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This luxury SUV has a new engine option, bringing the price to comical territory 2025 Lexus LX 700h Ultra Luxury review by The Road Beat Words and pictures: Mitchell Weitzman "I asked my friends what they thought this Lexus cost, based purely on brand and a glance inside. Their answer? $100K — even after I pointed out the newly minted '700' badge and hybrid option. When I then explained the MSRP for this example was actually 41% higher at $141,545, they legitimately laughed. From their reaction alone, that might be the only thing needed to know why this new variant of the LX SUV is a gigantic waste of money. But if you want to know the other reasons — and how you can save yourself literally 50 grand — read on. Picks There are not all too many positives for this hybridized luxury SUV. With a laughable price tag for a Lexus-badged vehicle, it's more of a statement piece than anything. Only problem is: it's not a very good statement piece. The good news is the interior is a lovely and luxurious place to be. Maybe not fitting of $150K (once tax is included), but definitely a hundred-grand good. The leather is gorgeous to look at and touch, and there's a heft and substance to all the touchpoints that inspire confidence in the build. Lexus vehicles are known to last decades, and this will surely keep its bank-vault-like level of security intact for years to come — one of the reasons many continue to buy Lexus and Toyota vehicles. I would normally say the doors close with an authoritative thud, but an electronic soft-close feature is employed here — which, while nice, does take away some of the rugged tactility of a properly built SUV. V8 engines may be dead in the world of Toyota and Lexus, but this twin-turbocharged V6 hybrid powerplant accelerates with real vigor once the boost comes on. For a big and off-road-capable SUV, this is as fast as anyone needs in the real world. Once the turbocharger is spooled and the transmission (there are 10 gears) has you in the correct ratio, the surge of power is quite compelling. As the flagship Lexus (and therefore Toyota) SUV, there are a myriad of off-road gadgets and wizardry to make venturing overland a simple and underwhelming affair — that is, if you ever decide to get your new $141K Lexus actually dirty. Full-time 4WD ensures easy traction, with controls for a low crawl gear in intense terrain. You have a wide range of different terrain modes to choose between to optimize grip wherever you are. Though honestly, with how secure and capable this SUV is by default, you don't need any of those; just turn off the traction control and let yourself take control to truly appreciate its off-road balance and prowess. Calling a luxury car the 'Ultra Luxury' is in poor taste, but this is as luxurious as they come from Lexus when it comes to features and amenities. Three of the four seats have great massagers built-in while the rear pair of seats have their own screens to control entertainment plus a central tablet device to mess around with the radio and seat settings. Because yes — the rear seats can recline and massage, too. Nicks Now it's time to rain on the former brief parade, because so much of this car makes less than no sense. We've already mentioned the astronomical price tag — just silly, really. But then we have to focus on the fact that what we really have here is a giant SUV measuring 200 inches long that only has four seats. I'm sorry, but what? What is the actual literal point of a gargantuan SUV if it only has four seats? There aren't even little jump seats in the back for the rare occasion you do have a fifth or more occupants. Compounding the issue are rear seats that may recline, but the bottoms don’t slide back, leaving the default legroom as disappointingly mid. Clearly not up to 'Ultra Luxury' standards as far as your knees and feet are concerned. FurRemember those massaging chairs that rock (pun unintended)? Well, if you questioned why I said three of the four seats had them, that was not a typo — the front passenger seat does not have the massage function. This is so lame that I'll just stop right there. If you're driving with your partner and they want a massaging seat as well, you'll have to tell them to ride in the back. Cupholders and storage underneath the screen? That's convenient and not awkwardly limiting at all. And when you're driving and want to operate the massaging chair for yourself, you'll need at least four clicks on the central display to turn it on — four clicks! While driving! At which point, the nagging nanny-camera system will then bong to let you know you're distracted (yes, it has that too). 