Should call it the Land Crusher . Heavily revised and with a new powerplant, the new LX 600 signifies its purpose to bombastic effect Testing the new Lexus LX 600 on and off-road in Lone Pine. Words and pictures by Mitchell Weitzman. Let's address the elephant right away: this isn't a cheap vehicle. At a towering $107,585 asking price as-tested, it costs as much as four years of university for your kid. Shoot, you could put two kids through for that much! But boy oh boy is this an amazing machine. I've always had a soft spot the outgoing LX 570 for its nostalgic and indulgent charms despite being a bit of a homo robustus , but the new edition makes a case for itself on pure all-use merit. What's good What an interior. Not that the old one was bad, but it did suffer from a lipstick on a pig stigma of just simply having nice leather wrapped around old plastics. The new 600, however, has had a complete overhaul with updated materials everywhere, even better leather, attractive new screens (actually, two of them), and just a thoroughly modern yet classy aesthetic everywhere you look straight out of Architectural Digest . It's massively comfortable, with the LX 600 hauling four adults over 5 hours towards Mt. Whitney in complete serenity; It makes for an incredible road-trip machine. I like the size of the LX 600, being a full-size SUV at 200" long and with a 112" wheelbase, but it's not ridiculously huge like a Suburban (the LX's wheelbase and overall length are 20 and 25 inches shorter!), and therefore makes it relatively wieldy on any road. Inside, there's enough space in the first two rows for any-sized adults, with only the third-row best reserved as a jump seat, which it did come in handy a few times for shorter trips. Oh, and did I mention the third row raises and lowers completely electronically? Yes, none of that manual labor peasantry here. And when the third-row is folded flat, there's a gratuitous amount of space to fill with suitcases or some new furniture from West Elm. An expensive Mark Levinson stereo with 25 speakers will keep your tunes pumping at all times, too, like when want to hear Darude's Sandstorm when blazing through the desert for your inevitable Instagram and TikTok posting. Another positive is an improved seating position, allowing the driver to sit lower in the car and not feel like you're operating a school bus. What I love most about this new and improved LX is how it crushes the land beneath you, no matter the surface. Toyota might have previously sold the Land Cruiser (basically identical to the last LX 570) in the United States, but Lexus ought to call this the Land Crusher . With a new chassis underneath, this still retains the old-school body-on-frame architecture for soaring strength and purpose. What's most impressive now, perhaps, is how well behaved the big SUV is on paved roads. While the old model had slow steering that would wander around at freeway speeds, the new 600 tracks arrow-straight and with far more accuracy courtesy of an electrically assisted rack; Suddenly, it doesn't feel like a 20 year old SUV underneath! Bumps and potholes are simply obliterated, with only the harshest ones making their presence known, but for the most part, the ride is great and composed. On winding roads best suited for a Porsche GT car, the LX can carve its way through canyons like a tactical glacier that prior models had no hopes of doing. Gone also is the inevitable dread of feeling like you're going to tip over in turns. Grip isn't high of course, but the balance and willingness to change direction and handle corners at speed were profoundly surprising. Independent tests have verified that new LX 600s weigh a whopping 300 pounds less than comparable old LX 570 models, so this also makes for positive effects. Like I said, it's a great road-trip choice, but also makes for a really great vehicle to drive every day. And then there's what happens when the road turns to dirt, or mud, or water, or ash, or sand - whatever it is - it just works . Featuring a full-time 4WD system with a rotary knob to select 4L or 4H (normal), air suspension with ride height adjustments, axle locking, and terrain selector controls, the LX 600 will get you there in style and utter comfort. Only large rocks will ultimately thwart the Lexus due to ground clearance issues and the lack of true all-terrain tires, but what is most remarkable is the ease at which it operates, and the luxury it provides while doing so. To put it into perspective, drive the Lexus on dirt roads at 50+ MPH and it rides better (and is quieter, too) than most cars do on a paved road, and it won't even wander around like a lost puppy. On the sandier trails that surround the famous Alabama Hills near Lone Pine, the LX 600 just glides over the earth like nobody's business, without even jostling occupants over minor bumps. At one point, there was a creek with over a foot of water depth that separated a trail, and after seeing there were no rocks that would cause problems, I switched to 4L (likely completely unnecessary) and just powered through, making a wave of water that even splashed onto the windshield for a bit of fun. At one point, I aimed the Lexus up a steep dirt and uneven slope (I reckoned close to 40 degrees up), steep enough to make a friend ask, "Are you sure?" to which I didn't even respond - I wasn't about to doubt this beast! With 4L for the best crawling action and the ride height raised to the max, I just pitched it right up with the throttle on, with some