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Sharp looks, excellent MPG, and a nice interior make for Toyota's best everyday offering 2023 Toyota Venza Nightshade review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota's Venza crossover, a hybrid-only vehicle based on the RAV4, but with its own unique (and improved) design language and an upscale interior. Interior dimensions might be down compared to its RAV4 sibling, but it's still plenty for the everyday person and family. Selecting the Nightshade brings some cool finishing touches to the exterior, easily identifiable by gloss black trim pieces scattered about. While it's not sold in the same numbers as the RAV4, I find the Venza to not only be the more desirable option, but maybe the best volume vehicle that Toyota currently makes (Considering Toyota does not manufacturer the Supra, that would be BMW). Buy it for... The exceptional mileage the Venza achieves. During a week of mixed and tame driving, I averaged a stellar 34 MPG overall, a number consistent with past Venzas tested. You might be thinking that the advertised economy on a Venza is nearly 40, and you'd be right, but in the real world, a still-stellar 34 is a realistic expectation. For the record, the last RAV4 Hybrid I tested also recorded 34 MPG. Either way, you cannot go wrong with choosing a Venza and keeping efficiency in mind; It's simply one of the most efficient crossovers ever made. While not keen on performance, the hybrid powertrain is superbly integrated and makes for smooth transitions between temporary electric and then normal hybrid/combustion modes. Other systems in rival hybrids (even Toyota's new Tundra hybrid) can have hiccups or shudders as the ICE fires up each time, but not the Venza. Toyota has been making hybrids for over 20 years, and their expertise here shows in making a seamless and transparent powertrain. Style is another strong suit shared by the Venza, with a rounded, proportional shape augmented by sharp creases front and rear, appearing more elegant than the boxy RAV4. The exterior shape is highly reminiscent of a Lexus in terms of styling cues, just minus the gaping spindly grille, which is a compliment considering a Lexus is a luxury product. The fashion continues on the inside with an interior built to an appreciable degree of finesse and quality compared to what you'd get in a RAV4. Mazda continues to reign supreme here, with the cabins in their CX-5 and CX-50 Signature trims approaching that of actual luxury German offerings, but the Venza is a nice step on from a RAV4 and with a personality all its own. It's smaller on the inside than its corporate sibling, but this is a car that is large enough for almost all tasks and everyday needs. If a fully-grown yellow lab can fit in here with total comfort, then it's big enough. Venza also packs all the safety and technology amenities you could ask for in 2023, including blind spot and collision monitoring and wireless Apple CarPlay. More on this later, but on the spec sheet, there's a lot going for it. Mainstream Toyotas are usually boring to drive, and the Venza is no different, but that's what most motorists are looking for in a car like this. The steering is accurate and easy to place on the road, even if there's no feel, and the handling has enough going for it to keep you on the road even in relatively brisk cornering with little fuss. Ride quality also impresses and makes for a comfortable and quiet cruiser on the highway for long hauls. Adding a panoramic sunroof adds to the appeal to increase the perceived space inside. Skip because... You want something actually exciting. Apart from an attractive shape, there's little to excite the consumer here, being a dull driving experience. If you're looking for a vehicle that gives you a fizz you're craving, nobody does fizz at this price point better than Mazda. Acceleration is also weak, with 0-60 MPH requiring 8 seconds. This rarely hinders day-to-day usability, but if you mash your foot down to pass someone, you will be disappointed at the lack of oomph available. Despite all the technology onboard, I found the collision warning too aggressive, with myself incurring the wrath of temporary limp mode, triggered from following a car in front too close (I really wasn't that close) when pulling away from a red light. It's quite annoying and forces you to have delayed responses to not have the car shut down on you. It also prohibits your movement longer than necessary as cars behind me honked once, even with my foot flat to the floor trying to go, held back by collision avoidance keeping me in limbo. I don't know what to tell you, when a light turns green, I release the brake to go. Just if the car in front hasn't released the brake yet or is slow to respond, be warned you could trigger the collision system. I do the find the updated infotainment mostly easy to use, but some of the graphics, as written before about Toyotas, are too stark and I even once got the unfortunate pleasure of having the bright white daylight mode flash and blind me upon startup in the evening, before reverting correctly to the easy-on-the-eyes night mode. Also, the bezels around the display are quite thick. On a hot 100-degree day, there were four of us in the car for about an hour while driving to Lodi, CA, and we all thought the air conditioning was rather weak. I understand it was really hot, but this is a brand new car, and even on full blast, we never felt actually cool even after a full hour in the car. Further, the air coming out of the vents never felt that cold. You end up hearing the fans churning and turning, but it never felt comparatively effective. I also just drove a new Toyota Tundra hybrid that exhibited the same behavior. Space should be adequate for most anyone, but if you are wanting to maximize interior volume, a RAV4 or even Highlander could be the better decision. From that tapered and sloping roofline, yes, you do have to make some concessions on overall space, but it's perfectly suited for most people. A Hybrid for everyone Venza continues to be a solid choice for anyone considering a crossover and compact utility vehicle. The fact it's a hybrid sweetens the deal in the age of rising gasoline prices, also making for a great first hybrid for those that have not experienced one before. Cons and problems aside, this is easily one of, if not the best volume models Toyota currently produces. Due to its lower popularity than the RAV4, it's nearly a Toyota that can allow one to stand out. A shame that the slower sales of the Venza are leading to its discontinuation at the end of the 2024 model year. I personally prefer Mazda's CX-50, but that doesn't get close to the 34 MPG Venza can master, even healthily beating out the 29 MPG the latest Honda CR-V Hybrid achieved. A somewhat boring car, this, but a very accomplished one and with some added Nightshade-pizzazz. 2023 Toyota Venza XLE Nightshade Price as-tested: $41,665 Pros: Excellent economy; Interior more refined than a RAV4 Cons: Being discontinued; Overtly aggressive collision warnings

One of the thirstiest hybrid vehicles ever, where is the the point in this overpriced Toyota pickup Toyota Tundra Capstone review with The Road Beat Words and pictures by Mitchell Weitzman Toyota's all-new Tundra has already been out for nearly two years, marking a huge direction change for the Japanese brand's made-in-Texas pickup truck. This Capstone is the peak of the current range, coming in at an eye-watering $78,460, and after two weeks with one (and over a year after my initial acquaintance), this Tundra is already out of date and behind the competition when it comes to its role as a luxury pickup. And my gosh is this hybrid V6 twin-turbo inefficient in daily use. Starting with the major talking point that rests under the hood, the yes-they-actually-named-it-that i-Force MAX powertrain, a V6 engine bolstered by two turbochargers and a hybrid system. Total outputs are an encouraging 437 horsepower and 583 lbs-ft, numbers that do convince thanks to its meaty midrange punch. When you do get the blood boiling, this is one seriously quick full-size pickup truck. Only trouble is the power delivery is so flat that there is no increase in acceleration as the revs climb, therefor it feels fast at first, but then you soon realize it doesn't pick up anymore after that big initial wallop. It is effective, just not exciting in the same way a 6.2L V8 revs up and goes in the GMC Sierra or Chevy Silverado. Despite the presence of a hybrid system, it's so weak that the Tundra can hardly ever shut off its gasoline engine during daily driving. Whereas a Toyota RAV4 Hybrid or Camry Hybrid can accelerate leisurely up to 20 MPH or so solely under electric power, the Tundra's combustion engine ignites almost immediately as your foot breathes on the gas pedal. As a result of needing to rely so heavily on the gas engine and forced induction at all times in order to motivate its 3 tons of mass, gas mileage is a dismal 16 MPG overall, or, not any better than V8-powered trucks I've also driven. It's even more strange considering that the last non-hybrid Tundra I drove actually averaged better economy. If you're wanting the hybrid Tundra for saving gas, you have been warned: you will not be saving on gas. At least if you stick specifically to flat highway driving, only then will the hybrid return anything decent to the tune of just over 20 MPG on steady, level