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2026 Lexus IS 350 review with The Road Beat Words and pictures by Mitchell Weitzman For reasons unknown, Lexus has decided to redesign the nose of its beautifully sculpted IS sedan to resemble a Toyota Camry. Usually it works the other way around, with the cheaper product inheriting styling cues from the expensive cousin. Instead of the sharpened and athletic fascia of old, we're left with a Lexus IS that is undeniably less pretty than before thanks to this curious facelift that cheapens the car while looking sadly out of place. Fortunately, the rest of the package remains as good as ever and still makes for a consummate luxury cruiser. Picks At the top of the hit list for older Lexus models was the dreadful infotainment system that utilized a computer mouse-style trackpad. Thankfully, that atrocity is gone and replaced with Toyota’s modern touchscreen setup, which is among the simplest and easiest systems to use in the industry. It’s quick, responsive, and makes daily life with a Lexus dramatically easier now that changing your Spotify station no longer requires literacy in braille. As expected from Lexus, the cabin itself is a sophisticated and genuinely high-quality place to spend your time. Even if some of the smaller switchgear pieces aren’t class-leading, this is still a car free of rattles, with doors that shut with the sort of reassuring heft affordable cars cannot replicate. Road and wind noise are exceptionally well suppressed, while the ride quality strikes an impressive balance between comfort and body control for what is still intended to be a sports sedan. Simply put, the IS is just a pleasant car to exist in, and it makes any drive feel that bit more relaxing and refined. That’s exactly what a luxury car should accomplish. I was further surprised to find out the seats are not even real leather, affirming that Lexus 'NuLuxe' is among the best in the business. With so many newer luxury sedans downsizing to turbocharged four-cylinders, the vocal character of the naturally aspirated 3.5-liter V6 feels refreshingly old school, especially when run towards the redline. It may not possess the silky violin crescendo of a classic BMW inline-six, but there’s still an authoritative growl accompanied by a genuine surge of power in the upper half of the rev range. With BMW, Mercedes-Benz, and Audi all defaulting to four-cylinder engines in their equivalent entry models, the old school Lexus V6 stands out simply by continuing to exist. It would also be easy to speculate that this engine will outlast most of its drivers. Treat the IS 350 like the sports sedan it aims to be and, while the handling is never playful, it is composed and controlled. The lateral limits are approachable because outright grip isn’t absurdly high, which actually suits a road car well since you can explore more of its capabilities without reckless speeds. Mid-corner bumps rarely upset the chassis, and even if the IS isn’t the most engaging sports sedan at the limit, there remains a balanced, rear-drive character underneath it all that is inseparable from a fundamentally good platform. Nicks The previous IS was a genuinely beautiful sedan with real identity, while this updated version now looks overly generic from the front. And why should a Lexus resemble a Toyota? Because that’s exactly what happened here, with the revised nose borrowing heavily from the latest Camry. Lexus had finally perfected the IS design and its wide, aggressive spindle grille only to backtrack and cheapen the entire car in the process. It’s not totally ugly, but it is unquestionably a step backward and looks like two mismatched ends of different cars now. Despite the V6’s characterful sound and enjoyable top-end power delivery, outright performance is underwhelming by modern standards and with limited flexibility. Yes, it encourages you to rev it out, but that becomes less rewarding when paired with an aging 8-speed automatic transmission and acceleration that simply isn’t very quick anymore; A 0-60 MPH time hovering around six seconds no longer feels especially impressive in this segment. More frustratingly, the 3.5-liter V6 itself has seen virtually no meaningful evolution since debuting nearly two decades ago. Output has only climbed from 306 to 311 horsepower while the car itself has gained weight, meaning the modern IS 350 is actually slower than the earliest examples. Even when the V6 makes decent noises at the top, 311-horsepower pushing 3,800 pounds just doesn't do it anymore. When it comes to performance and dynamic