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Great gas mileage is not enough to take this hybrid over the amazing inline six version 2025 Mazda CX-90 PHEV review by The Road Beat Words and pictures: Mitchell Weitzman TL;DR: Don’t bother with the PHEV version of the otherwise excellent CX-90 SUV. For a deeper dive into why, check out my review of the standout CX-90 powered by its glorious inline-six engine. Otherwise, stay here for comments and criticisms explaining how the pricier plug-in hybrid ends up being the worst version of an otherwise brilliant SUV from Mazda. Clunky operator Unlike other automakers who’ve spent decades perfecting hybrid systems, Mazda is still learning—and it shows. While the setup is improved upon from the CX-90 PHEV’s debut, the hybrid powertrain remains hesitant and clunky in daily use. The roughness is most noticeable during transitions from braking or coasting to light throttle inputs at low speeds. These unpredictable surges and jolts of power undermine the refinement you’d expect at this $60,000 as-tested price point and from Mazda in general. There are also some odd noises from the drivetrain, and turning the wheel to full lock during a tight three-point turn sounds as if the power steering goes under serious strain. Foul soundtrack Instead of six silky cylinders performing in perfect harmony, this CX-90 delivers a gruff and coarse four-cylinder tune. It’s not terrible for what it is, but when the alternative is so sweet, you’d have to be out of your mind to choose this soundtrack after hearing and prodding the (cheaper) inline-six. Inline-sixes are legendary for their smoothness and rich tone—there’s a reason so many classic and revered BMWs and other sports cars used them for decades. They sound and feel special, while this four is a symphonic and mechanical compromise. Fuel Economy doesn't add up Driven purely as a hybrid (without plugging in), the PHEV returns only about a 10% improvement in fuel economy over the six-cylinder—25 MPG versus 23 MPG overall. For the downgrade in engine character, that modest gain is entirely underwhelming. You can, however, achieve far better results if you do regularly charge the battery. If plugging in is convenient and cost-effective for you, the PHEV may make sense—and you won’t have to listen to the four-cylinder as often if you keep the battery topped up for the maximum 25ish miles of electric driving. It's not actually faster Despite boasting similar horsepower and the same torque on paper, the four-cylinder PHEV feels easily slower under heavy throttle. Acceleration tapers off noticeably past 50 MPH, leaving the standard CX-90 feeling stronger in real-world passing and highway situations. Further, the powertrain feels strained when asking for it. The off-the-line getaway is decent from the instant torque of the electric motor, but it fades fast. What it does right The same beautiful exterior shape is present and so is the lavish interior. Filled with lots of leather and love, it's a beauty among generic and cheapened competitors. Oh, and the handling is absolutely fantastic and begs to be driven like a sports car on backroads. Every CX-90 trait that impressed before remains intact: the gorgeous exterior styling, a richly trimmed and luxurious interior, and stellar steering and chassis dynamics. Handling is genuinely fantastic—more reminiscent of a well-sorted sports sedan than a family SUV—and it encourages spirited backroad driving in a way rivals cannot match. Quirks are still here Shared across all CX-90s (and CX-70s) are a few peculiar quirks: hollow-feeling exterior door handles, a touchscreen that’s just out of easy reach, and no proximity-sensing locks for the rear doors. You also can’t open the rear liftgate from the driver’s seat unless the car is both in Park and  after you click unlock on the door (pressing unlock on the key fob did nothing in this case). I discovered this the hard way picking up a friend from the airport—they kept asking me to open the liftgate, and I kept saying, “I’m trying!” while desperately holding the in-cabin button above my left knee. My solution at the time? Turning the car off entirely. Ridiculous. A terrific car underneath, with a less than terrific powerplant Few midsize SUVs can match the CX-90’s blend of luxury, handling, and craftsmanship. Yet the PHEV version falls short, offering too little efficiency gains and too much unpolished hybrid awkwardness to justify