Way beyond a fancy Hyundai, the Genesis G90 is a brilliant luxury sedan 2026 Genesis G90 review by The Road Beat Words and pictures: Mitchell Weitzman Anyone who tries to disrespect both you and this car by calling it a Hyundai deserves to be slapped. The current G90 made a remarkable impression when first tested back in 2022, and four years later, that reputation has easily endured. Objectively, this G90 is frankly incredible in a myriad of means. However, even if this particular specification is not one I'd personally recommend, the 2026 G90 remains a supremely comfortable and relaxing driving experience. Luxury cruising really doesn't get much better than this. Picks Just open the door—it's as simple as that. If you're not impressed with the quality and detailing involved inside the G90, you probably have larger problems in need of professional help and diagnosis. I'm not going to call it nicer than a BMW 7 Series or Mercedes S-Class, but considering what it costs and how impressive it remains in contrast to luxury stalwarts that date back to prior centuries rather than decades, that speaks volumes. Banging stereo? Check, courtesy of one Bang & Olufsen. Effective massaging seats? Check. Gorgeous ash wood trim? Done. Solid metal switchgear coupled with sumptuous, quilted leather surfacing throughout? Check. Quiet? You bet. Did I mention the rear passengers get all the same amenities plus pillows from the heavens? The legroom is enormous, suitable for basketball stars, with enough seat sculpting to make any journey worthy of first-class on Emirates. The latest 7 Series from Bavaria might be among the single ugliest and most vulgar cars on sale today, so it's a nice and refreshing reprieve that the G90's general shape and detailing is pretty low-key in comparison to the other luxury juggernauts. Part of luxury is the ability to not draw attention to yourself, and the G90 does that well thanks to its simpler yet handsome, understated shape. It smartly draws more on British inspiration than the continued excess of the Germans. Yes, the grille is big, but it could have been way bigger. Ride quality is superb, and the Genesis just shrugs off potholes and other imperfections like they don't exist. Behind the wheel, it's a controlled and easy car to drive, with immediate power from the e-supercharged and twin-turbocharged 3.5-liter V6 whenever you ask for it. The growl emitted from under the hood is subdued, perfectly pleasant, and soothing in a way that's simply tasteful. 409 horsepower won't win bragging rights, but the need for anything extra is also completely unnecessary. By combining electric supercharging and twin turbocharging, Genesis essentially gets the best of both worlds: the immediate low-rpm response of an electric supercharger paired with the sustained power and efficiency of exhaust-driven turbochargers. There's remarkably little turbo lag to be found here and zero perceived hesitation, and the transmission does its job of keeping the engine happily humming along. This all accounts for smoother driving, which is exactly what is desired in a lavish saloon car. A conventional supercharger is mechanically driven by the engine itself, meaning it consumes some of the engine's own power to make more. The G90's supercharger is instead driven by a 48V electric motor (the motor and battery partly replenished through regenerative braking), allowing the system to provide additional boost without the same direct mechanical drag of a traditional supercharger. The result is an unusually seamless power delivery that doesn't make it faster so much as smoother and more efficient. And 22 MPG overall for a big luxury barge ain't bad at all. And if you're ever tired of closing your own doors, the G90 can do that for you with the push of a button. The driver's door will even close on its own when you press the brake pedal when starting the car. I don't need this feature, but it's a cool addition that will at least impress friends as a party trick, or your Hinge date. Nicks Possibly the worst part of this particular Genesis G90 is the specification: black on black on black. Black paint is certainly befitting and a classic choice for a luxury limousine for its elegance, but the black wheels here—and, more importantly, the design of the wheels—are slightly, well, horrible. Look, I get that an opinion based on wheels is entirely subjective. The car itself is good-looking; it's just that the wheels are absolutely awful (to me and to anyone with working eyes). These specific wheels are part of the Prestige Black package and edition, but they really need to be avoided at all costs. Some simple polished monobloc wheels with more of a Mercedes-style aesthetic would be a better choice, but really, the wheels alone are the one big problem with this G90. Luckily, the wheels are entirely fixable and a total first-world problem. Other gripes include some laziness through the corners, which I don't mind because a car like this doesn't