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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

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

If you're scared of EVs, the RAV4 Hybrid remains a wonderful alternate route 2025 Toyota RAV4 Hybrid Limited review by The Road Beat Words and pictures: Mitchell Weitzman Legacy brands like Toyota have not made a significant long-term commitment to fully electric vehicles. They offer the bZ4X, which is jointly developed with Subaru, but that's it from the same brand that pioneered modern widespread hybrid technology. Honestly, is there even a reason to want an electric vehicle when they offer a car like the RAV4 Hybrid? After a week-long stint with one—including a road trip in frigid driving conditions (by spoiled Californian standards)—I averaged an astounding 39 MPG overall, besting previous records from past RAV4 Hybrids. With the added convenience of never having to worry about charging or wait times, this crossover could be the perfect choice for many drivers looking to save at either the pump or the plug. An annoying, but frugal powertrain If there’s one area where Toyota still needs improvement, it’s the refinement of their inline-four combustion engines. Other brands have made strides in producing punchy units with deeper-frequency sounds that don’t dominate and destroy the eardrums with their poor tone, but Toyota continues to churn out what can only be described as "little trash compactors." While this isn’t always apparent, accelerating onto freeways or applying heavy throttle highlights the issue. This is one area where fully-electric propulsion shines, as it eliminates such noise and vibrations altogether. However, while the engine misses the mark in refinement, its efficiency is industry-leading. Achieving an impressive 39 MPG over a week of driving—with constant heater usage no less—is better than what I’ve seen from even the latest Prius or Civic Hybrid. The hybrid component also adds crucial midrange power, enhancing the car’s overall flexibility and drivability compared to the standard 2.5L gasoline-only version. With the gains in both economy and drivability, I don't know why the standard RAV4 is still even offered frankly. It’s also clear we’ve reached a new peak of hybrid integration, and with the RAV4 Hybrid being one of America’s most in-demand volume vehicles, Toyota’s strategy appears to be working for their profits. An upscale RAV4, but others are better The model I tested was a Limited trim—the top-shelf offering in the RAV4 lineup. The Blueprint paint job looks sharp, complemented by flashy trim pieces and larger wheels, but the interior truly stands out thanks to its bright SofTex (faux leather, but good variety of the fake stuff) seats. Past RAV4s often featured black interiors, which made the cabin feel cramped and dreary. This light color scheme, called Ash, exudes a premium vibe previously missing and enlarges the already spacious cabin. That said, the interior isn’t perfect. There’s still an abundance of hard plastics and rubber controls that fail to deliver a luxurious feel, and the screen and other controls look dated. While this is undoubtedly a nicer RAV4 than previous iterations, it still falls short compared to competitors—most notably the Mazda CX-50, which easily outshines it in both design and refinement. Comfortable road manners The RAV4 was never intended to be an exciting vehicle to drive, nor did I expect it to be. Yet, its ability to cover ground comfortably is impressive. On the winding, coastal roads of Northern California’s Tomales Bay, the RAV4 handles confidently. It may lack tactile feedback, but its mechanical grip is sufficient for real-world scenarios, and a well-driven RAV4 can even embarrass overconfident drivers in their BMWs. Comfort is the key here. The RAV4 handles challenging roads with ease, maintaining stability even on cloverleaf on-ramps where its AWD system shines. If you ever understeer off the road in a RAV4, it’s not the car—it’s definitely you. Still, the ride quality has limitations. While pleasant on most surfaces, undulating roads can cause the soft suspension to oscillate excessively due to underdamped shock absorbers being unable to control the compression and release of the springs sufficiently. This is a minor issue and likely unnoticed by most drivers, but it highlights the limits of its engineering. For context, the last Hyundai Tucson I tested exhibited much worse behavior in similar scenarios, making the RAV4 a marked improvement in comparison. Excellent road trip companion The RAV4’s size feels just right, with the only reason to opt for something larger being the need for a third row of seats. Interior space is maximized cleverly, and the bright interior paired with a panoramic sunroof creates an airy and spacious atmosphere. Cargo space is equally impressive—packing for a weekend trip with bags and camping chairs still left the rear seats entirely vacant. On the highway, the RAV4 Hybrid excels as a comfortable and relatively quiet cruiser. While some driving assists can be intrusive, and the warning chime for an unfastened seatbelt is obnoxiously loud, these quirks are overshadowed by its capability as a long-distance companion. A boring but valid choice The RAV4 Hybrid is easily the best RAV4 yet, but it faces stiff competition. Mazda, for instance, now offers the CX-50 Hybrid, which uses the same Toyota-sourced powertrain. While the Mazda’s fuel economy is slightly lower—by about 10-20%—it offers a more luxurious interior, sleeker design, and a superior driving experience. By licensing their engine to Mazda, Toyota may have unintentionally created its own toughest competitor. For me, the CX-50 Hybrid is the easy choice. However, for those who prioritize peak fuel economy and value Toyota’s reliability, the RAV4 Hybrid remains an excellent option—and the pinnacle of what Toyota’s hybrids have achieved. 2025 Toyota RAV4 Hybrid Limited AWD Price as-tested: $45,203 Pros: Amazing economy; Easy to drive Cons: Never exciting; Interior lacks luxury for $45K Basic specifications and dimensions Engine & Performance Engine: 2.5L straight 4-cylinder hybrid Combined Horsepower: 219 hp Torque: 163 lb-ft @ 3,600 rpm Continuously Variable Transmission All-Wheel Drive (AWD) Towing Capacity: 1,750 lbs Fuel Economy City: 41 MPG Highway: 38 MPG Combined: 39 MPG 39 MPG Road Beat observed Dimensions & Capacity Length: 181 inches Width: 73 inches Height: 67 inches Wheelbase: 106 inches Ground Clearance: 8.1 inches Curb Weight: Approximately 3,800 lbs Behind the rear seats (2nd row up): Approximately 37.6 cubic feet With rear seats folded (maximum): Approximately 69.8 cubic feet Fuel Tank Capacity: 14.5 gallons Interior Features Seating Capacity: 5 Upholstery: SofTex-trimmed seats (faux leather) Front Seats: Heated and ventilated, 8-way power-adjustable with memory function Rear Seats: Heated outboard seats Infotainment System: 10.5-inch touchscreen with JBL 11-speaker audio system Connectivity: Wireless Apple CarPlay® and Android Auto™ Safety & Driver Assistance Standard Safety Suite: Toyota Safety Sense 2.5+, including: Pre-Collision System with Pedestrian Detection Lane Departure Alert with Steering Assist Lane Tracing Assist Full-Speed Range Dynamic Radar Cruise Control Road Sign Assist Additional Safety Features: Blind Spot Monitor with Rear Cross-Traffic Alert, Front and Rear Parking Assist with Automatic Braking, Panoramic View Monitor (optional) Pricing Starting MSRP: $40,605 Price as-tested: $45,203 with destination Thank you for reading The Road Beat's 2025 Toyota RAV4 Hybrid review!

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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