freeway. There's also the fact that slow speeds are often met with clunks and shudders from the powertrain as the gas engine goes in and out. An example is when slowing for a red light, where the truck coasts and brakes in electric mode. However, upon slowing to a walking pace, the light then turns green, and as I gently ease onto the gas pedal, the gas engine fires back up and causes a shudder and clunk throughout the truck. Other Toyota hybrids do not display this trait in the same scenario, only this hybrid V6 found in both the Tundra and Sequoia SUV. It could and should be smoother and more pleasant, especially from the company famous for pioneering mainstream hybrids. I also cannot forget or forgive the fact that is Toyota is so aware that truck people want V8 engines that they shamefully pump fake V8 noises into the cabin under acceleration. If you mistake the sound for a V8, then Toyota's sound police have done their job correctly. Just know that the sound is fake. I doubt the real-world towing ability of this powerplant, too. As I noticed on every possible freeway hill, in order to maintain 70 MPH, the Tundra's turbo's lay down a constant 10 PSI of boost. Factor in six or seven thousand pounds worth of trailer weight, and this little V6 is going to be working hard even on level ground, and will drink gasoline by the tankful rather quickly. The hybrid powertrain won't be able to help here as the tiny little amount of onboard battery capacity it can hold will be depleted quite quickly. This is an interesting idea for a truck powertrain, but one that just can't and won't translate to everyday usability like a big-capacity V8 can, and the naturally-aspirated V8 will likely use less fuel doing so, too, when under load. If you have towing experience in your i-Force MAX Tundra or Sequoia, please let me know about your experience, but from the couple I've talked to, they were not enthused about the performance when laden-up. A positive note is a chassis that steers and handles quite well. The steering is direct, accurate, and very easy to place on the road. On a cloverleaf freeway onramp, I was able to confidently toss the Tundra in towards an apex and, despite the tire squeal, the Tundra held its line and behaved prodigiously for a large pickup truck. However, handling chops aside, the tradeoff is a stiff and jiggly ride at all speeds. Even at slow residential speeds, the Tundra translates every nook and cranny right into your backside and it bounces around. In comparison, I took a ride in a friend's new GMC Sierra 1500 Denali during the same week of testing the Tundra, and I was astounded how smooth it all worked, gliding over speed bumps, easy on/off throttle transitions from its V8 and own 10-speed transmission, and I noticed just how comfortable the entire package was. The Tundra felt like a bucking bronco in contrast, and I can't believe this is supposed to the fancy and comfy luxury option. Speaking of luxury, does it deliver there at least? No. Yes, the seats are covered in soft and lush two-tone leather, and there's a big Tundra-sized center display screen, power running boards, and a gigantic panoramic sunroof, but that's it. Once you get over that honeymoon, there are so many cheap plastic pieces and buttons all about that would be out of place even in a Corolla. The push buttons to open the center console? Horrible. There's also a rattly tray that slides in and out of the center console. The glovebox sags a full centimeter, something I've seen on other Tundras and Sequoias, there's even frayed and loose stitching at the 9 o'clock position on the steering wheel, the wood looks cheap like it's from a bargain Amazon furniture piece, and the rotating headlight switch on the turn signal stalk isn't close to flush with the rest of the arm. This would be nice for a $65,000 truck, maybe even close to $70,000, but damn near $80,000? You've got to be joking. GMC recently just overhauled their interiors and, for the same exact money as a Sierra 1500 Denali, the Tundra loses badly. The thought process must've been similar to, "Let's take a nasty cheap interior and throw a big screen and leather on. That should do it, right?" I'm sorry, but for this price, you'd be mad to think this is acceptable. I also thought the air conditioning was poor, even after running for an hour on literally full blast on an average Northern Californian summer's day. This is a nicer truck than the Tundra it replaces, but what is a huge mark forward for Toyota means they're still and already behind its rivals by some margin. Even the current Ram 1500, which has been out now for over five years, continues to impress in Laramie and Limited trims, having a higher degree of luxury and initial quality when it comes to their cabins. They also drive very well, being smoother everyday operators than the Tundra. Nearly forgot, but the rear doors also have no proximity sensors for unlocking, which can be extremely annoying once you realize a $40,000 RAV4 has this feature on all four doors, but not a twice-as-expensive Tundra. Who is this truck for? Maybe only the Toyota-faithful, but even they might be hesitant to give up their V8-powered older models that are known to last for hundreds of thousands of miles. Also, remember that the most expensive version of the new Tundra is over $20,000 more than the most high-end V8 Tundra ever was. I doubt owners of Fords, Chevy, GMC, and Ram trucks will want to cross over to a Tundra, and anyone looking to jump ship might as well go all the way into the Rivian EV ecosystem anyways. This is not a bad truck, but rather a sorely overpriced one that does very little in the way of earning a recommendation. Perhaps a $15,000-cheaper Limited model with the base engine earns merits where its value is far more competitive, but the Capstone is anything but a new high for Toyota other than its ridiculous, unjustified price tag. While it's nice for a Toyota pickup, it fails to match the luxury and refinement of rivals. 2023 Toyota Tundra Capstone Price as-tested: $78,460 Pros: Powerful; Modern dynamics Cons: Overpriced; Dynamically lags behind competitors

This pretty wagon has a few fundamental issues 2023 Volvo V60 review with The Road Beat Words and pictures by Mitchell Weitzman Beauty is sometimes not enough to make up for glaring detractors; Step forward Volvo's V60 to solidify this rather unfortunate point. As gorgeous as the classic wagon shape wears on the Swede, basic drivability issues hinder this luxury product and keep it from earning an recommendation. And yes, the drawbacks are unacceptable on this expensive machine, one that rings the register to the tune of $63,585. I wish I loved the V60 because of how attractive it is inside and out. The black paint looks perfect to accentuate the texture of the wagon body while also exuding an aggression you normally don't associate with Volvo. The short front and rear overhangs, with wheel arches filled with large polished faces, further cement its runway style. Contrasting white leather interior is a lovely place to be, with a high quality Nappa hide and finishing details that punch above its price weight. Seats offer all kinds of adjustment and are among the best chairs in any new car. Even items like the headlights are industry-leading, not just class-leading, with the lights bending to the direction of each curve to dramatic effect to help light your way through turns. Once you experience a Volvo in the dark, it's only then that you realize how bad other cars' headlights can be. At first impression, you might even think the V60 is a bit of a bargain considering just how nice it all appears inside and out. And look at that shifter! But, then you get to the infotainment and realize some of the graphics are hard-edged and in need of a dire graphic overhaul, like an early rendition of iOS. And then you notice the lags and occasional freezes that this car and other Volvo's all tend to do when it comes to the center display. While, despite all the luxury embedded into this cabin, you might notice how the large volume is constructed of what feels like hollow plastic and makes a horrid, audible click when it loosely turns in the same way the bezel of a cheap diving watch does; Like, did nobody try the volume knob before signing off on this car and realize it's rubbish? Also, there's a magnificent 360-degree camera onboard, but why the heck can't we view both the 360 and rear-view cameras at the same time? There's so much screen real estate to have both concurrently, yet we still can't. C'mon, Volvo, as this affects all their cars in the present. The chassis underneath is secure and composed for normal driving, tracking straight on the highway and with nicely hushed interior volumes, making for a soothing and appropriately luxurious ride. There isn't much enthusiasm for corner carving here, but if you do decide to set some times on your local special stage, you can carry some alarming speed for a pedestrian vehicle, just you won't be having fun doing so. For example, when I did decide to up the pace on a local stretch of asphalt spaghetti, the soft suspension begins to easily flounder around in protest. The tradeoff, though, is an accomplished ride quality that is rarely unsettled by all but the worst of bumps and imperfections. However, the glowing fault of the V60 lies in basic operation, in due part to a powertrain that belongs in the recycle bin. It's not that it's slow or uneconomical, as