its added complexity let alone cost. If you have convenient, inexpensive charging at home or work, the PHEV might fit your lifestyle. But once you experience the inline-six CX-90, you’ll realize there’s simply no substitute. More photos of the 2025 Mazda CX-90 2025 Mazda CX-90 PHEV Premium Plus basic specifications As-tested price: $60,000 Powertrain & Vehicle Specs Engine: 2.5 L inline-4 + electric motor Combined output:~323 hp and 369 lb-ft of torque (with premium fuel) Transmission: 8-speed automatic. Drivetrain: All-wheel drive (i-ACTIV AWD). Battery: 17.8 kWh lithium-ion pack. Electric-only range: ~25 miles. Fuel-economy when operating as hybrid: 25 mpg combined in gasoline-only mode. Towing capacity: Up to ~3,500 lbs (when properly equipped). Vehicle dimensions / other key specs: Fuel tank capacity: ~18.5 gal. Cargo volume behind 3rd row: ~15 cu ft; 40 cu ft behind 2nd row, and maximum 75 cu ft with all seats folded Interior & Tech Features (Premium Plus trim) Seating layout: 7-passenger standard (with 2nd-row captain’s chairs) and optional 8-passenger. Upholstery: Nappa leather-trimmed seats. Front seats: Heated and ventilated. 2nd-row seats also heated. Steering wheel: Heated. Infotainment: 12.3-inch center display; wireless Apple CarPlay and Android Auto; Bluetooth connectivity. Audio: Premium sound system (e.g., Bose with 12 speakers available). Connectivity: Wireless phone charging pad; full Mazda Connect system with voice commands and vehicle-status features. Climate control: Three-zone automatic climate control. Driver assistance & safety: Standard advanced driver-assist suite including front & rear Smart Brake Support, Blind-Spot Monitoring, Rear Cross-Traffic Alert, Lane-Keep Assist, Traffic-Sign Recognition. Convenience features: Hands-free rear power liftgate, power-folding side mirrors, windshield-wiper de-icer, second-row window shades. Charging/EV tech: Supports Level 1 & Level 2 charging; portable 120 V cable included. Thank you for reading The Road Beat's 2025 Mazda CX-90 PHEV review. For more candid road tests, please subscribe below.

2025 Hyundai Santa Cruz XRT review by The Road Beat Words and pictures: Mitchell Weitzman This is not a truck for everyone, and to many, they won’t even consider it a truck at all. Yet, oddly enough, that’s precisely the defining feature and strongest trait of the Santa Cruz. Rather than chasing unreasonable payload and tow ratings, Hyundai focused on crafting an everyday crossover that just happens to have a truck bed out back. Think of this as less of a truck and more of a South Korean cyberpunk El Camino, and you’re on the right path, and it's a good path at that. Mass appeal won’t be in the cards, but the niche this fills is one it absolutely nails. Picks Viewed through the right lens, this isn’t an alternative to a traditional pickup; it’s an alternative to a mainstream crossover or even a stand-in for the modern wagon’s absence. The reality is simple: not every driver who owns a truck truly needs one. In my corner of Northern California, light duty and consumer heavy duty trucks make up about half the traffic, yet only a tiny fraction are ever being used as trucks. That’s where the Santa Cruz, Honda Ridgeline, and Ford Maverick crossover-trucks thrive—offering an easier, more approachable gateway into truck ownership that prioritizes versatility rather than sheer capability. Hyundai and others have carved out a smart niche here, and although the Maverick currently leads in popularity in California (among these three - the Tacoma still wins the non full-size truck department), the Santa Cruz presents a compelling argument of its own. Hyundai’s progress in cabin refinement and build quality the past decade borders on staggering, and the Santa Cruz continues the streak even in midrange XRT trim. No rattles to speak of, tight and consistent fitment, and materials that exceed expectations for the brand—all rivaling or surpassing direct competitors. Having spent time in a Ford Maverick recently, this simply stands as the nicer, more refined vehicle. Highway manners are pleasantly quiet, seats are comfortable and spacious, and the overall vibe leans more near-luxury than bargain-budget-friendly. Power comes from a turbocharged four-cylinder in this example, producing 280 horsepower and 290 lb-ft of torque. Real-world performance leaves nothing to be desired; expect easy sub-seven-second 0–60 runs and effortless midrange shove courtesy