need to be driven hard nor hurried. Still, I would have liked to find some sense of dual-natured ability here, given how well other Genesis sedans handle the bends. And even if the G90 represents good value for a luxurious flagship sedan, $108,895 as-tested is still a heck of a lot of coin, particularly for a brand that lacks the inherent prestige of some of the more established luxury marques. Even at the top of the G90 lineup, it does start to overlap with the entry points for Audi, Mercedes, and BMW competitors. To get those equipped to a similar level means spending more than on the Genesis, but nearly 110K just isn't the same great value that the G90 used to be. As you might notice in some of the photos, the interior shows fingerprints and other wear marks surprisingly easily. In other words, this car may have only a few thousand miles on the odometer, but it looks like it's already gone through a couple of years of use. Indubitably and admittedly, life as a press car can also be pretty tough, since people who drive these cars aren't necessarily going to treat them as nicely given that they're not actually theirs. A near perfect flagship Genesis is just over 10 years old as a brand, and it's remarkable how far they've reached in such a short time. Segments are not skimped on either, as its entire catalog of products is now all immediately comparable to stern competition that's been around for generations. If you change those wheels, then this is a brilliant sedan that serves as a fitting flagship for Genesis meant to compete against titans. The G90 is insanely luxurious and a genuine pleasure to eat miles in, and to simply exist in. The fact that Genesis got so many details right and made a car that works so well in everyday living is a true testament to what the company is capable of. Don't acquire a Genesis G90 because it's a good deal for what you get. Get the G90 because it's phenomenal. Just with the right wheels. 2026 Genesis G90 3.5T Prestige Black AWD As-Tested Price: $108,895 Powertrain: 3.5-liter twin-turbocharged V6 with 48V electric supercharger Horsepower: 409 hp @ 5,800 rpm Torque: 405 lb-ft @ 1,300–4,500 rpm Transmission: 8-speed automatic Drivetrain: All-wheel drive 0–60 mph: 5 seconds EPA Fuel Economy: 17 city / 24 highway / 20 combined mpg Real World Economy: 22 MPG Fuel Tank: 19 gallons Curb Weight: about 5,200 lbs Length: 208 inches Width: 76 inches Height: 59 inches Wheelbase: 125 inches Cargo Capacity: 10.6 cu. ft. Seating Capacity: 5 Warranty: 5 years/60,000 miles basic; 10 years/100,000 miles powertrain Maintenance: 3 years/36,000 miles complimentary Roadside Assistance: 5 years/unlimited miles More photos from the 2026 Genesis G90 review:

The green paint only makes this beauty better 2026 Mazda CX-50 Turbo review and photos by The Road Beat It's no secret I'm rather fond of Mazdas, be it their charming sedans, the irreplaceable MX-5 Miata, or their overachieving SUVs. There isn't a better-driving family crossover than the CX-50, and even a few years on from its debut, its core values remain special enough to ward off refreshed challengers, including Mazda's very own CX-5. Picks Vehicles that occupy the space and purpose of everyday appliances don't necessarily have to look great, but Mazda decided, "Nah, let's make a banger." The result is a visually sexy crossover SUV that is unmistakably a Mazda. And while the Japanese carmaker is known for its vibrant Soul Red paint, the Cypress forest green metallic here is an absolute unit. What a looker. The good looks don't stop outside, either, because, as I've become accustomed to expecting, the interior is a stellar blend of luxury and everyday usability at a competitive price point. Inviting and simplified, with plenty of manual knobs for easier tactile use, it's a step ahead of its rivals in overall quality. Mazda doesn't just mimic a luxury car with the CX-50; this actually just is one. That's how nice it is. Used to the hard plastics in your RAV4? Other than the interior door grab handles, you won't find much of that here. It's a marvelous place to be, and even my non-Mazda-driving friends agreed. Also worth mentioning is how much easier the tactile knobs are to use here than the giant screen-centric proposition of the refreshed Mazda CX-5. In several important ways, the CX-5 is a step backwards in both functionality and even perceived quality, and that only helps elevate the CX-50 to the obvious forefront despite being the older model now. So, nice to look at and nice to be in, but what's it like to drive? Stupendous. Class-leading. Like an old-school BMW. Heck, better than a new-school BMW. Both a looker and a ripper. Steering has weight and even some feedback coming through, accurately communicating the driver's inputs and the car's intentions better than your overpriced therapist. You want added focus in your life? Don't bother with Prozac; you just need to drive a Mazda every day. But really, the steering has real nuance and isn't