it's neither of those, but rather there's a profound lack of ability to drive seamlessly and smoothly. Similar to a beta release of an operating software, there are performance glitches to be found in daily tasks. Despite implementing a mild hybrid system that assists with transitions and startups, it's actually made both quite worse. Setting off from a stop sometimes feels like you're crawling or even left the parking brake on, as there's very little initial power to depart. Press the throttle too much, however, and you're greeted coldly by a surge and lurch procedure, likely a result of the turbocharging suddenly spooling up and dumping boost down your throat. This was more apparent on hills, where I really just learned overall that the best way to drive the V60 smoothly was to set off really (too) slowly to avoid such surges. With a gas pedal that acts too much like an on/off switch, this unresponsive engine combination is out of place in a brand new vehicle, let alone one costing upwards of $60,000. But, the most noticeably irritable behavior comes when transitioning from coasting to reapplying throttle. Take for instance the scenario of when coasting towards a red light when it then turns green upon approach. Here in the Volvo, you can start to squeeze the throttle for multiple seconds before anything happens. If you get impatient and ask for too much, you get the same slow boost build followed by an abrupt surge that is anything but luxurious. Mild hybrids are supposed to make driving and power delivery more transparent, yet this is anything but, being a lethargic and then often lurching travesty that needs a rethink. For context, I drove a Lexus RX 500h immediately before the Volvo, which is a large hybrid SUV, and that car has literally zero of the same behavior this powertrain does, exhibiting an ease of throttle application that is almost impossible to muck up and cause discomfort. The fact that it takes even an ounce of concentration to avoid the problems here in this Volvo is reason for unacceptability in the present time. Their more potent T8 powertrain, and former supercharged and turbocharged inline-four engines did not suffer the same fate, so this weaker only-turbocharged engine does have issue in needs of resolution. At least I averaged 27 MPG during my week driving the Volvo. Even other non-hybrid turbocharged four-bangers from competitors don't have such poor response patterns. It's the engine that kills it for me, as that hurts the actual application of the V60 as transportation. That an engine so naively uncalibrated is able to make it into production is a worrying sign, maybe one that points to Volvo being more (and only) focused on their all-electric future. I still like the brand and what they stand for from a design standpoint, and they do offer great value compared to the Germans because of their luxurious interiors, but it's also another Volvo that has issues that this dude cannot abide by. 2023 Volvo V60 Cross Country AWD Ultimate As-tested price: $63,585 Pros: Pretty and refined interior Cons: Uncultured and underdeveloped powertrain

The grand addition to the Highlander SUV line impresses 2024 Toyota Grand Highlander Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota is following the footsteps of Hollywood by playing the 'spin-off' game. Following the Venza, itself derived from the RAV4, we now have a bigger and arguably better version of the three-row Highlander SUV. Instead of a new name, Toyota opted to simply add a 'Grand' prefix. However, there's a likelihood that the Grand Highlander will soon become the only Highlander in the years to pass. When it comes to moving mass numbers of people, the Grand Highlander is one of the best for the job. What's good? As the name suggests, the Grand Highlander is a vast utility vehicle bearing oodles of space inside. By stretching the overall length six inches, and the wheelbase by four, Toyota has made an SUV that rivals a minivan for interior volume. The third-row of seats, for example, which are decisively cramped in a normal Highlander, can actually even be used by adults. In the simplest terms, this is one of the largest SUVs you can currently buy and poses a real alternative to a minivan in this metric. I also found the packaging to be thoughtful for families and occupants, with USB ports scattered about in reach of each seat, even in the very back, and convenient storage spaces. All the usual Toyota technologies are present as well, with the obligatory safety systems and a large touchscreen display in the center that's easy to navigate and use. Most drivers will appreciate the quality in this Limited model, a big step forward from Toyotas past, but it still is a little behind what Mazda has aspired to. While the Grand Highlander doesn't set the world alight when it comes to driving dynamics and excitement, it's a confidently competent driving machine in the real world that belies its shear size. The controls are all easy to modulate, the steering is direct and accurate, and the ride quality remains comfortable over a variety of road conditions. It's no dynamic superstar like the Mazda CX-90 when it comes to the bends, but as for a perspective of real world driving, the Grand Highlander nails the brief through its rounded ease of use and operation. An area where the Grand Highlander truly shines above all is when it comes to gas mileage. This Hybrid model achieved an amazing 29.5 MPG during our week together, a stupendous number considering the massive road presence. Performance isn't exactly noteworthy, with 0-60 MPH needing nearly eight seconds, but its perfectly serviceable in the real world and with a linear and smooth shove from the hybrid powertrain, exhibiting none of the coughs and hiccups that the recently tested Mazda CX-90 Hybrid showed. If you want extra pop, there's a Hybrid Max option that brings the horsepower from 243 here, to a whopping 362, though expect economy to suffer as a byproduct. What isn't? Apart from some bland rather plain styling and a general lack of driving enthusiasm, there's very little to dislike or bag on about the Grand Highlander Hybrid. As said earlier, though, the shortcomings dynamically make it mass appealing to the right audience. If there's anything to knock, it's the fact that a fully-loaded Hybrid Max model will cost you over $60,000, with this more mundane Limited example stickering for $53,238. I am a little disappointed that, at that price, it doesn't include any kind of sunroof as standard, let alone a big panoramic item. A grand win? Toyota has delivered one of the most well-rounded big SUVs on sale today. It's to the point where, if you're already going big and wanting a normal Highlander with three rows of seats, you might as well pony up and get the biggest one for only just a smidge more dough. Yes, this is me saying the Grand Highlander kind of makes the standard Highlander somewhat obsolete. A Mazda CX-90 might look nicer inside and out and drive better, but the Grand Highlander is more spacious and delivers the MPG goods. For most, that's probably the reason why this Grand Highlander will quickly become commonplace on your local roads. 2024 Toyota Grand Highlander Limited Hybrid As-tested price: $53,238 Pros: Huge interior; Excellent MPG Cons: A little bit boring; CX-90 is more luxurious

The LS 500 is a luxurious flagship that has fallen behind and the F Sport only makes it worse. 2023 Lexus LS 500 F Sport review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Before my time, the LS 400 sedan debuted to worldwide fanfare, bringing bona fide luxury at a cheaper price that was every bit as special as the BMW 7-Series and Mercedes-Benz S-Class German benchmarks. Up until then, if you wanted an executive, full-size flagship sedan made to impress that wasn’t a Bentley or Rolls-Royce, you chose Deutsche. Lexus changed the world and was the first Japanese car to show the world that they too could craft a luxury product and even beat them. Besides judged on price, there’s nothing to uphold that notion here over 30 years later, with the current incumbent LS 500 falling mightily behind the Germans (and even the Koreans) when it comes to this game. Adding an F Sport package, as tested here, only worsens its case. However, remember that this is relative, and in this realm of automobile-lifestyle, even the worse one is still quite good; It’s just far from exceptional, which is what you hope for when spending 100 bands. Highs Whereas BMW and Genesis’ offerings have gone for look-at-me approaches with heavy-handed styling (in this case, the BMW way further than the Genesis G90 since the G90 actually looks good), the Lexus comes in with an understated and elegant design. For some, it won’t be enough and considered borderline boring, and it’s for that reason that BMW has to have chosen their direction as means for those with money to be noticed. Vulgar, yes, but it’s the same reason people choose to pay substantial money for those garish Louis Vuitton bags with LV written as many times as possible. Many want and need others to know they’re in something expensive, and the LS looks the least expensive of them all. However, it’s for that reason it’s a positive because of that low-key, stealth style that refrains from the obscene, which there will be an appreciate audience. Mercedes also deserves props for keeping the S-Class mostly clean from exterior vulgarity. The interior is a design triumph