capability, the IS 350 no longer competes with the ballistic BMW M340i, but now with the entry 330i; The times have changed. Steering also disappoints with a noticeable vagueness just off-center and a resultant slight disconnect between fine inputs and the front axle. It improves as speeds rise and cornering loads build, but the initial impression around town lacks precision and confidence. Those subtle corrections and small steering inputs matter in a luxury sports sedan, and that’s exactly where the IS feels weakest now and is missing interaction. Also be prepared to disable Lexus’ overly intrusive (and awful) “Proactive Driving Assistant,” along with several of the more aggressive safety interventions. On anything other than perfectly smooth freeway driving, the systems can feel unnecessarily sensitive and intrusive. Lexus IS 350 has become a niche There’s no doubting the IS 350 is an objectively good car, but it no longer delivers the performance expected of a modern luxury sports sedan and increasingly feels dated. It also doesn’t help that you can buy a twenty-year-old IS 350 powered by an engine that is fundamentally identical and quicker. As a comfortable and refined cruiser, the Lexus succeeds. But competitors such as the Genesis G70 simply execute the sports sedan side of the equation better. Testing this latest IS 350 also reinforces the idea that the true standout of the lineup remains the phenomenal Lexus IS 500. That car feels genuinely special thanks to its rambunctious V8, unique character, and surprisingly reasonable price point for what it offers. Hopefully they don't subject it to the same - wait, no! They killed it off. Sad, sad day for V8 fans and a rather brilliant car. However, at least the IS 350’s value proposition still deserves recognition. At under $50,000 as-tested, it undercuts German rivals when equipped with similar levels of safety and tech equipment while also landing only around $7,000 above the nicest Toyota Camry you can buy. Maybe it's less of a threat to the Germans and Genesis and more to its own Toyota cousin with its prestige of the Lexus badge. Heck, they even share the same nose now. 2026 Lexus IS 350 F Sport RWD specifications Price as-tested: $49,703 with destination Starting price: $46,795 Engine: 3.5-liter V6 Horsepower: 311 HP @ 6,600 RPM Torque: 280 lb-ft @ 4,800 RPM Transmission: 8-speed automatic Drivetrain: RWD 0-60 MPH: 6.1 seconds EPA Fuel economy: 19 MPG city / 26 MPG highway / 22 MPG combined Real World MPG: 24 Fuel requirement: Premium unleaded Curb weight: About 3,800 lbs Wheelbase: 110 inches Length: 186 inches Width: 72 inches Height: 57 inches Cargo capacity: 10.8 cubic feet Seating capacity: 5 Front suspension: Double wishbone Rear suspension: Multi-link independent Front tires: 235/40R19 Rear tires: 265/35R19 Warranty: 4-year / 50,000-mile basic, 6-year / 70,000-mile powertrain Thanks for reading our 2026 Lexus IS 350 review. For more candid and honest takes on the latest new cars, please subscribe.

The CX-5 has separated itself from its similar CX-50 sibling, but not in a good way 2026 Mazda CX-5 review by The Road Beat Words and pictures: Mitchell Weitzman The Mazda CX-5 may have been due for a rethink, but this is not what I had in mind. Not to say the refreshed CX-5 is a total dud, but it’s an unfortunately misguided update that leaves the crossover in an even more questionable position than before. Some of its best qualities have been removed, while several weak points remain unresolved. On the whole, the 2026 CX-5 feels like a former standout midsize crossover compromised by a reboot led by boardroom decision-making. Picks Mazda wisely resisted over-styling the exterior. The refreshed CX-5 receives only minor sharpening to the details, like the sleeker lights front and rear, yet remains one of the better-looking crossovers on sale with a level of restraint and maturity many rivals lack. Differences are subtle, and most might think the outside is exactly the same at first glance, but that's not an issue at all. Inside, however, the CX-5 looks dramatically different — more on that later — but the sense of quality remains excellent. For the money, few mainstream rivals offer this much soft-touch material or this much genuine premium feel throughout the cabin. The dashboard, doors, and switchgear all continue to punch above their price point. Again, Mazda continues to surprise in their luxury ambitions when you compare to other mainstream crossovers from around the rest of the globe. Where most commercial crossovers prioritize numb isolation over driver