of the readily available boost and a smart eight-speed automatic. Better yet, Hyundai’s four-cylinder avoids the grating, coarse soundtrack that plagues four-cylinder engines from other makes. Fuel economy isn’t half bad either, delivering an honest 24 MPG combined—comfortably ahead of a Honda Ridgeline or even the last Toyota Tacoma I tried which had a new turbo 'four of its own. Driving dynamics, though, stand as the most impressive aspect yet. Apart from glimpsing the bed in the rearview or climbing into the cab, you’d scarcely realize you’re in a truck-ish vehicle. Steering feels tight and precise, backroad pace borders on genuinely quick, and the real-world mechanical grip inspires confidence. On my usual El Dorado County country routes, this thing can keep up with nearly any reasonable sedan, let alone a crossover, and dispatches twisty asphalt with ease. Ride quality impresses, too, avoiding the overly firm, borderline pointless stiffness plaguing the latest Tacoma. Offering another strong perspective: if you want a truck bed in a vehicle, but not comfortable with driving a large full-size pickup, the Santa Cruz is a viable antidote. Also worth noting is how the XRT has some midly beefier tires and ground clearance raised to nine inches, allowing this little 'ute to veer off the asphalt with comfortable ease in modest use cases. Looks like be love-it-or-hate-it, but the styling lands firmly in the “rad” category for me. Truck purists will dismiss it on principle, but the look channels a moon-buggy vibe—and that’s high praise for a small adventure-oriented truck, no doubt helped by the orange paint and XRT-specific cladding. The extra utility versus a conventional compact SUV sweetens the deal: toss a washing machine in the back, haul appliances, plants, or tackle dump runs—tasks you’d never want to subject your RAV4 to. Nicks Positives aside, certain drawbacks do surface depending on what buyers want and expect. Personally, nothing about the Santa Cruz jumps out as inherently dislikeable, nor does anything stand as fundamentally flawed. Rather, where it falls short is mostly in the categories where Hyundai (wisely in my view) chose not to participate. Unlike the Ford Maverick, no hybrid powertrain exists—for now—which is a shame, since the Maverick’s base hybrid delivers comfortably over 30 MPG. While I enjoy the punch of Hyundai’s turbo engine, a more relaxed hybrid would appeal to a wider audience chasing fuel savings. Because let’s be honest: at 24 MPG, this isn’t dramatically more efficient than a new Ram 1500 with its 400-plus-horsepower Hurricane straight-six. Choosing to pursue practicality has impacted towing, one of the top reasons people who need trucks buy trucks. With a maximum rating of 5,000 pounds, the Santa Cruz does keep pace with the Honda Ridgeline and bests the Maverick, but sits far behind what “real” midsize trucks like the GMC Canyon, Chevy Colorado, or Toyota Tacoma can handle. Choosing the non-turbo Santa Cruz drops the rating further to 3,500 pounds, or what the incoming 2026 RAV4 hybrid can tow. Still, it's enough for some lake toys. Payload performance stands at an oddly specific 1,411 pounds—several hundred below a Canyon or Tacoma and a hair behind the Ridgeline. It doesn’t outperform most Mavericks either, but over a half ton of whatever in the bed will be tough to breach in the small truck bed. Speaking of the Hyundai's payload, the biggest disappointment to some will come from the diminutive bed size, measuring only 52 inches long with the tailgate up and only able to completely withhold 27 cubic feet of volume within its confines. With no other way of saying it, that's kind of tiny and pretty comparable to the cargo volume of a RAV4. However, of course you can put tall items back there in the bed as long you as secure them so they don't tip out and over onto the road. How to make the Santa Cruz make sense Evidence provides proves the Santa Cruz clearly won’t suit every prospect. Plenty of genuine strengths exist, but a week behind the wheel underscores just how specific the target audience is. Compared directly against traditional half-tons or even midsize body-on-frame trucks, it barely registers as a truck. The key realization is reframing the comparison entirely: this shouldn’t be cross-shopped against bigger trucks, but rather against the mainstream and ever-popular RAV4 and CRV-class of crossovers. Pricing aligns closely, driving characteristics