from an aesthetic standpoint, with an overall restrained style that matches the subtle swoops and language of the exterior. True standouts are the floating arm rests on the doors which have a sculptural waterfall effect and look like modern art. The bordering suede has flowing lines like a topographic map, adding to the element for a smart and exaggerated execution. Comfort from all seats and legroom are both great when highway cruising, as is the isolation from the outside world with a cabin that can easily be whispered in. Rear seat passengers will easily enjoy accommodations and serves a reminder of why I prefer the smaller footprint of luxury sedans to huge luxury SUVs during everyday operation. Lexus has also implemented the new infotainment system from other Toyota group models that marks a vast improvement from the past mousepad virus that infected all Lexus. Why that ever made it off the drawing board is one of the world’s great mysteries, so it’s nice to see something with clean, if stark, graphics and an interface that is easier to use. Also of note is the $89,465 asking price for this model that undercuts a Mercedes-Benz and BMW by over ten thousand dollars. Lows Well, there’s going to be a number of lows that make the car seem worse than it is, but they’re all areas where Lexus needs to improve to be able to compete on merit, most of which rest on the facet that the LS is an aging platform from 2017 and widely overdue for a complete reincarnation. For one, there’s the F Sport package, which makes this thing land yacht neither sporty nor as comfortable. The ride quality smooths out and relaxes at speed, but at slower velocities, the ride quality is too harsh and unbecoming for a big luxury barge. My roads aren’t the best, but there’s no way I should have felt bumps the way I did in an LS 500. Larger impacts on the highway were even harsh, but it’s the low speed, even slamming over speed bumps that bely the luxury mission of this cruise ship. The handling isn’t there either, with early moaning and groaning from even slightly enthusiastic cornering and lots of body roll. This doesn’t really matter in a luxury product, but I would have hoped for increased control and capability given the ride quality concerns and the number of F Sport badges adorned throughout, not to mention those sporty blood red interior highlights. By missing the mark on both the sport and comfort aspect, the LS 500 F Sport lives in a no man's land that makes it largely irrelevant and a waste. Infotainment might be improved, but there’s no physical home button, and as a result, it can be hard to get out of some menus, especially when in Apple CarPlay. I ended up using the hard keys for radio or for the seats to get out of it quickly and then backtrack from there. And on that same note, there’s no physical A/C switch despite several other physical keys for the climate. So, you have to dig into the screen and the climate settings for A/C on or off, and also to manually change which vents the air is flowing from. Partially burying certain controls in digital menus makes little sense. The shifter gave me several problems, either not shifting into gear even with my foot on the brake (the warning would say to press the brake…) and pressing P for park often resulted in a jolt forward. I would even wait a full two seconds for the red PARK to illuminate, signifying the automatically-applied electronic emergency brake, and still the car would jolt, most notably when stopped on a hill. I displayed this behavior for a friend who was even shocked at that behavior. Further, I could feel and hear clunks when going from reverse and into drive. The brake pedal feel itself is maybe among the worst in any new car initially, as the first time pressing the brakes for my freeway exit, I had a split-second of fearing the brakes had gone out. Simply put, there is too much pedal travel and dead zone before any braking force applies or you receive any feedback that they’re there. You get used to it, but that first time was bizarre. I also could not believe how thirsty the 3.4L twin-turbo V6 is, averaging a dismal 18.5 MPG during my week in mixed driving and hardly ever accelerating remotely quickly. Often, I drove it quite leisurely, yet I couldn’t crack 19 on the digital display. That’s significantly behind a BMW 740i from my own experience and several back of the last Genesis G90 I drove with their own new mild-hybrid V6. Performance is enough, but you’re not winning any stoplight drag races against its competitors either for those that care. Still, 429 horsepower is more than satisfactory in the real world. Because Lexus eradicated the mousepad controller, there’s now a piano black cupholder cover that is way too prone to scratches and fingerprints. This is made worse by the fact the only way to actually close it is to press directly on the black material itself. On the subject of the interior, the craftsmanship is good, but not the perfection I wanted in an expensive Lexus, typically known for their bank-vault robustness; Transitioning slowly up even slightly angled driveways, I could hear creaks inside the car from obvious flexing of the long chassis. And apart from those armrests, the rest of the cabin doesn’t wow like the latest releases from the Germans and especially Genesis, too. Those are cars where you open the door and go, “Holy moly.” Here, you just don’t get that same degree of fascination, further signifying its relative age. In isolation it's great, but once you experience others back-to-back, the Lexus is just a bit boring and old. I also found the entry/standard stereo in this too weak and with not enough depth, so an upgrade to the optional Mark Levinson unit is surely a must. Verdict You might be left thinking that I hate this car, but I don’t. Rather, it’s just a disappointment coming from Lexus' flagship product. There’s denying here that the LS 500 has fallen considerably behind its rivals as a luxury car, and being in its seventh year already of production, it’s in desperate need of a total revamp inside and out. Unless you’re just in a recurring lease cycle and due for a new one, there’s really no reason to bother with a new LS 500 at this point, because if you can spend $90K on one, what’s another 10 to bag a Genesis G90 Ultimate that will dazzle you (and your friends, too) each day and night. A good car, this, but one that's too old and pointless with the F Sport package equipped. You might be mistaken into thinking its good value, but it's currently too behind the established luxury pack. 2023 Lexus LS 500 F Sport Price as-tested: $89,465 Pros: Undercuts rivals on price Cons: Undercuts rivals on price for a reason

It sure ain't cheap, but this is a wonderfully luxurious and surprisingly fast SUV 2024 Volvo XC90 Recharge review with The Road Beat Words and pictures by Mitchell Weitzman If I were to tell you that one of the fastest SUVs in the world was an unassuming Volvo, would you believe me? I didn't even at first, until the first time I mashed the throttle in the 2024 Volvo XC90 Recharge Ultimate. With 455 horsepower, this plug-in hybrid moves mass in unthinkable ways not unlike Germans bearing AMG or M badges. However, speed is hardly the main attraction here, as this $87,495 is an exercise in superlative luxury while offering some flexibility with its plug-in charging capabilities. Where the XC90 excels first and foremost is in its stylistic and qualitative execution. With its sculpted interior, this is a cabin crafted to one of the highest standards and featuring some of the best materials in any car under 100 grand. Owing to its Scandinavian heritage, minimalism is the key choice here with a homogeneous theme carried throughout inside and outside. You won't find any garish or obscene attention-getters here, but rather subtle displays of understated artistry. The sheet metal wears like a tailored suit, tightly wrapped around the chassis with no loose or hanging excess material for waste. Herds of leather, suede, wood, metal, and even a crystal adorn interior details, with each contributing tastefully to the environment in well-judged measure. The metal is polished to an admirable sheen, but there's just the perfect amount of shiny metal so as not to be pretentious. Above, a suede headliner with a large panoramic sunroof complete the good vibes inside. Actually no, that's a lie, because the front seats feature terrific massagers to help take the edge off long before and after five o'clock. Not only is performance fantastic when you hit the go pedal, but when you fully charge the XC90, you can even go out 30 miles on pure electricity, making this a viable, excellent commuter for those wanting increased flexibility over a fully-electric vehicle. In my own experience, I had the XC90 charged at most to 50% of its 19 kWh capacity, and during that time I averaged about 40 MPG before the battery was depleted. This was with the combined Hybrid mode selected, but you can also choose a Pure EV mode at reduced speeds. Either way, you get a choice here, and choice itself is a luxury. That said, after my stowed charge ran out and left to its devices, the XC90 later averaged a more reasonable and expected 22 MPG in mixed driving. So if you plug it in, expect Prius-levels of gas mileage, but if you never charge it, closer to 20 is a realistic proposition. Speaking of performance, under the hood is a two-liter turbocharged four-cylinder making 312 