enjoyment, Mazda still understands the value of engagement. Around town and on the highway, the CX-5 feels refined and composed, but point it toward one of the many winding backroads here in El Dorado County and it genuinely feels alive. The steering is sharp, body control is excellent, and the chassis remains surprisingly neutral for a practical family crossover that allows you to toss it from side to side without hesitation. Grip from the front end stays strong even when pushed hard into corners, and quick direction changes reveal a level of balance and eagerness most competitors simply do not possess. It’s not just that the CX-5 is good to drive — it’s enjoyable to drive. Fuel economy from the naturally aspirated 2.5-liter “S” powertrain is also respectable for a non-hybrid setup. Over the course of a week, the CX-5 averaged 28 MPG overall while occasionally flirting with 30 MPG with more highway running. A hybrid model arrives later, but the efficiency here is already solid without electric assistance. Nicks As pointed out earlier, the biggest changes are found inside, but not all of them are for the better. While material quality remains as impressive as always, Mazda has followed the industry trend of replacing tactful controls with an oversized touchscreen dominating the dashboard. On Premium Plus trims, the display measures a massive 15.6 inches diagonally, making it one of the largest screens fitted to any new car. Unfortunately, Mazda also removed nearly all physical controls that once were -including climate - and even integrated functions like volume adjustment into the touchscreen itself. While the system is quick and responsive, that doesn’t make it pleasant to use. Everyday tasks now require digging through menus instead of relying on tactile knobs and switches you can operate by feel. Worse still, the sheer size of the screen places certain touch points awkwardly far from the driver, requiring you to lean forward and reach while driving. Currently, the only available engine available in the CX-5 is the naturally aspirated 2.5-liter four-cylinder, as Mazda has eliminated the previously available turbocharged option entirely. A hybrid arrives next year, but for now this is all buyers get, and it’s a major downgrade from the old turbo model despite the commendable fuel economy. Yes, it’s efficient, but it’s also coarse, noisy, and very slow. With just 187 horsepower and 186 lb-ft of torque, the CX-5 is considerably underpowered, but worse than the lack of speed is the awful sound made by the weak internal combustion engine. Even moderate acceleration fills the cabin with a strained, weedwhacker-like groan that quickly becomes irritating. I called the CX-5 enjoyable to drive earlier, but that fades each time the engine makes the same dreaded racket. Mazda also continues to struggle with poorly calibrated electronic parking brake systems. Sometimes the brake activates automatically when parked, and sometimes it doesn’t, yet it never releases itself consistently the way many competitors’ systems do. The most frustrating behavior occurred during cold starts at home. The tenacious parking brake — which I never manually engaged since I park on a flat plot — would remain active even after shifting into Drive, causing the vehicle to awkwardly squat against the engaged brake before finally releasing with a prod of the throttle. It’s a small annoyance, but one that feels unnecessarily clumsy in a modern vehicle. And as I said, no other cars besides Mazda exhibit this strange behavior. A Mazda that cannot be recommended For only the second time in Road Beat history, this is a Mazda that simply cannot be recommended. And it's not because it's a bad car necessarily, but it isn't that good of a Mazda. The CX-5 still handles exceptionally well and continues to offer an interior that feels far more expensive than its price tag suggests. But Mazda removed one of the vehicle’s defining strengths — the punchy turbocharged engine — and replaced it with a coarse naturally aspirated powertrain that feels out of place in a premium-leaning crossover. At the same time, the new touchscreen-heavy interior solves no real problems while introducing several frustrations of its own. There was genuine potential for Mazda to better separate the CX-5 from the CX-50, but instead the CX-5 now feels both less distinctive and less appealing than before. It may cost a slightly less than a comparable CX-50, but as it stands, this once-excellent crossover no longer seems entirely sure of what it wants to be. Plus, you can get a CX-50 as a hybrid right now if you desire. 