numb like so many other daily drivers. Behind the wheel, you feel in total control and command of the car, as if this could be some past legendary Mazda RX-whatever instead of a CX-50 crossover. It's not that its limits and cornering abilities are necessarily higher than its competitors. Rather, it's just so much more satisfying to drive, urging you to go quicker when you see a sign for a winding road approaching because the entire package feels so organic. Grip is totally commendable, but the balance and communication are where the CX-50 separates itself from the pack, with an eagerness to turn, a resistance to understeer, and a desire to coax more out of its driver. Even the throttle and brake pedals, along with their respective travel and required pressures, feel intuitive. When it comes to creating a car that feels truly "locked-in," there isn't a mid-size crossover in the class that comes close to topping the CX-50. And when you do squeeze the throttle, the generous wave of torque and horsepower afforded by the 2.5-liter turbocharged engine makes rapid progress in the real world and on backroads an addictive and easily enticing proposition. Gas mileage isn't great, but averaging 25 MPG over the week isn't a bad tradeoff for 227 horsepower and 310 lb-ft on standard 87 octane. Mazda might be using an older torsion beam rear suspension setup in the CX-50 instead of the common multi-link, but you'd never know it because how resolved the handling and ride quality are. Plus, the extra rigidity and simplicity from the torsion beam design means the CX-50 can tow up to 3,500 pounds with this spunky turbo engine option, which can be very useful in the real world. For comparison, the CX-5 is only rated for 1,500 pounds. Nicks Nitpicks define the shortcomings of the CX-50, and that's really down to how good the rest of the overall package is. Items of lesser importance, like the interior grab handles for closing the doors, are a step below the quality of the rest of the cabin. Start the vehicle without both the door closed and seatbelt fastened, and you'll be treated to a barrage of bongs — eight instead of the usual five found in most cars. Because apparently Mazda really wants to make sure you know something is wrong or they just don't trust Americans. Outright space is inferior to a Toyota RAV4 in exchange for the CX-50's sleek styling, but it's not by that much (37 vs 31 cubic feet), and the six-speed automatic could shift quicker and offer better highway mileage if it had an extra gear or two. Fuel economy itself isn't anything to shout about, but that's the tradeoff for the fun character and performance on tap. Good news is, if you don't want the extra horsepower, a very economical hybrid option is available using a proven Toyota powertrain. That said, the new RAV4's available plug-in hybrid powertrain uses less gasoline while also providing more power, making it the more sensible choice for buyers who prioritize efficiency and outright practicality. How will the cabin wear over time? There are some nicks and scuffs already in a few places. I could also imagine some will wish the central display was more accessible as a touchscreen. Personally, though, I prefer using the rotary clickwheel. Once you get the hang of it, it's more ergonomic and easier to use while actually driving because muscle memory and tactility make it less distracting. And Mazda, please put the increasingly convenient key proximity-sensing door locks on the rear doors as well. Any everyday package worthy of the praise Mazda's CX-50 remains an unimpeachably good crossover. It's got style for days, proper luxury on the inside, and driving dynamics worth swooning over. Don't care about the performance of the turbo engine? Good news: you can have a hybrid CX-50 instead. No matter which way you want it, the CX-50 has the ability to deliver what is likely the best-driving crossover available today. And after a recent earlier test in the revamped CX-5, my position is only affirmed that the CX-50 is the superior vehicle in practically every way now. And in a segment increasingly dominated by vehicles designed to be merely competent at everything, that's something worth celebrating. 2026 Mazda CX-50 2.5 Turbo Premium Plus specifications Price Starting price: $42,900 As-tested price MSRP: $44,820 Powertrain Engine: 2.5-liter turbocharged inline-four Horsepower: 227 hp @ 5,000 rpm (87 octane) Torque: 310 lb-ft @ 2,000 rpm (87 octane) Transmission: 6-speed automatic Drivetrain: i-Activ all-wheel drive Drive modes: Normal, Sport, Off-Road Fuel tank: 15.9 gallons EPA fuel economy: 23 city / 29 highway / 25 combined mpg Real world tested: 25 MPG Dimensions & Capacity Seating: 5 Length: 186 inches Width: 76 inches Height: 64 inches Wheelbase: 111 inches Ground clearance: 8.6 inches Cargo space behind second row: 3 cu. ft. Maximum cargo space: 56 cu. ft. Curb weight: About 3,915 lbs. Maximum towing: 3,500 lbs. Wheels & Tires Wheels: 20-inch alloy Tires: P245/45R20 all-season Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside assistance: 3 years / 36,000 miles