horsepower mated to an electric motor for an additional 143 horses; Combined output stands at 455 horsepower and 523 pounds of torque for considerable shove. For a little four banger engine, it's exceptionally smooth and has lower noise and vibration levels than some six-cylinder units even. My most impressive takeaway was the transparent operation of this hybrid powertrain, with no shudders or shakes in use as the system automatically switches from electric to gas. There's also no real delays in throttle application, something that couldn't be said of the non-hybrid Volvo XC60 I last tested, as here the electric motor successfully makes up for and masks any turbo and throttle lag. On the road, the XC90 rides comfortably and quietly, owing to its luxury mindset and making for a relaxing ride even without the seat massagers engaged. Even though this might be an undercover speed demon on the freeway onramps, this is no backroad stormer like aforementioned M or AMG SUVs. With its focus on comfort comes a compromise on handling, with it wallowing a bit in the corners, but never uncontrollably. The steering is accurate and with nice weighting at low speed, but on the highway I did find the steering to be slightly ponderous and rubbery feeling when making adjustments. Other areas of improvement could be found in some of the electronics, like with a huge 12" display that somehow cannot display both the top-view and rear-view cameras at the same time. It's so helpful being able to see both and the screen real estate is certainly there. Other cars do both, so why can't the Volvo? I also noticed a couple instances where the backup camera was completely dark at night randomly. Other times it worked just fine at night, but on one drive, it was basically dark and useless. The pretty crystal shifter operates just fine, but I had several occurrences of pressing the P button for park, releasing the brake, but the XC90 remained in drive and then lurched forward unexpectedly. This must've happened at least five times, which is why I don't like buttons engaging park without any kind of meaningful feedback. The switch for the parking brake also sounds cheap, making an audible click that seems out of place in such an otherwise serene environment. Also, the fuel range estimate can vary literally by hundreds. In one reasonably short 50 mile period of driving, the range went from an estimated 300 miles all the way to 500, and then back down to 250. How does that make any sense or logic to be that frenetic? Another concern is the price. At Nearly $90,000 for this fully-loaded Ultimate trim, this kind of luxury comes at a steep price for what is a mid-size SUV (there's a third-row, but adults will not be happy back there). You're definitely not limited by options when spending this much dough on an SUV, with choices from Asia, Europe, and the US all having viable alternatives. The main reason to want this Volvo, though, will be for those that want a luxury item that does its business without shouting to the world. If you like your Louis Vuitton bags with the little LV logos multiplied all over it, then this isn't your kind of luxury. For those wanting something a bit different and not wanting to fall in line with their neighbors and their matching Mercedes and BMWs, the Volvo then can be an extremely comfortable and luxurious choice that stands out by almost not standing out. The added variety of propulsion choices you have, to ever only use gasoline, or charge it at home or work, means you have options that a fully-electric SUV can't give yet or for those wary of range anxiety. It's not perfect by any means, but the luxurious nature will surely will many over. 2024 Volvo XC90 Recharge Ultimate review As-tested price: $87,495 Pros: Power and efficiency; Luxurious cabin Cons: Expensive; Some electronic concerns

The plug-in Prius Prime is here. It's the best Prius ever. Also the most expensive. 2023 Toyota Prius Prime review with The Road Beat Words and pictures by Mitchell Weitzman You know something is not right in the world when the Toyota Prius is now considered, and quite collectively at that, one of the best cars in the world. No longer is this pioneering hybrid an ugly can of slow molasses, but instead an attractive and sleek family car with more than adequate performance. I thoroughly enjoyed the first Prius I tested at the beginning of summer, but now we enter the age of the Prime Prius, with plug-in charging capability that'll make you question the practical purpose of owning anything all-electric. This may be one of Toyota's best cars ever and equally important to the brand as the legendary MK IV Supra in its own way. Never thought I'd see the day where the Prius is actually cool. With 220 combined horsepower from its 2-liter four-cylinder engine and pair of electric motors, this Prius Prime XSE rockets (relatively) to 60 MPH in just under seven seconds; Remember, the last generation of Priuses took over 10 seconds to reach 60. The better part of this hybrid equation is the seamless transparency and throttle response in normal and daily operation. Changes in throttle position are met near instantaneously thanks to no presence of laggy turbos and a CVT transmission that actually works like it should to keep engine speed right where you ask. Look, it's not suddenly fast all of a sudden, but the fact it's now quicker than most everyday competitors and has the ability to safely accelerate onto freeways is a huge win for everybody. New Prius drivers have zero excuse these days for holding up traffic in the left lane. Onboard is a 10.9 kWh battery pack for this plug-in hybrid, and that can account for a fairly substantial 40 miles of range with a full charge while averaging a very respectable nearly 4 miles/kWh. If you decide to never charge it, the Prius prime will still average 40 MPG all day long. Yes, the old Prius did get better economy in the real world, but I would happily trade away a few miles per gallon in exchange for the newfound power that makes for a far more enjoyable experience. What's great about a plug-in system like this is the versatility offered. You can charge it as you wish for your daily commuting and other short journeys, or fill up the tank for any kind of road trip and never have to worry about charging. It's the best of both worlds, and frankly, I would easily consider this solution over any 200-mile EV in the $40k range, even Teslas cheapest Model 3, just out of convenience. Steering is too light and numb for my own preferences, but accuracy is at least good and overall handling impresses with little understeer to show for. With decent grip for an economy car, this latest Prius not only is a lot faster going straight, but also through the bends with newfound poise and composure. The best way to approach corners is with aggression at the wheel, to chuck it in towards an apex and then get right back on the power. The front bites hard and true and there's also no torque steer despite being front-wheel drive. It's still no sports car, but a good driver in a new Prius can easily upset some naive first-timers in their Corvette. Overall cabin quality is also considerably improved, but as it should considering this XSE costs $43,088 as-tested. It's a comfortable environment for the most part, though that sexy design does infringe upon headroom for passengers in the rear. In addition, the perhaps biggest flaw for me in the new Prius is the design of the gauge cluster, being overfilled with information and also not completely visible for me neither above nor below the steering wheel. As it's situated far away and above the normal placement, after I've adjusted my seat and wheel to my preferred positions, almost half of the digital cluster is blocked from view. Some drivers will not have any problem if they improperly place the wheel too low, but it comes across as a huge oversight to me. Equally odd, though you get used to it over time, are the long A-Pillars that outline the steeply raked windshield. It makes the car feel larger than it is and hinders forward visibility. Oh well, the price to pay for those sleek aesthetics. Like most consumer transportation devices, this XSE-level Prius Prime has all the bells, whistles, and technology you could hope for, from entertainment connectivity to safety. However, I do find the collision warning to be too sensitive in traffic, or when even pulling away from a stoplight with a driver in front of you who's slow to react. Cruise control can also vary in speed too much up and down freeway hills, but that's likely not to be noticed or a concern for most. What we still have is the best and most capable Prius ever. Not only is it the best Prius ever, but this might be one of the best cars on sale today considering its wide breadth of daily talents and amazing fuel economy. It also renders all entry-level full EVs kind of pointless when this car can do both and is easier to live with (and better looking). It is a shame the price is as high as it is now for this very well-equipped XSE tester, and you can easily save considerable thousands for a non-Prime model if you know you never want to deal with charging. The Prius Prime might not be the best Prius for everyone, but it's objectively the most flexible and accomplished one yet. 2023 Toyota Prius Prime XSE Price as-tested: $43,088 Pros: Sexy looks, Improved performance; Electric range Cons: Expensive; Gauge cluster 2023 Toyota Prius Prime review.

