where the Elantra N Line really hurts is when compared to its faster and more fun competition from Honda in the shape of the Civic Si. For modest performance at a modest price, the Civic Si has been a longtime standard for a reason, and it remains the standard still today. Now, if you can spend $5,000 more and jump up to the big real N, like Scarface, the world and all its fun can be yours. Take the plunge. 2024 Hyundai Elantra N Line As-tested price: $29,825 Pros: Improved looks; Relative fun Cons: Relative fun still isn't that fun; Sometimes annoying dual-clutch transmission More photos of the 2024 Hyundai Elantra N Line Thank you for reading our 2024 Hyundai Elantra N Line review. Please subscribe to our email list to never miss one of our honest and blunt car reviews. All images by mitchellweitzmanphoto.com

Another go in the Japanese sports sedan 2025 Acura TLX Type S review by The Road Beat Words and pictures: Mitchell Weitzman I first experienced the TLX Type S only earlier this year in a disappointing fashion, and six months later, I've already had a chance to give this Japanese luxury sports sedan a second go. And while my new experience has definitely elevated the Type S in my mind, it does go to show that Acura does need some help in realizing what this sports sedan could be and what potential lurks underneath. Priced at reasonable $59,545 for this highly-optioned example, the Type S is a good sports sedan, but is missing everyday refinement in its convenience features, and it becomes tougher once you remember what hooligan V8 rival you could have instead. To embrace greatness, the necessary improvements are not all that complicated. Where the TLX Type S lacks is in the (frankly) terrible touchpad-controlled infotainment system, a hallmark travesty in modern Acuras, and an intrusive and unsettling cruise control system. The rest is really rather rock solid and does the important dynamic bits all quite well. I'm at least somewhat familiar now with the touchpad interface from repeated use, but it's still a nightmare to operate, easily laying claim to the worst user experience of any new car. With a trackpad that recenters itself if you lift your finger, it's awkward and uncomfortable to use, let alone one lacking accuracy. I thought utilizing Apple CarPlay would improve the experience, but it somehow became even worse and clearly shows a lack of thoughtful throughput that went into this design. When BMW first debuted iDrive in the early 21st century, it was appalling, and while this is not as bad as original iDrive, it's as close as we can get to that tech travesty today. Put it this way: if Apple were to release the same trackpad design on their laptops, there would be literal riots in the streets. Circling back to the cruise control, the problem is when the Type S often loses speed up freeway hills, and then overspeeds upon the immediately following descent, and when it goes past your set velocity, the Acura panics and abruptly brakes to slow you back down rather than just gently coast. Because the ride quality is quite resolved, and the car is quiet and comfortable, it's very easy to tell when the car decides to brake and becomes all the more noticeable and simply unsettling. Cruise control has been around for decades and decades; It's not that hard. No other car applies the brakes down hills quite like the cruise control on an Acura TLX Type S. Remember, this is supposed to be a luxury car, and anything remotely jarring undoes that. Once you leave behind the bad tech above, the TLX Type S is an unexpectedly solid sports sedan. With firm and weighted steering, I can't remember the last BMW 3-series that steered this naturally or this good. The brakes also have a sporting weightiness to them that give confident feedback (big front calipers look the part, though the little rear floating binders are disappointing to see) and stopping power. The ride can be firm and jiggly at low speed (expected in a car with dynamic aspirations), but improves as pace increases, settling to a welcome combination of control and comfort at cruising speeds. AWD is standard in this application, dubbed the so-called Super-Handling AWD, but it's clever in its distribution of power, pulling you admirably through corners with substantiated grip. Often AWD cars can be plowing and boring, bloated beasts of understeer, but this Type S remains positive and neutral under duress and can be quite pleasing to drive quickly, definitely more fun than expected. A definite contributing factor to the fun to drive metric comes from the weight of the controls, and the TLX Type S feels like a car instead of just guiding a toy or a sim rig. 355-horsepower is churned out by a 3-liter turbocharged V6 engine that emits a gutsy and guttural growl, dishing out smooth enveloping power with ease. This is not close to the fastest thing on the road, but I like that the Type S feels fast in the way it builds and delivers power, all while making a noise that no farty four-banger can replicate. It's a shame then that the transmission is too lazy on downshifting, and even when selecting sport mode for both the transmission and engine, each downshift has a distinct pause where it seems to freewheel in neutral, not the rifle-bolt cracks of cog-swapping that other transmissions deliver (looking at you, dual-clutch automatics, or even most ZF eight-speeds that BMW and Jaguar have used recently), even other torque converter trannies. Upshifts are fine, but it's when changing down that leaves lots of room for improvement. I personally think the dash and center stack inside are too busy for my own taste, but the rest of the cabin has the usual Acura quality to it, featuring plush leather and solid touch points. I also could do without the push buttons for operating the transmission, but that's just what Acura and Honda seem to be committed to in many of their vehicles. On longer highway hauls, this is a very comfortable and capable distance tourer, with the only real fault in this regard being the nosy cruise control when you come across a landscape of rolling hills. If there is one real complaint with the cabin, it's that the ventilated seats don't seem to do anything, and I was surprised at the lack of a heated steering wheel considering all the other equipment onboard. Acura's TLX Type S has the fun fundamentals of a sports sedan, but it's in need of refinement in the right places to deliver itself as a truly viable alternative for sports sedan aficionados. There is good value here, too, as this loaded example costs less than the entry price of a BMW M340i. There's also quite a bit more character here than what you'd find in an Audi S4, and both more engaging and easily better looking than the four-cylinder Mercedes-AMG CLA 35. But, if AWD isn't a priority or needed, there is nothing at this price point that compares to the Lexus IS 500, a V8-powered hot rod that just oozes charisma and doesn't have the same troubled user interface. I came away liking the TLX Type S quite a bit more the second go-around, but continues to be too annoying in the tech department to topple what Lexus brings to the game with their mighty V8 IS 500. 2025 Acura TLX Type S As-tested price: $59,545 Pros: Feels legitimately rapid; Great chassis dynamics; Looks superb Cons: Intrusive cruise control; Industry worst infotainment interface More images of the 2025 Acura TLX Type S. The home of the touchpad travesty Thank you for reading our 2025 Acura TLX Type S review. Please subscribe to never miss a review or photo gallery of the latest new cars. All images by mitchellweitzmanphoto.com .

