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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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The most basic version of the new Land Cruiser is just too spartan 2025 Toyota Land Cruiser 1958 review by The Road Beat Words and pictures: Mitchell Weitzman I had eagerly anticipated the new Land Cruiser in its entry-level, almost attainable form. Dubbed the 1958, this basic SUV shares the same engine, clever 4WD system, and fundamental off-road chops as its pricier siblings, but skips the often unnecessary luxury. Coming in at a near-enough-to-be exact $60K, it’s significantly cheaper than higher-tier versions while interestingly intersecting price-wise with a well-equipped Toyota 4Runner. Whether intentional or not, the Land Cruiser’s biggest rival might just be its own showroom neighbor. After a week with the 1958, though, the conclusion is simple: this trim feels too bare-bones for the money. Land Cruisers have long carried luxury-level price tags while rarely delivering true contempoary luxury. Take a 2020 example for study, a nearly $90,000 SUV that wasn't any better than ten year old 4Runner with some fancy leather as a band-aid. The latest one unfortunately continues that trend for another generation, even when specced to a tear-inducing $80,000. There’s progress here, but compared to other SUVs at similar prices, the overall package still falls flat. In the case of the 1958, removing the silly pricing does help the Land Cruiser make more sense—just not enough, because the experience doesn’t rise to the price. Cloth seats for $60,000? Honestly, no complaints there—I’ll take quality fabric over cheap fake leather any day. Here the material is thick, supportive, and holds its shape well. The seats themselves are sculpted ergonomically, comfortable, and allow you to sit in them rather than perched atop them. Fantastic front seats. The rear seats are less impressive, yet the cloth adds an old-school charm and the shapes don’t detract from comfort. They even look surprisingly good and robust like a real fabric instead of an Alibaba special. Where things sour are the omissions and other material choices, with cheap, flexible plastics scattered everywhere. For example, the climate-control switches are simple to use, but a gentle press causes the entire row to flex downward and creak—imagine how that's going to hold up in a decade. Meanwhile, the gauge cluster sits in a frame that awkwardly slopes downward toward the center screen—odd in a cabin defined by boxes and straight lines. Cloth seats got a pass earlier, but the clunky manual seat adjustments do not. And yes, that does mean power seats are absent—even at $60,000. Back to that center display: at only eight inches, it looks tiny and lost in the dashboard. The surrounding textured plastic doesn’t help, and the screen’s scale feels wildly out of place in a vehicle this size and at this price. The audio system also barely rises above “fine.” I get this is the entry model, but the price is so far from entry. Rear seats fold easily to expand cargo space, but the hybrid powertrain components—shared across all Land Cruiser trims—forces a frustratingly tall cargo floor. Both space and usability suffer, especially for anyone under about 5'5" who now has to lift items much higher than expected. Even though this a big SUV, the cargo only holds 38 cubic-feet, or, exactly the same as RAV4. A heavy and decidedly old-school manual liftgate doesn't help matters. Neck surgery aside, this liftgate genuinely requires effort, and plenty of shoppers will struggle with it. Hard to justify when you’re spending sixty grand on a Toyota. Another eyebrow-raiser? The hybrid powertrain. A turbocharged four-cylinder backed by electric assistance delivers strong real-world shove thanks to 326 horsepower and a mammoth 465 lb-ft. Merging onto freeways is effortless. Noise, however, is disappointing—miles away from the satisfying burble of past V8s or even the V6 engine other Toyotas still have. Besides the casual acceleration, hammering the throttle reveals a distinct lack of top-end pull, and the heavy SUV ends up needing 7.5 seconds to reach 60 mph. Why is the cargo floor so high? More baffling is Toyota altogether skipping the excellent twin-turbo V6 found in the Tundra and Lexus GX 550 (which is essentially a rebodied