2026 Mazda CX-5 2.5 S Premium Plus Price as-tested: $41,080 Engine: 2.5-liter naturally aspirated SKYACTIV-G inline-four Output: 187 horsepower / 186 lb-ft of torque Transmission: 6-speed automatic Drivetrain: i-Activ AWD Drive Modes: Normal, Sport, Off-Road Real World Fuel Economy: 28 MPG Fuel Tank Capacity: 15.3 gallons Recommended Fuel: Regular unleaded Dimensions Wheelbase: 110.8 inches Length: 184.6 inches Width: 73.2 inches Height: 66.7 inches Ground Clearance: 8.2 inches Curb Weight: ~3,900 lbs Cargo / Interior Passenger Capacity: 5 Passenger Volume: 104.5 cubic feet Cargo Capacity (rear seats up): 33.7 cubic feet Maximum Cargo Capacity: 66.5 cubic feet Premium Plus Features 15.6-inch infotainment touchscreen Bose premium audio system Heated and ventilated front seats Heated rear seats Heated steering wheel Leather-trimmed seating Panoramic moonroof Head-up display 360-degree camera system Front and rear parking sensors Wireless phone charger Adaptive cruise control Lane keep assist Blind spot monitoring Hands-free power liftgate Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles More photos of the 2026 Mazda CX-5 S Premium Plus

This is the best Tucson I've yet to test 2026 Hyundai Tucson PHEV review by The Road Beat Words and pictures: Mitchell Weitzman Prior iterations of the current Tucson have been hit or miss, often undermined by poor suspension tuning and weak, clunky engines. It’s a genuine sigh of relief to report neither of those issues are present in this 2026 model equipped with Hyundai’s plug-in hybrid powertrain. Because of that, this instantly becomes one of my top choices in the ultra-competitive crossover segment thanks to some genuinely surprising and refined talents. Picks Exterior design will always be divisive when it comes to the Tucson, but the interior is a masterclass of style and quality for this class. It’s comfortably ahead of Toyota and even its latest RAV4 that only just came out a few months ago, while also approaching — and at times surpassing — Mazda, who typically carries the torch here. The cabin is modern yet clean, with an airy layout and excellent outward visibility. The sheer quality inside is nearly unbelievable, because this top-trim Limited genuinely feels luxurious. Not only does everything look upscale, but all the touch points in daily interaction feel upscale too. The controls are (mostly) thoughtfully laid out, the wireless phone charging pad is properly grippy and in a convenient space, and the connected center display and gauge cluster are nicely integrated without looking tacky. Most importantly, the infotainment remains straightforward to use. While there’s no increase in outright power for 2026, previously tested Tucson PHEV and Hybrids all suffered from clunky low-speed operation. Thankfully, whether due to software refinements or broader calibration improvements, this latest version is now nearly as smooth and seamless as the best hybrids on sale. The toughest aspect to nail for these complicated drivetrains is low-speed driving below 25 MPH, particularly when transitioning between gasoline and electric power, and the Tucson PHEV now handles this with impressive polish and no herky-jerky lags between throttle inputs. Power itself is perfectly adequate with its 268 horsepower, and it delivers it in also a perfectly adequate rollout. 0-60 MPH takes just over 7 seconds, and gas mileage rang in at 30 MPG overall without ever charging the 13.8 kWh battery. Do that, and your outright gas mileage will greatly increase above the 30 I saw which is directly comparable with the last RAV4 Prime (now called the Plug-In) I tried in the same conditions and also without charging. With a fully juiced battery, you can go about 30 miles without using any gasoline. Power itself is perfectly respectable at 268 horsepower, delivering enough punch for effortless daily driving. Hyundai quotes a 0-60 MPH time of just over seven seconds, while fuel economy averaged 30 MPG overall during my testing (that's without ever plugging in the 13.8-kWh battery). Charge it regularly and that number will climb substantially, especially considering the Tucson can travel roughly 30 miles on electric power alone. Driving and dynamics are entirely inoffensive, which is more complimentary than it sounds. Most crossovers in this class are designed to be uninvolving, yet many still manage to disappoint thanks to careless chassis tuning. Even past Tucsons suffered from dreadful damping, endlessly rebounding and oscillating over bumps like a pogo stick. After a week of varied driving, the