match (albeit with more power), and its bed volume approximates what many crossovers offer—just in an open format. Instead of stuffing a Japanese maple or dishwasher inside an enclosed cargo area, you simply drop it in the bed, strap it down, and go. A real personality shines through here, and for anyone stuck in the monotony of yet another anonymous crossover, the Santa Cruz might be the answer—an ideal partner for regular Harbor Freight runs, Green Acres visits, and everything in between. Don't think of it as a truck, but as a competent and nice, cool-looking crossover that happens to boast a truck bed behind. Hyundai Santa Cruz photo gallery 2025 Hyundai Santa Cruz XRT — Key Specifications Price as-tested: $42,425 Engine: 2.5L turbocharged inline-4 Horsepower: 281 hp Torque: 311 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive 245/60 R18 all-terrain tires Fuel Economy (EPA): 18 mpg city / 26 mpg highway / 21 mpg combined Road Beat real world: 24 MPG Fuel Capacity: 18 gallons Towing Capacity: Up to 5,000 lbs Payload Capacity: 1,411 lbs Curb Weight: ~4,250 lbs GVWR: 5,798 lbs Bed Length: 52 in (tailgate up) Bed Depth: 19 in Bed Width: 54 in max / 43 in between wheel wells Bed Volume: 27 cu ft Overall Length: 196 in Wheelbase: 118 in Width: 75 in (without mirrors) Height: 67 in Ground Clearance: 9 in Seating Capacity: 5 12.3-inch touchscreen display with wireless Apple Carplay and Android Auto Warranty: 5-yr/60k-mi basic; 10-yr/100k-mi powertrain Thank you for reading The Road Beat's 2025 Hyundai Santa Cruz XRT review. 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This insanely good luxury crossover is out for vengeance 2026 Genesis GV70 review by The Road Beat Words and pictures: Mitchell Weitzman A decade ago, the idea that Hyundai would build some of the best luxury SUVs would have sounded laughable. In reality, it took barely half that time for them to achieve miracles, with the launches of the GV80 and then GV70 proving just what South Korea was capable of. Stealing the dynamic handling masterminds behind BMW M’s greatest hits was a strong start, but the whole package is what completes the story. While other luxury brands have fixated on digital gimmicks, Genesis prioritizes old-fashioned quality paired with genuinely superlative chassis dynamics. Picks The color scheme is obviously optional, but the flash and show of intent upon opening the door and finding the beautifully quilted blue leather with orange contrasting stitching is undeniable. It’s a cue perhaps stolen from McLaren or Aston Martin, but it presents itself remarkably well here. The orange seatbelts might be a tad too much, but what really impresses is the sheer quality of the leather itself. Every material leaves a lasting impression, from the metal switches throughout that feel like items curated by Swarovski. Seats are comfortable front and back and easily accommodated friends on a drive up to South Lake Tahoe without complaint. More than that, the driving position is rock solid and simply feels right from the angle and positioning of the wheel and pedals, and the height can be set to my perfect preference low down in the chassis. I even like the enormous one-piece display that does instrument duties as well as navigation and entertainment. It's integrated tastefully, looking thoroughly modern and advanced yet while remaining classically simple because of the lack of breaks and not appearing overdone. The interior is gorgeous not just in how it looks but in how it feels to both driver and passengers, and that’s before even mentioning the exterior — which somehow looks more English than a Bentley Bentayga, and that’s a sincere compliment. It’s a stunner inside and out, free of the reeking vulgarity that has infected so many BMWs and Mercedes over the past five years. Yet the real shining point is how the GV70 goes and steers. There was a time when a BMW X5 and X3 first debuted and stunned the world by revealing that an SUV did not have to drive like a Chevy Suburban. By creating a platform based on their best driving 3 and 5-series sport sedans, they revolutionized the industry. Porsche also revealed the hideous but exemplary driving Cayenne at a similar time. The GV70 carries those early trendsetters and dynamic leaders in spirit, with a focus on driver satisfaction that successfully raises it above Japanese contemporaries and even modern BMWs. I dislike cars that can be steered with just a solitary