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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. Remember 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. Maybe this was a software issue on this particular unit that excluded the front passenger seat, but even then, that's inexcusable from a Lexus that costs this much. 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

2026 Honda Passport Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman I’d been eagerly awaiting a revamped Honda Passport, and when it comes to visuals, this new edition dressed in Trailsport guise nails the mission brief. Purposeful yet not outlandish, this wannabe off-roader channels a bit of Defender-lite flair and finally gives the formerly incognito Passport some well-deserved presence. Unfortunately, despite its rugged makeover, the latest Passport undermines itself with gruff characteristics that do without charm. Picks The main selling point of the Passport Trailsport is undoubtedly its newly discovered good looks, earning compliments from several friends. Backing up its off-road aesthetic are real, functional knobby tires that genuinely can help grip the soil beneath when venturing to Tahoe or in the modest dirt and gravel parking lot (what most G-Wagons ever see). Inside, electronic aids assist in mildly challenging conditions, while the suspension has been retuned for a small increase in ground clearance and longer shock travel, allowing better articulation over uneven terrain. With its smartly designed front fascia and undertray, a 23-degree approach angle actually outperforms some trims of the new 4Runner (which has a highly compromising air dam). Passport was long overdue for the same obligatory interior refresh now standard in other Hondas, and the update is a welcome one. Materials show a noticeable improvement in quality, and the layout looks and feels far more modern than last year’s model. I especially appreciate the physical knobs and buttons—infinitely more intuitive than the digital controls plaguing so many new cars. The center touchscreen has grown to over 12 inches, finally looking proportionate to the dash and expansive cabin. Space remains a key strength for travels or trips to Costco. Despite seating only five and lacking a third-row option, there’s ample room for five adults with generous comfort, and the 44-cubic-foot cargo bay remains entirely unobstructed. The load floor in the cargo bay is a touch higher than expected, but overall usability is excellent. A hidden third row, though, would not go amiss for the occasional rare or emergency use case. Core areas that needed improvement have indeed advanced, particularly interior quality, which now competes directly with the latest 4Runner. Ride comfort is better, too, and the back seat offers real long-haul comfort when compared to the Toyota which suffers in both key objectives. Next to no compromises exist in the handling department, either, as the typical Honda traits of weighted, confident steering are gratefully left intact. Push the pace and the Passport stays composed, avoiding the greasy-weasel antics that plague some rival SUVs at anything above a trot. Remarkably, despite its nearly 80-inch width, this SUV rarely feels large in motion; It’s easy to place on the road, allowing me to clip apexes neatly on backroads. Short of Mazda, Honda still leads in chassis finesse, and even with its Trailsport-specific tires and suspension, this remains a solid, enjoyable SUV to drive (as far as mainstream SUVs go, that is). Nicks Despite its best intentions and strong looks, this Passport Trailsport is largely undone by a lethargic engine and transmission. I enjoy naturally aspirated six-cylinders, and Honda is famous for its VTEC magic, but this V6 feels sadly anemic at low speeds. With just 262 lb-ft arriving at a lofty 5,000 RPM, you have to bury your right foot to extract any kind meaningful acceleration. On the hilly highway, it often needs multiple downshifts just to maintain speed on mild inclines. Naturally-aspirated V6 engines are not to be dismissed, but this old school unit is tuned for the upper end to perform and does not suit a big Honda SUV built for the street. Gear changes go unredeemed, too, with shifts that are slow both up and down. Further, there's a complete lack of engine braking on descents—something you’d want when towing, especially given its credible 5,000-pound tow rating. Worse, it can clunk its way through the gears in normal acceleration, an unforgivable trait in a modern automatic. As a ten-speed unit, it should be seamless and transparent, but instead produces audible thuds during gentle shifts at normal speeds. Slow upshifts and torrid downshifts make this one of the worst transmissions I've recently tried full stop. This points to the latest Passport suffering from hardware that simply doesn’t work harmoniously. Even though the V6 can sound good when revved out, its