Now automatic-only, the GTI is so completely competent that it's actually less fun 2026 Volkswagen GTI review by The Road beat Words and pictures: Mitchell Weitzman Not to beat an already thoroughly-dead horse, but performance cars are suffering from a trend that would have seemed almost impossible 20 years ago: they're becoming too good. In the pursuit of sheer competence and capability, cars like the addictive and approachable Volkswagen Golf GTI have slowly lost part of the magic that made them so popular. It's a bizarre criticism to make because the GTI is an incredible modern hot hatch. The problem is that it just isn't very fun anymore. 50 years on from the first, progress no longer seems like progress. Picks First debuting in 1976, the original Golf GTI made just 110 horsepower from its little 1.6 liter four-cylinder engine. By the time the MK5 arrived three decades later, that figure had nearly doubled, and the latest MK8 now packs 241 horsepower thanks to modern turbocharging wizardry from an engine only four tenths of a liter larger than the original 50 years ago. Paired exclusively with a seven-speed dual-clutch automatic, the latest GTI simply hauls ass by almost any measurable standard. Sixty miles per hour arrives in just over five seconds, while each shift snaps off in rapid succession, keeping you buried right in the thick sirloin cut of the powerband. This is a fantastic powertrain, and the car feels genuinely quick on my favorite B-roads, slingshotting out of corners with authority once the tach sweeps past 3,000 RPM. It's not entirely satisfying running the engine all the way to redline, as it starts running out of breath towards 7,000 RPM, but the momentum—and the ease with which it carries speed—is shocking for a hatchback or anything making less than 250 horsepower. Important for any sporting vehicle is sound, and the engine sounds decent for a four-cylinder, too, producing a subdued growl under heavy throttle without the coarse vibrations that tend to plague other four-cylinders. Fuel economy is equally impressive, averaging an excellent 28 MPG over a week of normal driving. Even after an aggressive 100-mile blast through my favorite roads, that average only fell to 25 MPG. Front-wheel drive or not, understeer isn't in the GTI's thesaurus. You know the classic movie trope of trying to teach a robot about love? Try teaching the GTI about understeer and you'll run into the same limitations; It's just not possible. Grip is immense, even on the relatively modest all-season tires that end up being perfectly matched to real-world roads. By avoiding truly ludicrous cornering stick and speed, this allows you to gradually explore the limits of adhesion without immediately finding yourself in over your head, or on the way to prison. The real surprise, though, is just how dialed-in the front axle feels despite all that turbocharged torque trying to pull it apart. Cue Jeff Goldblum saying, "Grip...finds a way." Get into a rhythm and you can brake remarkably deep into a corner before leaning confidently on the tires holding their line. A small lift of the throttle encourages just enough rotation to tighten your trajectory, after which you can aggressively hammer back onto the throttle as the GTI fires itself out of the apex like an all-wheel-drive layout. Calling it impressive doesn't even begin to cover it. Credit is also due to the GTI's electronically controlled limited-slip differential, with Volkswagen's 'XDS' brake-based torque management helping the front axle put power down remarkably cleanly and with zero torque steer. Ride quality is firm around town, but when hammering on through rough pavement, the suspension shrugs off mid-corner bumps with little complaint and rarely becomes unsettled. It's compliant over large imperfections and humps and you don't have to worry about bottoming out anywhere. I like the front seats for their excellent support and long-distance comfort, while the driving position itself is spot-on. Volkswagen also wisely brought back proper buttons on the steering wheel, making everyday use miles more convenient than before. Rear seat space is generous, the hatch remains wonderfully practical, and overall it's a pretty decent interior for a car costing $40,000 with this kind of performance. Nicks This GTI might sound like a masterpiece based on everything I've just described, and in many ways that's true. But the reality is that even on some of the absolute best roads Northern California has to offer, including Ice House Road and Wentworth Springs Road, the GTI was never really... fun. Impressive, yes, but rarely fun. How can that be? A serious lack of steering feedback is partly to blame. While the weighting is excellent and the response to your inputs is immediate with both ends connected, almost no information makes its way back through the steering wheel, rendering