16 MPG. Despite boasting a downsized and hybrid V6 powerplant, I averaged a miserable 16 MPG during my week of mixed driving. On a level highway, that number surges considerably, but anywhere acceleration — and therefore boost from the turbos — is needed, efficiency plunges , so around town or any time there's a hill, this hybrid V6 isn't really any more efficient than the satisfying V8s General Motors or BMW still offer. I also don't like the sound, which is clearly trying to fake the noise of a rumbling V8, while the transmission can be slow to respond to immediate full-throttle inputs. Here's a scenario for example: Say you're cruising or coasting at about 45 MPH and need full power on command to pass or merge, I often counted a long three full seconds before any actual forward progress would happen — needing to wait for the turbos to spool up and the transmission to downshift literally six or seven gears. Normally, a hybrid design would help mitigate this lag, but the LX is so big and heavy and has such a weak electric motor supplement to really do anything meaningful. Cargo space does not impress when you open the boot. Because this is a hybrid and has extra hardware in place, the floor of the cargo bay is now higher than normal, limiting overall space and just being smaller than you would hope for in such a big and boxy vehicle. Looking up the spec sheet, cargo space is a terrible 31 cubic-feet, or, less than a Toyota RAV4. Also: every time you open or close the tailgate, there is a blaring and repetitive alarm to warn those nearby, but it regularly sounded an extra couple beeps even after it was closed. It's pointlessly and annoyingly loud, and rings with far too much frequency. I've never once complained about a tailgate warning bong before, but here we are — the most annoying tailgate in any new vehicle. Just when you think it's done, you'll be wondering, "Wow, it's actually still beeping." I further did not enjoy the multiple screens in the center of the dash — one for entertainment and other random functions, and a second for partial vehicle and climate controls. Some of the switches for the climate are physical, but others are digital, and there are also multiple screens to click through just to access the correct climate menu. What this does is make simple tasks unnecessarily annoying. Despite the off-road potential of the Lexus LX series and the many gadgets onboard to help you cross any kind of terrain and in kind of weather, ground clearance is a clear enemy of the LX 700h Ultra Luxury and will ultimately decide how much off-roading it could ever do. Standing with just 8.1-inches of clearance above the earth, that's less than some Toyota RAV4s even. An overpriced and unnecessary edition I don't hate this Lexus, but I dislike everything it stands for. It's a full-size SUV with only four seats, a gross price tag, and a hybrid engine that only makes it more expensive without improving economy at all. Only three of the four seats have the massage function, and the rear seats can't even move backwards to make extra legroom for a proper limo experience. If you want that experience, you're way, way better off in a Mercedes S-Class or even a Genesis G90, and when it comes to luxury SUVs, there are so many options from all corners of the world that have increased brand prestige and even more luxury and tastefulness. Even more to the point: at $141K before tax, you can get a Lexus LX 600 with 98% of the features for actually $40,000 less. The truth is, if you actually spend your money on one of these, you deserve to be laughed at. And even then, I sure hope it isn't your first or second vehicle — but more like your fourth or fifth in the stable. For that kind of buyer, at least the crushing depreciation might make for a decent tax write-off. 2025 Lexus LX 700h Ultra Luxury Pros: Nice interior and Lexus build quality Cons: Only four seats; It costs how much?! 2025 Lexus LX 700h Ultra Luxury — Basic Specifications Powertrain & Performance 3.4L twin-turbocharged V6 hybrid Combined Output: 457 horsepower, 583 lb-ft of torque Transmission: 10-speed automatic Drivetrain: Full-time 4WD 0–60 mph: Approximately 5.5 seconds Top Speed: 130 mph Towing Capacity: Up to 8,000 lbs Fuel Economy (EPA-estimated): 19 MPG city / 22 MPG highway / 20 MPG combined Real World MPG: 16 Dimensions & Capacity Length: 201 inches Width: 78 inches Height: 75 inches Wheelbase: 112 inches Ground Clearance: 8.1 inches Curb Weight: Approximately 6,000 lbs Seating Capacity: 4 passengers Cargo Capacity: 31 cubic feet Technology & Infotainment 12.3-inch main touchscreen with an additional 7-inch lower touchscreen for climate and vehicle controls 25-speaker Mark Levinson® Surround Sound system Wireless Apple CarPlay® and Android Auto™ connectivity Lexus Safety System+ 3.0, including: Pre-Collision System with Pedestrian Detection Lane Departure Alert with Lane Keep Assist Adaptive Cruise Control Road Sign Assist Automatic High Beams Advanced Park with Remote Park assist Safe Exit Alert for approaching vehicles or bicycles 2025 Lexus LX 700h photo gallery