pairing with this transmission feels clumsy in everyday use. It’s hard to believe no engineer or executive flagged the awful throttle delay or the jerky transitions, like when slowing for a red traffic light that suddenly turns green before you completely stop. Fuel economy proved another disappointment—an alarming 18 MPG overall during a week of mixed driving. The infotainment system also refused to remember my phone, forcing a full Bluetooth deletion and connection every single drive. Perhaps that’s due to a “guest profile” setting of this test loaner, but no other test cars have done that before. And when venturing off-road, ground clearance measures just 8.3 inches—somehow less than even a base Toyota RAV4. So, while the approach angle is commendable, clearance limits absolute capability and might give a false sense of off-road confidence. Be sure to also not ignore the fact that if you do take a Passport Trailsport on some namesake-level trails or through mud, the lack of low-end power and crap throttle response and lag will make doing so all the more challenging. Almost forgot: those cool hood vents? Completely fake and sealed off. A passport missing stamps I’m genuinely frustrated by this outcome because I wanted to like the Passport Trailsport. I’m usually a big fan of new Hondas, but this level of throttle lag and drivability issues are inexcusable; It shouldn't be this difficult to drive a new car smoothly. What's more sad is that I don’t recall previous Passports behaving like this, marking a regression in combustion engine technology. Honda, you can do better. I know you can, and you should. 2026 Honda Passport Trailsport specifications Price as-tested: $54,355 (Trailsport Elite) Powertrain & Performance Engine: 3.5-liter V6, DOHC, 24-valve, direct injection Horsepower: 285 hp @ 6,100 rpm Torque: 262 lb-ft @ 5,000 rpm Transmission: 10-speed automatic Drivetrain: i-VTM4 all-wheel drive with selectable drive modes (Trail, Sand, Snow, Tow, etc.) Towing Capacity: 5,000 lbs Fuel Economy (EPA): 18 mpg city / 23 mpg highway / 20 mpg combined Real world MPG: 18 :( Chassis & Suspension Suspension: TrailSport-specific tuning with increased ground clearance and longer travel Ground Clearance: 8.3 in Approach / Departure Angles: 23° / 23° Steering: Electric power-assisted rack-and-pinion Brakes: Four-wheel disc with ABS Exterior Dimensions Overall Length: 192 in Overall Width: 79 in Overall Height: 73 in Wheelbase: 114 in Front Track: 68 in Rear Track: 68 in Curb Weight: ~4,700 lbs Interior & Capacity Seating Capacity: 5 passengers Cargo Volume: 44 cu ft (behind second row) Key Features (TrailSport Elite) TrailWatch / Multi-View Camera System Heated and ventilated front seats Heated steering wheel Tri-zone automatic climate control Rear climate controls and sunshades Bose premium 12-speaker audio system with subwoofer Rain-sensing wipers Terrain-style all-season tires on unique TrailSport wheels

2025 Hyundai Ioniq 5 RWD review by The Road Beat Words and pictures: Mitchell Weitzman As if there weren’t already enough reasons to call the Hyundai Ioniq 5 one of the best EVs on sale, Hyundai has gone ahead and given us another. Tested here is the entry rear-wheel-drive variant (I’d only sampled the AWD versions before), now featuring a larger battery pack and a remarkable real-world range of 300 miles. No caveats, no asterisks — this car genuinely goes 300 miles between charges in summer driving, even with the A/C running. Now that it matches Tesla’s range, this stands as the best EV at that coveted and fiercely competitive $50,000 price point. Picks Lovely as ever, this compact hatchback channels design cues from 1980s icons like the Renault 5 and Lancia Delta, resulting in a neo-modern design triumph. Even years after launch, the shape remains fresh and intriguing. Matte paint isn’t the most practical finish for long-term ownership, but this pewter-gray coat of velvety paint work looks fantastic for now and complements the proportions well. Cabin space impresses for a vehicle measuring 183 inches long thanks to the stretched 118-inch wheelbase, with clever packaging that creates an airy greenhouse and excellent visibility. Headroom is generous thanks to the low floor, and the wide, uncluttered view forward enhances the sense of openness. A large, sliding center console between the front seats offers abundant storage and further flexibility. Material quality and tactile feedback throughout are a notable step up from competitors like Volkswagen’s ID.4, which can often feel comparatively toy-like. Rear legroom isn’t exceptional but is adequate enough for adults, though I wouldn't enjoy being back there for hours on end. Charging performance is another highlight. The Ioniq 5 can take advantage of high-power 350 kW chargers to impressive effect (not fully, but still faster than most rivals), and now natively adopts the Tesla NACS charge port. That means easy access