Land Cruiser). That engine sounds better, runs smoother, and delivers far more urgency in all scenarios. Fuel economy isn’t even a win for this hybrid FOUR-cylinder Land Cruiser: I averaged just 19.5 mpg over a week, and the last GX 550 I tested actually beat that number. Good news does appear once you start driving. Handling is shockingly competent. Steering feels tight and direct with well-judged weighting, and lateral grip far exceeds past big SUVs from Toyota. This Land Cruiser finally drives like a modern vehicle—something that couldn’t be said about the previous generation or the outgoing 4Runner. Highway stability is excellent with zero wandering, and you can now take corners that would have sent the old model scrambling for cover like a first time player in an online Call of Duty bout. Credit to the chassis engineers for delivering a genuinely pleasant driving experience paired with a ride that avoids the punishment typical of Toyota’s body-on-frame lineup. Then comes off-roading—the Land Cruiser’s calling card for half a century. Reality check: factory off-road capability is hamstrung by compromised ground clearance. Despite sophisticated electronic aids and excellent torque management, just 8.3-inches of clearance means you’re scraping sooner than expected. Approach and departure angles of roughly 30 and 22 degrees are good, but both are behind what you get from a 4Runner TRD Off-Road, let alone a TRD Pro with its 10 inches of clearance and superb angles. Out of the box, you’re left with an off-road-themed SUV that can’t actually handle much off-roading without modifications. I mean, it's sad when you realize the incoming 2026 RAV4 Woodland has even 8.5-inches of buffer. Credit where due: the styling is and remains fantastic. Wrapped in Trail Dust paint, this Land Cruiser turns heads everywhere, and the appeal hasn’t faded in the past year. Compared again to its 4Runner stablemate, looks is the one area the '4 just cannot compete. A mixed bag overall From one angle, the newfound driving engagement, more manageable size, and (relatively) approachable price point bring real appeal. And the styling, oh boy is it a knockout. Yet this base model still asks $60,000 while missing quality many shoppers should expect. For the average consumer and mall-crawling crowd, a fully loaded Highlander or Grand Highlander offers more comfort and practicality for the same money—though with less cool factor. Meanwhile, around the same price, a top-trim 4Runner offers better equipment and greater off-road ability. My own conclusion remains conflicted: the Land Cruiser 1958 represents decent value within the Land Cruiser lineup, but weak value on its own. And spending more for a nicer trim simply pushes you into Lexus GX 550 territory—a superior vehicle in its own right. Easy to like? Absolutely. But in a market full of stronger alternatives, liking it just isn’t enough. 2025 Toyota Land Cruiser 1958 basic specifications As-tested price: $60,969 Length: 196 in Width: 78 in Height: 76 in Wheelbase: 112 in Ground Clearance: 8.3 in Curb Weight: About 5,350 lb Seating Capacity: 5 Cargo Volume (behind 2nd row): 38 cu ft Powertrain & Performance Engine: 2.4 L inline-4 hybrid Horsepower: 326 hp Torque: 465 lb-ft Transmission: 8-speed automatic Drive: Full-time 4WD Maximum Towing Capacity: 6,000 lb Fuel Fuel Tank Capacity: 18 gal EPA Fuel Economy (estimated): 22 mpg city / 25 mpg highway / 23 mpg combined Real World Economy: 19.5 MPG Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Corrosion (Perforation): 5 years / unlimited miles Hybrid Component (Traction Battery): 8 years / 100,000 miles Roadside Assistance: 2 years / unlimited miles Off-Road Specifications Tire Size: 245/70 R18 Approach angle: 30° Breakover angle: 25° Departure angle: 22° Ground clearance: 8.3 in for 1958 4WD system: Full-time 4WD with a two-speed transfer case Differentials: Electronically locking center and rear differentials Articulation aid: Front stabilizer-bar disconnect (not available on the 1958 trim, only on higher trims) Crawl Control: Standard with multiple selectable low-speed modes Downhill Assist Control: Standard Traction modes: Multi-Terrain Select with settings for mud, dirt, sand

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 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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