the experience strangely mute. Even while devouring an endless sequence of Sierra switchbacks with the tires squealing and the stability control disabled, the GTI is too composed. Because the front axle refuses to let go, mistakes are effortlessly cleaned up, and the car asks surprisingly little of its driver. You could almost hustle it one-handed, and that's the opposite of what I want from a performance car. I don't want a car that's trying to kill me, but I do want something that demands my input—a car where the driver is a necessity rather than simply a passenger. After that drive through some sensational scenery, I described the experience to my friends as playing a racing game with a standard PlayStation controller instead of a direct-drive Fanatec steering wheel. In fact, I would have preferred hot-lapping on a decently basic sim rig. Other than speed for the sake of speed, there's very little reward for driving the GTI quickly. And that's because it's simply too easy and unfazed even when trying to coax into any hooliganism. Then there's the fact that the GTI is now automatic-only. No more manual transmission. I can't help but think adding a clutch pedal and gear lever back into the equation would immediately inject some personality and interaction into the experience. Some additional frustrations live inside the cabin. The giant central touchscreen remains unnecessarily complicated to use, while physical volume knobs are still absent in favor of those infuriating touch sliders for both audio and climate controls. I also hated having to dive into one menu to disable traction control, then jump to an entirely different digital menu just to change the driving mode into sport. The center console itself also remains too clunky and cheap to use. Also of note was the VW navigation screen which had random dark spots on the map that made it difficult to read. Were they supposed to be clouds? That can't be because it was perfectly sunny at the time. Just look at the interior pictures and you'll see what I'm on about. What's up with the dark spots on the navigation screen? With the price of this example breaching $40,000, you're not too far away from the superlative and intensely interactive Honda Civic Type R. You could also spend less on a Hyundai Elantra N which nearly matches the Civic for driving emotion. The price also gets you into an AWD Toyota GR Corolla, though I found that had similar faults of its own when it comes to driver engagement. In addition, I found the fake digital boost gauge display to be extremely annoying. And I say fake because the numbers displayed, measuring turbocharger boost pressure, are fake and simply made up as it includes atmospheric ambient air added to it. That's not how boost gauges work - and it also as a result never shows a negative vacuum number, showing 0 at full vacuum instead of negative PSI/inches of mercury. So when it's displaying 33 PSI at peak full throttle and torque, it's actually 33 minus 14.7 - if that's even to be trusted. Why the car blatantly lies to the driver is ridiculous and I think really underlines how the engineering team or boardroom directors have lost the plot in making a fun (and honest) GTI. Proof that cars can be too good As accomplished as it is, the GTI proves that a car can become too competent for its own good. By chasing absolute precision and near-perfect composure, Volkswagen has unintentionally stripped away some of the interaction that once made the GTI such an icon. Don't get me wrong: the GTI remains one of the very best everyday performance cars you can buy. It's practical, quick, refined, efficient, and astonishingly capable. I just wish it demanded a little more from the person behind the steering wheel. 2026 Volkswagen Golf GTI SE Specifications Price Base MSRP: $39,080 As-tested price: $40,810 Powertrain Engine: 2.0-liter turbocharged DOHC inline-four Horsepower: 241 hp @ 5,000 rpm Torque: 273 lb-ft @ 1,600 rpm Transmission: 7-speed DSG dual-clutch automatic Drivetrain: Front-wheel drive Differential: Electronically controlled VAQ limited-slip differential with XDS brake-based torque management Fuel Economy EPA: 24 city / 32 highway / 27 combined MPG Real world: 28 MPG Fuel tank: 13.2 gallons Performance 0–60 MPH: 5.4 seconds Top speed: 155 MPH (electronically limited) Dimensions Wheelbase: 103.6 in Length: 168.9 in Width: 70.4 in Height: 57.7 in Weight Curb weight: About 3,200 lbs Cargo Capacity Behind rear seats: 19.9 cu ft Maximum cargo capacity: 34.5 cu ft Wheels & Tires Wheels: 18 x 7.5-inch alloy Tires: 225/40R18 all-season Warranty Basic warranty: 4 years / 50,000 miles Powertrain warranty: 4 years / 50,000 miles Complimentary scheduled maintenance: 2 years / 20,000 miles (10,000- and 20,000-mile services) Roadside assistance: 3 years / 36,000 miles More photos from The Road Beat's 2026 Volkswagen GTI review.

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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