to the vast and reliable Tesla Supercharger network without an adapter. For home charging and other stations with SAE plugs, Hyundai includes an adapter so you truly get the best of both worlds. Expect roughly 24–30 minutes for a 10–80% top-up on a Tesla Supercharger, and as little as 20 minutes on a 350 kW DC charger. Ride and handling continue to impress, maintaining composure and comfort across a wide range of surfaces. Even on rough local roads — the kind that can trip up underdamped crossovers — the Ioniq 5 remains cool, composed, and supple. Power here isn't amazing with 225 horsepower in single motor RWD format, but it's quick and instant to make all real world situations easy. And I like Hyundai's use of paddles mounted behind the steering wheel to easily adjust and tailor the amount of regenerative braking to your liking. Steering lacks true feedback but remains quick and reassuringly responsive, lending viable confidence through corners. Grip levels are high thanks to modern rubber and a strong enough natural balance to the chassis, resisting understeer admirably in sane driving. While this RWD model lacks the torque-vectoring ability of its AWD sibling, it feels more natural and old-school — even a bit BMW-like in how it powers through bends with power coming from the back. Occasional traction slip aside, the RWD setup is more than sufficient for most drivers. It’s not quite “tossable” like a proper and aggressive hot hatch, but agility is still impressive for a vehicle of this approachable purpose. Efficiency is where this version truly shines. The upgraded battery 84 kWh pairs with stellar real-world efficiency, averaging 3.3 miles per kWh — up from about 2.7 miles per kWh in prior AWD models. That’s a near 25% improvement, translating directly into that headlining 300-mile range. Paper numbers aside, this efficiency makes the Ioniq 5 one of the most usable EVs in real-world conditions, especially when combined with ultra-fast charging and seamless Tesla Supercharger access. This feels like the complete EV package many have been waiting for. Nicks Few meaningful drawbacks exist. For some, even 300 miles of range and widespread charging may still not feel sufficient, though that’s more a reflection of EV hesitancy and the charging lifestyle than a flaw of the Ioniq 5 itself. In practical terms, this Hyundai is about as convenient and accessible as an electric car has ever been at this price. Living with the car, the only recurring frustration was visibility of the digital HVAC controls during bright daylight. Whether due to my seating position or the harsh summer sun, they were often difficult to read — a surprising oversight considering Hyundai’s usual attention to detail. Surely someone in development noticed the same thing during daytime testing. Also, the infotainment display can have an overwhelming number of menu app selections. A full monty After four separate stints behind the wheel of different Ioniq 5s, I only seem to like it more each time. While updates have been subtle rather than sweeping, they’ve added up nicely, reinforcing that the core formula remains a triumph. It still looks fantastic, drives with sophistication, and now finally delivers the range it always deserved. In this segment, Hyundai has produced a decisive winner — one that rightfully stands as the benchmark for mainstream EVs today. Tesla may still hold an edge in overall technological integration with its refreshed Model 3 and Y, but neither comes close to matching the Ioniq 5’s sheer design brilliance. 2025 Hyundai Ioniq 5 Limited RWD — Key Specifications Powertrain Single rear-mounted permanent-magnet synchronous motor (RWD) Horsepower: 225 hp Torque: 258 lb-ft Battery Capacity: 84 kWh lithium-ion polymer EPA Range: 318 miles Real world range: About 300 EPA MPGe (city/hwy/combined): 129 / 100 / 114 0–60 mph: ~6.5 seconds Charging (DC Fast 10–80%): ~20 minutes (350 kW charger) Level 2 Home Charging (10–100%): ~7 hr 20 min (10.9 kW onboard) Charging Port: NACS (Tesla Supercharger compatible) Dimensions Wheelbase: 118 in Length: 183 in Width: 74 in Height: 63 in Ground Clearance: 6.1 in Curb Weight: ~4,150 lbs Cargo Space: 26.3 cu ft (behind 2nd row) / 59.3 cu ft (max) Chassis & Suspension Front: MacPherson strut Rear: Multi-link independent Drive Modes: Eco, Normal, Sport, Snow Features (Limited trim highlights) Panoramic Vision Roof (fixed glass) Heated & ventilated front seats; heated rear seats 12.3-inch touchscreen + 12.3-inch digital cluster Bose premium audio system Head-Up Display (HUD) Remote Smart Parking Assist 2 Digital rearview mirror, power liftgate, rain-sensing wipers Full Hyundai SmartSense safety suite MSRP (est.) : ~$54,200 Thank you for reading The Road Beat's 2025 Hyundai Ioniq 5 RWD review. 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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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