low rocks and bumps being afterthoughts, and the Lexus never losing traction. Could other cars like a Subaru do it? Sure, but what makes the Lexus so outstanding is how easy tasks like this are for it, the lack of effort needed, and how comfortable passengers are when doing so. That's the power and beauty of a luxury off-roader. New for the LX 600 is a 3.4-liter twin-turbo V6 engine, replacing the aging, but charismatic 5.7-liter V8. Horsepower is now 409 for an increase of 26, but torque is way up at 479 foot-pounds (a gain of 76), making for a flexible and efficient engine, at least on paper. Why do I say on paper? Well, there is some turbo lag here, meaning a lack of response, but once the engine is making some boost, the LX 600 is vastly quicker than before, with 0-60 MPH happening in a reasonable 6.2 seconds, about a full second quicker than a prior LX 570. The new 10-speed automatic shifts smoothly, but did notice some delays when needing to pass as it needs to shuffle from sometimes 10th gear all the way to third or fourth. But in normal driving, the transmission works superbly and also quite good on the trails as long as you keep a steady and sure throttle applied - it's only abrupt changes where you notice some delays. For a such a space-consuming vehicle, fuel economy is actually not terrible, with 23 MPG being seen on level freeways at 72 MPH. My overall road trip economy was 20, and that included a fair bit of trail-blazing. I would expect to see a real world average of 18-19, which is a huge improvement of over 5 MPG between the old V8 model. What can be better It's not all good things, though, with a few quibbles here and there. The new infotainment system may be better than before, but it's not perfect. I think two screens is frankly dumb, with one for media and navigation and another for vehicle information and climate control, it just doesn't seem necessary, and especially with how close together they are. They're also not the easiest to use and the main screen is also far from a visually pretty screen with stark white backgrounds and plain graphics. Apple CarPlay does improve things, but this is a system that still needs work. I also dislike the climate controls, which are a combination of digital buttons and physical buttons weirdly. But, the biggest flaw with this design is some things you see on the screen can't be touched for adjustment, only displayed. You can digitally see your seat cooler or warmer, but you can't change it from the screen, but rather the physical switches ahead of the shifter. Just some strange choices there. The ignition button is in a strange location, too, being on the main media screen. This being the F Sport model brings sharpened looks with the massive 22" wheels (that somehow don't look big) and such, but these choices do not make for the best choice in off-roading, with the front bumper hanging too low even with the ride height raised; A Premium model with 18"wheels and chunkier tires might be your best bet for overlanding here. But, and this is a big but, the single biggest problem with the LX 600 is the price. At $107,585 this isn't even close to being the most expensive one, with that 'privilege' being given to the Ultra Luxury trim that comes in at close to $130,000. That model only has four seats, but the rear seats do have full reclining abilities and seat massagers even. As impressive and nice as that must be, it doesn't seem like a good way to spend that much money. A full-size Range Rover starts at a similar price, but maybe more worrying is that the new GMC Yukon AT4 (their reasonably capable off-road variant) can be had for over $20,000 less. It won't come close in terms of luxury and quality, but it has to be thought of from a price perspective. Luckily, the 'base' working-class LX 600 comes in at $90,000, but c'mon, do you really want your fancy Lexus SUV in 'base' flavor? Who cares? Because it's brilliant Honestly, I could care less about the disappointing infotainment screens and learn to acclimate and instead marvel at the everyday breadth of talents the Lexus offers. It's supremely comfortable and luxurious and drives great on any surface. There is competition in this luxury space, more than ever, but the LX 600 makes its case in a convincing package and manner that represents a large leap for the brand. 2022 Lexus LX 600 F Sport As-tested price: $107,585

Brilliant? Or lame a pretender? The Road Beat tests the new Santa Cruz to find out where it fits in. What is it? Hyundai's Santa Cruz, an 'almost-truck' aimed to capture buyers who don't need a full-sized, traditional truck. Based on a Hyundai Tucson crossover underneath, this unibody creation brings truck practicality and usefulness, but aims to drive just like a normal car. It's supposed to be a truck for people that don't necessarily need nor want a truck. But, is it any decent and does it have a place in the world? What's hot? Beauty is in the eye of the beholder, but I do think looks are extremely important in swaying the purchase of vehicles. With that said, some might hate the way the Santa Cruz. However, I myself completely dig the lunar rover aesthetic of it all, with sharp, upswept angular creases, and a large, smiling mouth decorated with sweet LED lighting. Yeah, it's cool. But, that's just my opinion. Unlike a full-size, light duty truck, the Santa Cruz drives like, well, a car. Being based on a unibody crossover platform, this comes as no surprise whatsoever. But, the question I had was how much like a car it