Tucson now feels genuinely refined. Steering is precise and predictable, while ride quality balances comfort with proper body control on tricky road surfaces. The whole vehicle feels relaxed and cohesive, making it an excellent companion for everyday commuting, errands, and road trips alike. Another point of interest are the rear windows, which do fully retract into the door, a rarity among crossovers. So you have a dog that likes sticking their face out the window (and if you allow them to do that), it's a perfect companion. Nicks There aren’t many significant drawbacks to the Tucson PHEV, though this AWD Limited does cost a whopping $50,140 all-in as tested. That’s substantial coin, but it’s also directly comparable to a Toyota RAV4 Plug-in Hybrid XSE. The Hyundai counters with a noticeably more luxurious cabin and fewer hard plastics throughout, though the Toyota does offer a larger battery pack and more electric-only range (and extra power, though that's mostly moot at this point for this style of car). In terms of outright practicality and roominess, the Tucson is also slightly smaller than both the CR-V and RAV4 in rear-seat space and overall cargo capacity. Also of note is the smallish center console storage itself under the armrest cubby. One questionable ergonomic decision places the heated steering wheel control on the far, passenger side of the dashboard, beside the passenger heated-seat control. It’s an odd layout that never feels intuitive, even if it’s ultimately a minor annoyance. I was also unimpressed with Hyundai’s steering assist during adaptive cruise control operation, which lacks the smoothness and natural inputs of the best systems on the highway. Despite the luxury ambitions, Hyundai also omits proximity keyless entry for the rear doors, limiting the feature to the front handles only. Small details like that can go a long way in making a vehicle feel thoughtfully premium. Hanging overhead is also the Mazda CX-50 Hybrid, which has less power and a grainy sounding Toyota-sourced engine, but also has no electric driving range. it does drive remarkably well and remains the top of the class in driving enjoyment on any road. Looming overhead is the Mazda CX-50 Hybrid, which offers less power and a grainier-sounding Toyota-sourced engine while lacking any meaningful EV range. However, it remains one of the most enjoyable vehicles in the segment to drive and with a terrific exterior and interior. A stellar all-round crossover choice Past Tucsons always came with a rather large “but," but this latest Tucson has the fewest compromises yet, and the remaining ones are all relatively minor depending on use case. I’m genuinely astonished by the quality and presentation of the interior, because it finally delivers a bona fide premium-feeling cabin in a Hyundai crossover. It’s a meaningful step above comparable Honda and Toyota rivals in perceived quality, while the plug-in hybrid system now delivers real refinement in everyday driving. The exterior styling will still divide opinions, and perhaps strongly enough to turn some buyers away entirely, but the 2026 Tucson PHEV Limited is ultimately a proper winner. The closest competitor remains the new RAV4 Plug-in Hybrid if you value and are confident you'll use the extra electric driving range it offers. 2026 Hyundai Tucson PHEV Limited Specifications Powertrain 1.6-liter turbocharged inline-four plug-in hybrid 6-speed automatic transmission HTRAC all-wheel drive Combined output: 268 horsepower 271 lb-ft of torque 72-kW electric motor 13.8-kWh lithium-ion battery pack Performance & Efficiency 0-60 MPH: About 7.2 seconds EPA-estimated EV range: 32 miles Observed fuel economy: 30 MPG (without charging) Towing capacity: 2,000 lbs Dimensions Wheelbase: 109 inches Length: 183 inches Width: 73 inches Height: 66 inches Ground clearance: 8.3 inches Curb weight: About 4,275 lbs Interior & Cargo Cargo capacity: 32 cu-ft behind second row Maximum cargo capacity: 66 cu-ft Fuel tank capacity: 11.1 gallons Pricing Base price: ~$48,000 As-tested price: $50,140 Warranty 5-year / 60,000-mile basic warranty 10-year / 100,000-mile powertrain warranty 10-year / 100,000-mile hybrid battery warranty

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Photo gallery of the 2023 Honda Civic Type R (FL5). Images by The Road Beat with Mitchell Weitzman Photography. Professional exterior and interior photos of the 2023 Honda Civic Type R. 2023 Honda Civic Type R Photo gallery of the 2023 Honda Civic Type R (FL5) All photos by Mitchell Weitzman Photography with The Road Beat Previous Next