2025 Acura TLX Type S review: Confusingly capable 2025 Honda Pilot review: Party for eight 2024 Lexus GX 550 review: Heir apparent Professional and honest automotive reviews and photography of the latest new cars, SUVs, and trucks 2025 Honda Pilot review: Party for eight 2024 Lexus GX 550 review: Heir apparent 2025 Hyundai Tucson XRT review: Pass and skip 2025 Honda Civic Hybrid review: The new standard 2024 Toyota Corolla Cross Hybrid review: An economical toy 2025 Lexus UX 300h review: Skip the F Sport all reviews X The Road Beat and Mitchell Weitzman Photography provide professional and accredited experience for capturing and covering the IMSA WeatherTech SportsCar Championship, SRO GT World Challenge, NTT IndyCar Series, MotoAmerica, and historic racing. www.mitchellweitzmanphoto.com contact The Road Beat | Professional Car Reviews and Automotive Photography The Road Beat provides an honest look and perspective of the most popular new cars on sale today. Not afraid to ignore teething faults and call out manufacturers, The Road Beat is here to give real-world, practical insight to help make your next purchasing decision easier.

Moments by Mitchell Photography The Road Beat's Mitchell Weitzman does all his own photographs. With Moments by Mitchell photography, cars are only the beginning. Below are galleries and example work from automotive and motorsports, landscapes, candids, portraits, as well as event photography. These are Moments by Mitchell Weitzman. See more: Concerts . All images and works by The Road Beat©

GT World Challenge America Sonoma in Photos Some favorite shots from the beautiful green rolling hills of Sonoma Raceway for the GT World Challenge America race weekend. Sonoma in the spring is a magical place, and a departure from the usual weeds and dead grass that accompany during the summer when NASCAR visits the storied venue. If an image catches your fancy, email me for full-resolution digital downloads.