I've never gotten so many stares and points in any car. Ever. 2025 Volkswagen ID.Buzz review by The Road Beat Words and pictures: Mitchell Weitzman If you're looking to just be seen, and money is no object, forget that vulgar and ultra-powerful McLaren or Koenigsegg. Like wearing an AP Royal Oak, most people won’t give a damn what's on your wrist anyways—or even notice. However, if you do crave real attention, whether you deserve it or not, there’s a new vehicle that leaves every exotic hypercar in the dust when it comes to being the star of stares. Meet the Volkswagen ID.Buzz , a modernized and electrified reincarnation of the classic microbus love child of the '60s. Though it immediately gets you in the mood to follow the next big indie band on tour, this buzz bus has a few dirty little secrets too many. Picks Again, if you like—or even thirst for—attention, this sits at the very top of the food chain when it comes to new cars. Luckily, it’s mostly the good kind of attention, as all those admiring eyes are just that: admiring. Here, it's not just attention, but a case of wonderment and awe. There’s also a wide variety of curious onlookers who flock to the ID.Buzz with good intention, so it seems to be quite the universally appealing vehicle. Unlike people pointing at Cybertrucks to mock their owners, the Volkswagen is a mass-appeal object of affection. And while other minivans are often the butt of jokes, the Buzz simply doesn’t carry the stigma of the traditional minivan thanks to the inherent cool factor. It looks big on the outside—and at 195 inches long, it is. It’s also tall at 76 inches, and with its traditional boxy design, there’s certainly a lot of surface area. The good news? That translates to absolutely enormous interior space. Aided by the absence of a space-hogging combustion engine and large transmission and drivelines, the inner volume is maximized, making it one of the most spacious cars I’ve ever tested—if not the most spacious. Because there’s no driveshafts or transmission for the engineers to hide away, the floor is properly flat and low, with only the batteries beneath. Combined with generous headroom and the optional glass roof, you can easily walk from front to back inside the ID.Buzz. Where most three-row SUVs or minivans have higher rear seats, that’s simply not the case here. And when you enter through one of the sliding rear doors—which is hands-down the most fun way to enter, regardless of seat preference—it really does feel like the practical and convenient bus it wants to, and does , become. Around town, the dual electric motors offer perky and punchy acceleration. Whereas the original surfboard-laden VW microbuses struggled to hit 60 MPH as their terminal velocity even downhill, the new one gets there in about six and a half brief seconds. From 0–30 MPH, this thing can even embarrass clumsy stick-shift muscle car drivers. Acceleration is instant and smooth—as is the way with electric power. Despite appearing like it should have the dynamic and handling prowess of a tugboat , the ID.Buzz navigates corners with surprising agility and grip. Its outright capability far outshines most past combustion minivans, especially when it comes to putting power down through corners thanks to a smart distribution of shove. Because it’s electric and has its battery weight situated low, the center of gravity is significantly better than most cars or SUVs and thus aids in direction changes and from feeling like its tipping over. The AWD system also does a solid job distributing power to mitigate understeer. That said, it's still quite boring to drive overall—as driving quickly yields no satisfaction or reward, so the dynamic benefits are more technical than truly enjoyable. Nicks There’s no easy way to say—or stomach—this: it costs over 70 grand. $71,545 to be exact. And yes, that’s a lot of money for a Volkswagen—a name that literally means "people's car." Manufacturer and government incentives might help it lease for less, but still, this is one pricey bus / minivan. This may be the highly-configured 1st Edition, but the starting price for any ID.Buzz is still over 60 grand. Paying a lot is one thing; being worth it is another. And frankly, the Buzz bus is just too expensive for what you receive in a post-$70K vehicle. The front seats are nice enough, but much of the cabin is covered by typical Volkswagen hard plastics that could be lifted straight from a $30K Tiguan. Between the front seats you'll find removable console with zero inner storage—another oversight. Sure, it’s removable, but when you grab the release handles to remove, it feels like a plastic toy oven—cheap! Below the center display is a handle that reveals extra cup holders, but the soft-squeeze lever is so poorly made, I genuinely thought it was broken at first due to the difficulty to make it open. Along the vast dash runs a laminate wood grain finish that's so obviously fake it practically winks at you. Worse yet, it creaks when touched and fits poorly, with uneven flow and visible gaps. The center display? A mess. Navigating menus to do anything is needlessly complicated. And because it’s electric, we need to talk range. Despite a large 91 kWh battery underfoot, I only managed about 220 miles of real-world range, which at least isn't far short of the claimed 231 on the window sticker, but it's