A plug-in hybrid crossover that meets in the middle 2023 Hyundai Tucson PHEV review with The Road Beat Words and pictures by Mitchell Weitzman You'll buy or skip on a Tucson based primarily on its looks. Polarizing, sure, but let's at least congratulate Hyundai for going with such a bold and striking design. If you happen to hate the style, then you probably won't have made it to even reading a review in the first place, so because you're here, I can assume you are in fact interested in this electrified crossover and therefore a fan of the style. I like it. Some of my friends did. Some didn't. Let's talk more objective ratings in the following proceedings of what this plug-in hybrid does right and where it misses. With this Limited model priced at right around $46,305, this is surprisingly low entry fee into a plug-in hybrid of this segment. For example, a most obvious competitor to Hyundai's new offering is Toyota's RAV4 Prime, also a plug-in hybrid, yet the Japanese item will cost roughly $5,000 more than the Korean when looking on comparable trim levels. A big win for the Hyundai then. Also worth mentioning is that the most basic PHEV Tucson comes in below $40,000. Another win comes when you open the doors and reveal an upscale interior that you probably didn't expect to find in a Hyundai. It's glamorous on the eyes with quality materials that leave comparable Honda and Toyotas behind. Lots of soft-touch materials and a great build quality pair well to the minimalistic and open environment. I especially like how low the dash is because it makes the cabin appear larger and open. Same with the instrument gauges that forgo a traditional binnacle and are instead receded into the dash. It looks nice and modern while aiding the driver's view out front with less obstruction. What I don't like, however, are the sometimes difficult touch controls that make up the bulk of your essential controls, like the climate. Without any tactile feedback, unless you look away from the road and to the controls, you sometimes might miss your mark with your finger. You can get used to it, but I like real buttons and knobs due to their ease of use. This shouldn't detract too much, though, from what otherwise is a highly pleasant, quiet, and comfortable cabin, but sometimes old-tech is a lot easier than modern controls. Power rises from the normal Hybrid's 228 horsepower to 261. However, a pick-up in performance isn't all that noticeable, as this edition still requires seven seconds to dispatch 0-60 MPH. With a 13.8 kWh battery pack, this plug-in hybrid can travel about 30 miles on electricity alone when fully charged. It must be said that the RAV4 Prime plug-in can go nearly 50% farther on its larger capacity battery and has substantially more performance, taking a full second less to reach 60 MPH. At least the hybrid powertrain itself is a modern and cultured unit, with smooth and seamless transitions most of the time. I say most of the time because there are the occasional stutters and shudders in operation, something Toyota has ironed out during the last 25 years of pioneering hybrid systems. So, while it's good, it's still just not quite as refined as Toyota's finest hybrids still. Where it really falls behind as a hybrid, is in fuel economy. Averaging 28 MPG is nothing to sneeze at, as it's quite impressive, but it's lacking when you consider a RAV4 Prime averages closer to 32 in my own testing, and a normal RAV4 Hybrid can do a whopping 35 MPG. You also have to remember that the last non-Hybrid Tucson I tested averaged 24 MPG yet cost a full $7,000 less on the window sticker. So, is the plug-in worth the fuel savings for this much extra coin? Also worth noting is the window sticker that promises 35 MPG when driven solely on gasoline, but I missed that mark by 20%; Don't believe it. On the road, the Tucson does very little wrong, being an easy car and pleasurable car to drive. The steering has nice weighting to it and has accurate responses, and when shown some corners, the Tucson can negotiate them rather admirably for a vehicle of this type. What that means is there's no excessive slop or roll in the chassis, and enough grip to scare passengers before devolving into screeching understeer. It's by no means a fun car to drive, but it's rather nice in daily driving conditions. The leather wheel is also gorgeous to hold and makes an excellent means of control. The real winner in this segment are still Mazda's offerings, but they don't have any models that come close to the levels of efficiency here since they don't offer any competing hybrids yet. While it might cost less than Toyota's own plug-in equivalent, the Tucson PHEV does lots of things well, but hardly anything exceedingly well. The real highlight is the luxurious interior and the cut-rate price as a plug-in hybrid compared to its Japanese rival, but after that, the only exciting part is the edgy looks, which some might hate anyways. That's why I say this is a car to own possibly strictly on the looks alone and as a way of standing out. Otherwise, it's a very average car to drive, and as a hybrid, on the low-end of the fuel economy race. 2023 Hyundai Tucson Plug-in Hybrid Limited AWD Price as-tested: $46,305 Pros: Distinctive looks; Nice interior Cons: Polarizing looks; Weak hybrid gas mileage

A versatile offering crosses genres 2023 Hyundai Santa Cruz review with The Road Beat Words and pictures by Mitchell Weitzman Crossover hits have become more of the mainstream in modern music, with artists releasing popular songs in genres that are not traditionally their forte. Taylor Swift is one of the most prominent examples, having number 1 songs in both country and pop charts in her earlier career. "Old Town Road" is another, being both country and rap. Successes here are attritbuted to having appealed to different sets of audiences. Like crossover music hits, pickup trucks traditionally are the transportation choice of a rather certain variety of consumer, but Hyundai's new Santa Cruz is probably the most crossover of crossovers in recent memory; Take a small SUV, add a truck bed, and now you have a Santa Cruz. Is it worth considering and who is it for? Approach the Santa Cruz like a regular car and it impresses in daily use. The cabin is modern, well-appointed, and finished with all the latest technology and safety systems (even if Apple CarPlay requries a wired connection still, grr). It's comfortable and reasonably quiet at all speeds, too, exactly you want from your daily driver. There's a potent four-cylinder turbocharged engine driving all four wheels here, enough to motivate the Santa Cruz to 60 MPH in about six seconds flat even, paired well to an eight-speed dual clutch transmission that shifts cleanly and quickly. Where economy is concerned (and one of the main disadvantages of most trucks), I averaged 24 MPG overall, but on a long trek to Ben Lomond and back, I averaged a fantastic 28 MPG overall on that highway journey. When you're behind the wheel, or really in any seat for that matter, you would never know or think this is a vehicle with a pickup bed behind you. It's not even high up like a full-size truck, being closer to the ground and with the vehicle feeling positively small all the way around you and easy to place on the road. Aim the nose for some corners and you won't be distatefully greeted by plowing understeer, but rather prodigious grip that can easily make casual passengers uneasy. The handling balance itself is among the most neutral a truck can possibly be, owing to the platforms modern indepedent suspension and unibody construction. In practical terms, it drives like a car, not a truck. You won't win any off-road contests in a Santa Cruz, especially with these road-oriented tires wrapped around 20" wheels, but it has enough ground clearance for minor excursions if you have reasonable expectations. Then again, this is clearly not aimed at the rock crawler crowd, but I'm sure (if it already isn't avaialble) owners will soon be installing lift kits and all-terrain tires on their own examples for increased versatility and ability. For real truck stats, the most an AWD Santa Cruz can tow is 5,000 pounds while opting for FWD means that number falls to 3,500. However, both of those numbers are dependent on one having installed an optional trailer brake system. Skip that and the Hyundai literature says max towing is just 1,650. In other words, you should have a trailer brake installed. 