finger, and for that, the GV70 represents the antidote with its weighted and assured steering. Precision is also a key point, and with its willing chassis and suspension underneath, you can drive this SUV with a vigor that others simply cannot. Even as you push things further, the confidence grows as the GV70 does not fold beneath you and instead enjoys the stretch. AWD delivers awesome traction with zero torque steer, and grip is immense enough to give even novice Porsche coupe owners a scare. What’s remarkable is how sweetly balanced it feels — eager to change direction with composure — yet it still rides well. It’s a little choppy at low speeds, no doubt hampered by the thin rubber-band tires on the 21-inch wheels, but once at speed, the Genesis shrugs off bumps and refuses to let them upset its poise in the bends. And while many luxury SUVs and crossovers have migrated to fuel-saving, but groaning four-bangers, the GV70 still offers a powerful and gutsy 3.5L twin-turbo V6. It's smooth all the time and sounds great, and a commendable eight-speed automatic allows manual control with the decent paddle shifters behind the wheel. It's an exciting engine to explore and use. Nicks Despite the above adoration for a powerful V6 engine in an age of fours, this GV70 is not entirely fuel efficient, drinking gas to the tune of 21 MPG in what can only be described as modest and tame driving. This isn't even that big or heavy of a vehicle, and this thirst disappoints in that regard. I also found the entertainment system less than desirable in operation. While the screen itself is gorgeous to look at and basic operations are simple enough, the huge and long menus can overwhelm and make it difficult to find what you're looking for. Swiping between the many home pages can also be finicky, sometimes just not swiping at all. Prices are rising thoroughly, too. Where the Genesis GV70 debuted as a relative bargain, this top-tier version costs a whopping $72,225. That may be less than a comparable German rival when equipped to similar levels, but it’s still a lot of money and no longer quite the value play a Genesis once was. A superb compact luxury SUV for those who like driving There’s so much to like about the Genesis GV70, from its achingly good looks to its sumptuous, lavish cabin. The real treat is how well the damn thing drives — it’s built to get you wherever you’re going in style and cozy comfort, while being a genuine delight to push. Climbing the winding Highway 50 to Lake Tahoe only further solidified how brilliantly it executes its mission. Yes, it’s expensive — this super-equipped Sport Prestige overlaps the entry prices of a bare-bones BMW X3 M50 and Porsche Macan — but its combination of superb luxury and handling makes it a true show-stopping stunner. Don't want the V6? A turbocharged four-cylinder is also offered for far less dough and has the same brilliant handling and feel. Gas mileage of course improves, but you will lose the fun punch and silken sound of the V6. 2026 Genesis GV70 Sport Prestige basic specifications: Engine: 3.5L twin-turbocharged V6 Horsepower: 375 @ 5,800 rpm Torque: 391 lb-ft @ 1,300–4,500 rpm Transmission: 8-speed automatic Drivetrain: All-Wheel Drive (AWD) Fuel Economy: EPA 18 MPG city / 24 MPG highway Real world economy: 21 MPG as-tested Fuel Type: Premium unleaded gasoline Curb Weight: About 4,750 lbs Seating Capacity: 5 passengers Cargo Capacity: 29 cubic feet (rear seats up); 57 cubic feet (rear seats folded) Towing Capacity: 3,500 lbs (with trailer brakes) Dimensions: Length: 186 inches Width (without mirrors): 75 inches Height: 64 inches Wheelbase: 113 inches Ground Clearance: 7 inches Turning Circle: 38 feet Infotainment: 14.5-inch touchscreen with wireless Apple CarPlay and Android Auto Audio System: Lexicon® premium audio system Interior Features: Heated and ventilated front seats; heated rear seats Exterior Features: 21-inch wheels; LED headlights and taillights Safety Features: Forward collision warning, lane-keeping assist, blind-spot monitoring, adaptive cruise control Warranty: 5-year/60,000-mile basic warranty 10-year/100,000-mile powertrain limited warranty (original owner) Price as-tested: $72,225 Thanks for reading The Road Beat's 2026 Genesis GV70 review. Subscribe for the latest updates and reviews. All photography done by The Road Beat and 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.

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