rather lackluster for what could and should be a road-tripping machine. My efficiency? Just 2.2 miles per kWh, a figure neither helped by the mass and inneficiently un-aerodynamic design. Also, when you do need to replenish energy, it can’t take advantage of the latest 350 kW fast chargers that competitors can, maxing out instead at 150 kW. That means longer charging times when on the road, which can be a drag. At least there are no unpleasant four-cylinder engine noises to suffer through. Another downside: if you prefer flying under the radar, this isn’t the car for you. The attention is non-stop. Maybe it’s fun for the first few drives, but after a while, it may become tiresome for some. Overpriced, but the style and vibe is real There’s no denying how eye-catching the Buzz bus is. The name is silly, but “Buzz” sounds like “bus,” and I guess electricity does buzz, so someone in a boardroom probably patted themselves on the back for that one. Besides the looks, the Buzz is a fresh-thinking EV that does ultimately and unfortunately does little to advance or revolutionize electric vehicles—except in terms of style and interior space. That style alone will sell plenty, but after the novelty wears off, there’s not much else going on. If you want massive cabin volume and actual walk-through room inside, that might be a reason to choose it—if regular minivans don't appeal to you. Look, I like that Volkswagen finally has shown some real creativity and taken advantage of the design liberties that EVs can allow. The ID.4 was such a lazy and haphazard attempt, it's nice to see VW actually give a damn. Yet, at the end of the day, the creativities begin and end with the styling. It looks outrageous to believe it's actually real, and that will be enough to get some on the road. But besides what lease deals they may offer, this Launch Edition is frankly just not worth the tall retail price. Other minivans can be had for considerably less, and other much nicer and real luxury SUVs can be had for the same amount. It's a fun creation, but judged against the MSRP alone, it's just not good or nice enough. 2025 Volkswagen ID.Buzz 1st Edition 4Motion Price as-tested: $71,545 Pros: Hugely spacious interior; retro looks; gets all the stares Cons: Gets all the stares; cheap interior trimmings; Weak range Volkswagen ID.Buzz basic specifications and dimensions Powertrain & Performance Motor Output: 335 hp, 413 lb-ft torque Battery Capacity: 91 kWh EPA Range: 231 miles Real world range: 220 Charging Time (Level 2, 240V): Approximately 9 hours Top Speed: 99 mph 0–60 mph: about 6.5 seconds Maximum Towing Capacity: AWD: 3,500 lbs Dimensions & Capacity Length: 195 inches Width: 78 inches Height: 76 inches Wheelbase: 128 inches Ground Clearance: 6 inches Curb Weight: about 6,200 lbs Seating Capacity: 6 passengers Cargo Volume: Behind third row: 18.6 cu ft With third row folded: 75.5 cu ft Max (all rear seats folded): 145.5 cu ft Efficiency EPA Estimated MPGe: AWD: 87 city / 74 highway / 80 combined Real world miles/kWh: 2.2 Interior Features 12-way power front seats with memory Heated and ventilated front seats Heated outer rear seats Massage function (front seats) Three-zone automatic climate control 12.9-inch touchscreen display Harman Kardon premium audio system Wireless Apple CarPlay and Android Auto Wireless phone charging Customizable ambient lighting Safety & Driver Assistance Adaptive cruise control with Stop & Go Active lane centering assist Blind spot monitoring with rear traffic alert Front and rear parking sensors with Park Assist Autonomous emergency braking (pedestrian & cyclist detection) 360-degree surround view camera Warranty Basic Warranty: 4 years / 50,000 miles Powertrain Warranty: 5 years / 100,000 miles Battery Warranty: 8 years / 100,000 miles Roadside Assistance: 3 years / 36,000 miles Thank you for reading The Road Beat's 2025 Volkswagen ID.Buzz review. 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I had a recent chance to take photos of a 1998 Ferrari 550 Maranello in Tucson, AZ. Just wow. 1998 Ferrari 550 Maranello photo shoot Photos by Mitchell Weitzman and mitchellweitzmanphoto.com V12 engines mated to manual transmissions are a timeless combination, and one that is nearly extinct (thanks, GMA and Pagani). When said transmission is surrounded by a metal shift gate and the hood wears a prancing horse badge, well, that just makes it all the more sweeter. "They don't make them like they used to," has never resonated so heavily. In an age where modern machinery can boast upwards of 1,000 horsepower, controlled by all sorts of electronic wizardry, an old-school exotic is a breath of fresh air. From the sounds, smells, and that shift rod clanking through each gear, it's easy to fall in love with a 550 Maranello - and that's without even mentioning its gorgeous Pininfarina-penned looks. Full image gallery of this 1998 Ferrari 550 Maranello in Argento Nürburgring silver

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.

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