5,000 pounds of maximum towing may be only half of what a top Ford F-150 can tug, but 5,000 is still plenty usable in the real world for small boats or jet skis. It's also several thousand pounds more than what most compact SUVs can muster. A 2023 Toyota Tacoma might be rated for 6,800 pounds tops, but also you wouldn't want to tow anything close to that with one anyways considering they have such lackluster power. Their redesigned 2024 model that's coming ought to hopefully change that, though. A more limiting aspect of its truck credentials is the four-foot bed length, which will limit usability. If you leave the tailgate dropped, you'll nearly double the length, but hauling couches, tables, or other furniture can become seriously limited using the bed of a Santa Cruz. I won't hide the fact that the first time I looked back there I was disappointed by how small the bed is, but for some it could work just fine. For smaller things, like heading to Green Acres for some new plants, it can be a piece of cake, and there's a handy sliding tonneu cover (which is pretty stiff to operate admittedly) to protect whatever you place back there. It's far away from the standard 5.5' bed length of full-size trucks, and a Ford Maverick has an extra six inches on the Santa Cruz, but it's dependant (and limiting) based more on use case. It does kind of suck that you can't really even fit the entirety of a bicycle in the bed with the tailgate up. So who is the Santa Cruz for then? Not so shockingly, the Santa Cruz is not a bona fide replacement for a full-size pickup truck. However, where the Santa Cruz makes sense is for those who typically would consider a compact SUV. Think about it this way: you could have something like a RAV4 or a Hyundai Santa Cruz. You're not sacrificing any civility, but gaining extra towing potential and the use of a (small) truck bed. For some, this example makes no sense, but there are others who might have always wanted that ease of outboard storage and stowage but didn't want a masssive and thirsty truck. It's even good value compared to non-truck rivals, as this Limited model costs $41,810 and has leather, heated and cooled seats, a heated steering wheel, adaptive cruise control, and all the modern safety tech plus a punchy turbocharged engine with AWD and a snappy transmission. To get all of that in a compact SUV, you'll pay usually the same or even more. This has the potential to be a crossover hit, scoring and winning over converts from the sedan or compact SUV crowd, but also those who want truck potential and aren't looking to tow multiple horses or anything crazy. It's an interesting niche that won't be for everyone, but can be perfect for many out there. Maybe less of a crossover chart-topper and more of a niche market, but it's a compelling niche for those there. Will it replace a Ford F-150? No, never. But it can replace a Toyota RAV4 for those wanting to try something different. 2023 Hyundai Santa Cruz Limited AWD As-tested Price: $41,810 Pros: Civil and modern; Practicality Cons: Small truck bed; Needs trailer brakes installed

At $130,995, it's astronomically expensive and has only four seats. What's the point? 2023 Lexus LX 600 Ultra Luxury review with The Road Beat Words and pictures by Mitchell Weitzman Make no mistake about it, the Lexus LX 600 in Ultra Luxury trim is an exquisitely furnished and luxurious SUV. Using some of the finest materials inside, it's like rolling around in a mobile Bel-Air mansion. Driving wise, the LX 600 signals a vast improvement over the prior LX 570 thanks to some much needed chassis updates, while still retaining some real off-road ability thanks to a swath of tricks and skills in the electronics. Unfortunately, with a price of $130,995 as-tested and carrying only four seats, what's the point of this giant SUV? Perhaps if you only have at most two kids, the four seats can work for you, but considering the average owner of a vehicle dubbed the 'Ultra Luxury' will never dare venture off the most perfect of pavement, why would you not opt for a well-equipped Mercedes S-Class at this price range instead and have a normal sedan? A vehicle this humongous and with only four chairs inside is nothing short of, well, wasteful, but then again luxury usually is wasteful. There is no shortage of luxury SUVs to choose from, most which all drive better than the Lexus anyways, and if you're willing to fork out this much coin for a luxury SUV, wouldn't you rather have something that isn't a Lexus? Like a Range Rover for example, or a Mercedes, because brand prestige is real and the Lexus badge doesn't have the same kind of cache as those luxury heavy hitters. Lexus has always earned so many props for delivering near-matching quality at a lesser price, but it's genuinely difficult to recommend paying extra for a Lexus, in this case one with only four seats in what is normally designed to be a vast machine used to carry as many people as possible. In short, as impressive as some parts of this LX 600 are, you'd have to be absolutely mad to buy one at this price, especially when a lesser LX 600 (and still highly luxurious ) can be yours for easily over $20,000 less. With the price objective out of the way, the LX is a fine, if uninspired SUV. Despite the improvements over the LX model of yore, this still is an SUV that drives like it's already one generation old when compared to the big rigs now coming out of General Motors or the majestic newly designed Range Rover. Still, it is easy to drive, the ride quality is cushy to keep your bottom comfortable, and it's soothingly quiet at speed. All good traits then. But $130,000 good? I don't think so, as the LX 600 quickly becomes clumsy at hardly anything more than a leisurely pace. You will at least find lots of tech toys in the back, such as dual TV screen for passengers and a center control module for entertainment and climate. Oh, and the back seats even recline and massage, though the front seats weirdly do not have any kind of massaging (how does that make any sense?). This is the rare car where it's actually more comfortable in the back seats than the front, and they are outrageously comfortable seats. I do find the two screens in the center of the dash odd as they don't flow together and therefore one looks like an aftermarket unit tacked on; If it were one large screen combined, things would look more harmonious here. The twin-turbo V6 remains strong, albeit thirsty enough to make you believe it's a V8. Averaging just 16 MPG, it's far from what you'd consider economical. Oddly, the last LX 600 I tried and took on a road trip averaged a pretty stellar 23 MPG during the entire trip to Mt Whitney and back, yet this Ultra Luxury certainly likes to keep hydrated. The good news is that the V6 is rather potent, with a surprising punch in the midrange to motivate this heavy barge. The ten-speed transmission can have delays, though, and can clunk into drive or reverse, but it's mostly pretty polished, just not as seamless as the General Motors 6.2L V8 paired to their own 10-speed auto that you'll find in a Yukon or Escalade. This is a fantastically luxurious car, but the point is lost on me and will also be lost on most consumers who would rather have a powerful Mercedes GSL 580 or a Range Rover for the same price. Having an SUV this big with only four seats seems to forgo the very point of having a large SUV in the first place, and because the off-road tools will never be used, you'd be better off with a luxury sedan instead. The LX 600 isn't a bad SUV by any means, because it does lots of things pretty well and is made with an undeniable high degree of finishing and quality, but this range-topping Ultra Luxury is not the one to choose. 2023 Lexus LX 600 Ultra Luxury Price as-tested: $130,995 Pros: Unbelievable luxury inside; Off-road capability Cons: Unbelievably expensive; Only four seats; Nobody will take it off-road

Luxurious, stylish, and outrageous speed make a compelling argument. 2023 Genesis GV70 Electrified review with The Road Beat Words and pictures by Mitchell Weitzman Genesis has come out swinging again, this time tossing their potent electric drivetrain into the knockout-punch that is the GV70 crossover. Of course, as the flagship of the model range and costing a whopping $74,350, the GV70 delivers luxury in spades, hearts, clubs, diamonds - you name it. Building on the impressive repertoire the South Korean automaker has built in such a short time should come as no surprise, as brilliance is the only thing I've come to expect from Genesis recently. For those wanting to get into the luxury electric vehicle game, the GV70 might be a compelling choice. If you had not already heard, the GV70 has been nothing short of a masterpiece in any iteration thus far, with the entry-level four-cylinder model being a standout at just $50,000, while the full-loaded twin-turbo V6 editions provide thoroughbred thrills among the the crowded luxury crossover space that the Germans just didn't see coming. Is there even a place for an electrified GV70 and can it improve upon the already superb combustion GV70s? Well yes and no, and I know that might seem to be a bit of a cop out, but it largely is dependent on what you're looking for in a vehicle today. How does it improve? This is a rocket ship, especially when you press the cringey 'BOOST' button on the steering for a short-term, er, boost in power. With 479 total mustangs providing shove, the GV70 Electrified easily gets to 60 MPH in under four seconds and throws you firmly in your seat while doing so. Set the drive mode to sport in conjuction with the limited boost function, and throttle response is insane in the membrane, allowing you to drop your passengers' stomachs like the Tower of Terror. So rapid is the accelration that's available to the casual consumer that it nearly makes me quesiton whether it's safe for the unassuming, casual driver. Tesla has had even faster products out for years and I guess most have survived so far, but it's definitely quicker than it has any right to be. But, it's rather fun when you nail it , even if for those fleeting moments. Because it's electric, if anything that makes it more luxurious and serene as there's no extra noise from a combustion engine to be heard; It's just smooth gliding and sailing at all times with zero vibrations to be had under the hood. Where does it fall behind? Yeah, it's the range. I was only able to muster a real-world 210 miles out of the GV70 Electrified, which will be very limiting to a multitude of drivers. If you have decent charging at home or at your employment, that could greatly ease any worries of anxiety, but it would be genuinely appreciated to have 300 miles to enjoy. Genesis does have 350kw ultra-fast charging capabilities, so you can juice up from 10-80% in as little as 15 minutes potentially, if you can find a working charger (I've heard lots of reports from drivers in Southern California who complain about many, many offline or broken chargers. Compared to the equivalent V6 twin-turbo that I last tested, this Electrified model has a sticker price with about a $10,000 premium. Where it's even While the EV has a limited range and anxiety concerns, the GV70 with the twin-turbo engine also gets, quite plainly, terrible gas mileage. Looking back, I averaged a dismal 19 MPG when I previously tested one, so you can choose between lack of range, and then just bad gas mileage. The four-cylinder unit still provides plenty of everyday performance, but that still only returned 22 MPG. So, these Genesis luxury crossovers are just not well regarded for outright efficiency. Differences aside, the GV70 Electrified steers and corners like its petroleum cousins, which is to say incredibly well. Underneath the svelte shape and lounge-inspired interior is an athlete waiting to step out of the on-deck circle. BMWs used to drive this good; That's about as high of praise as praise gets in these parts. With confident steering and rapid responses from the chassis to each and every input, the GV70 Electrified is a joy to drive just like its gasoline-powered stablemates. The AWD configuration means all that power is never wasted either, with great traction to be had from a standstill. And yes, the interior is a masterclass in refinement and luxury, boasting class-leading materials consisting of sultry leather and tasteful metal. The infotainment screen is beautiful, and the overall shapes inside are cossetting and intimate, but that center display is needlessly complicated with too many icons on the home screen homes. You can get used to it, but it could so easily have been simplified. It's similar to the average iPhone user who doesn't delete their old apps and then trying to find anything. Annoyingly, if you're an Apple CarPlay user, you have to connect your phone via a USB cable, with no option to sync wirelessly. A great GV70, but the best for only some Electrifying the GV70 has added some stupendous performance enhancements and to my surprise, it really isn't any more expensive than the 3.5L Twin-Turbo model. Those who drive 80+ miles in a single day on a regular basis might be turned off by the range, and understandably. Though, if one has easy access to charging, like at their work or cheap electricity at home (you can also have 6kW level 2 charger installed at your house, but be prepared to see your electricity bill go up unless you have solar) might find a place for this GV70 EV in their lives. Bonus points for those that have short commutes and then maybe another car for long distance drives where you don't want to worry about stopping for a half hour each couple hours at a time. The best part of this? The choice is yours while both are offered. 2023 Genesis GV70 Electrified AWD Prestige As-tested price: $74,350 Pros: Shimmering luxury; Power; Dynamics Cons: Expensive; Limited range

This luxurious and wicked fast sedan comes at a cost. 2023 Genesis G80 Electrified review with The Road Beat Words and pictures by Mitchell Weitzman It costs over $81,000. I groaned, too, when I first read that price tag. This is a pill that becomes harder to swallow when you remember the G80 starts at just $50,000, and it's maybe the best fifty grand you can spend on a new car today. Seriously, I was so impressed with the base G80 that I wonder: how on earth can this be worth 60% more than an already terrific car? To start, Genesis made it exceptionally luxurious to the nth degree and rather quick, even if it loses out to most Teslas in regards to drag racing bragging rights. But the real story and wow moment comes from when you first open the door. It's not quite as a sucker punch of goodness that is the G90 ultra-luxe sedan, but the G80 is about as nice of a car as one can get for 80 grand. Though you might think an electric car ought to be environmentally friendly, this G80 is far from vegan, with pounds of the most delicious Nappa leather cowhides covering the seats. Microfiber suede adorns the pillars and roof, a variety so soft that petting it can soothe you during a traffic jam, and then there's metal controls and switches that have a feeling of substance to them, almost like jewelry, not to mention being silky smooth to the touch thanks to the exemplary finishing and machining. I've been in lots of recent BMWs, and let me tell you, there isn't a 5-series that touches this G80; it is, quite unbelievably, on an another realm almost of luxury. But it isn't just the raw materials that make it impressive, but rather, it's how well put together everything is. I do think some of the modes of communication through the user interface can be convoluted and in need of polish, like how the PRND selector is a similar shape to and adjacent of the knob for the infotainment; I'm sure many others have mistakenly twisted the wrong knob when trying to change to reverse. Oh well, for the sake of luxury, it certainly looks the business and beyond. This is comfort with all the pizzazz you could hope for of a glamor product. There's lots of standard features and tech included at the high asking price at least, including pretty impressive driver assistance functions that can be highway hauling a breeze. However, one strangeness that inflicts Genesis is a lack of wireless Apple CarPlay, so be sure to bring your cable if you're a fan of that as your entertainment source. Once the pinnacle and embodiment of the 'ultimate driving machine,' this is another segment where Genesis has assumed control over. BMW used to make such brilliant driving cars, and Genesis may just as well looked into Bavaria's past catalogue for inspiration, as the steering and chassis are straight out of Bavarian sedans of old. The feel through the wheel is muted, as is expected in new (and especially inluxury) cars, but the weighting is what you'd expect from the great sport sedans of yore and with an accuracy that instills confidence and encourages momentum. Drive the G80 with some intent, and yeah, this is what how a new BMW is supposed to behave. Controlled, minimal understeer and a penchant for controlled power-on oversteer are G80 trademarks at this point, and while this AWD Electrified model doesn't capture the heights of the RWD gas model in that regard, it still is a complete excerise in showing dominance in the category among its peers. Who would have thought that the South Koreans would make a better German car than the Germans? The power is instant at any moment in time, and the electric motors dish out gobs of horsepower in a smooth plateu that only lets up once your velocity nears triple digits. 365 horsepower and a towering 516 pounds of torque mean 0-60 HP takes just 4.2 seconds, further helped by AWD traction that cleanly applies power to the surface below. Brakes take a small minute of adjustment to make for smooth stopping, as the pedal is a little wooden, but the amount of regeneration can be adjsuted on the fly and is easy to predict and acclimate to for comfy cruising. Range is even good from this sleek and sexy sedan. Over the course of a week, I averaged a solid 3 miles per kWh of battery capacity, which means the large 87 kilowatt storage should last about 260 miles in mixed driving. And because it's part of the larger Kia/Hyundai family, that means this G80 inherits their ultra-fast 350 kWh charging capabilities, meaning you can, according to Genesis, charge from 10-80% in 22 minutes on a applicable high-output charger. In the real world, I think it's safe to say that you can consistently juice up about half your battery in, say, only about 15 minutes when you do have access to one of these demigod chargers. While it might be safe to consider the G80 Electrified an excellent car and offering, I'm not sure it does enough to warrant the asking price. When you take into the account the most impressive base offering at $50,000 that does so much to punch way above its weight, or the upgraded full-spec 3.5L twin-turbo model that can be had with similar luxury for $70,000, and has the same horsepower, does this model make any sense? I'm not sure it does to be completely frank. As much as I do like the car, I don't see how it's worth an additional $10,000 over the V6 model, let alone 30 grand over a base four-cylinder model. Heck, you could buy the V6 and buy a Rolex Submariner if you want to show off on all accounts. That said, compared to other rival electric luxury sedans, the price is surprisingly right, but its biggest challenge comes from its own kin. 2023 Gensis G80 Electrified AWD As-tested price: $81,495 Pros: Gorgeous inside and out; Smooth and powerful electric operation Cons: The price