would drive. The answer to that is yes, very. Behind the wheel, doesn't matter what type of road you're on, the Santa Cruz behaves and feels like a normal everyday vehicle. The only way you're reminded of the truck bed out back is when looking out behind you. On the road, the Santa Cruz feels remarkably small and easy to place anywhere. Heck, if you really wanted to, you can up the pace to relatively silly speeds on your favorite twisty bits if you so desire. This model featured Hyundai's all-wheel drive system, and it will understeer if you're being aggressive and just throwing it in to make that left turn arrow that's just turned yellow, but it handles well for a truck. And because it's not built to hold and tow as much as an F-150 and therefore doesn't need to be as stiff, the ride quality is controlled and comfortable, just like a crossover SUV. Despite the well-behaved road manners, Honda's Ridgeline does drive slightly better with improved steering from past experience. The interior on this Limited trim is nicely appointed, with all the modern features you could want, but I do think it could be nicer still for the asking price compared to crossover rivals. It is comfortable anywhere you sit, with enough room in the second row for adults, too. The bed is only 4.5 feet long, and this does make the Santa Cruz easy to park anywhere given its smallish (for a 'truck') dimensions (195" long by 75" wide). Worth mentioning, too, is the handy bed cover that retracts easily. Performance is noteworthy, courtesy of the turbocharged 2.5L inline-four that develops 281 horsepower and 311 pounds-feet of torque. Interestingly, the transmission is not a conventional automatic, but an eight-speed dual-clutch unit. In practice, it's very hard to tell it's a fancy, race-bred dual-clutch, but it does operate smoothly in this unique application. 0-60 MPH takes only six seconds flat, which makes merging rather easy, especially with the abundance of midrange pop. Base models get a normal automatic, front-wheel drive, and a non-turbocharged engine with 100 horsepower less. What's not? Fuel mileage is not game-changing, unfortunately. I would have hoped for better numbers considering the small size of this truck, but an average of only 21 MPG left me wanting for more. Shoot, a GMC Sierra with a big V8 doesn't get much less even. Freeway cruising yielded better results at least, netting 29 MPG on a two-way run at 71 MPH. Just, with how the Santa Cruz is pitched, I would have expected to average closer to crossovers, more at the 25 MPG overall range. The base engine with FWD ought to hit that number. Would this work better as a hybrid perhaps and be an even more unique proposition? Ford thinks so, with the upcoming Maverick having hybrid choices. And because this is a truck, we have to talk about payload and towing, neither of which are exactly outstanding at the surface. This example is rated to tow 5,000 pounds. Not so good, right? Well, it isn't, but also, how many people need to tow over 5,000 pounds? You can still tow jet skis, or a small boat (check your specs). Other 'half-trucks,' like the Honda Ridgeline, can't tow any extra pounds, and the Ford Maverick can only muster 4,000 in its best form. So, the rating might not be good on paper, but it is competitive. What it won't do is replace the capability of a Silverado, Ram, or F-150, all of which can tow literally double the weight. Payload on the Santa Cruz is around 1,500 pounds, which will be plenty for most people. Look, if you go into this expecting a full, capable truck experience, you're in the wrong place. Research what you need and go from there. Also, this specific example is far from affordable. Sure, it's a top-shelf Limited model with every available option, but over forty grand for a novelty niche is a far stretch. You can actually buy a light-duty truck for that, it won't be nearly as nice inside, but it will have loads and loads more usability and capability, too. To make a 'half-truck' work and make sense, it needs to be appealing price-wise, and I can't help but feel that, taking all the compromises into consideration, the Santa Cruz is about $5,000 too expensive. Why would you pay an extra five grand for this instead of the excellent Tucson crossover on which it's based? They should cost closer to each other, though it must be noted that the Tucson is not offered with this spunky turbo engine. Luckily, you can get a far cheaper version of a Santa Cruz, too, starting at $25,000, but this is the one anyone will desire, with all the candy. It is comparable on price with the Honda Ridgeline, but that is also too expensive for what it is. Should you get one? It depends on what you need. This is a niche vehicle, being a truck for people who don't necessarily need a truck. Maybe people will want one just to have something different. You could get a Hyundai crossover like the Tucson, or you can have a version with a short truck bed attached in the shape of the Santa Cruz. It's your choice. What it won't do is completely replace a real pickup truck from the American Big 3. I like how the Santa Cruz drives and looks, and the bed does add some unique possibilities. So, you just need to decide for yourself what you want from a vehicle. Is it worth having that little pickup bed? Or are you better off in a typical crossover SUV? The choice is yours. I'm glad, however, that we even get to have that choice. 2022 Hyundai Santa Cruz 2.5t Limited AWD Price as-tested: $41,500 Pros: Cool lunar buggy looks, truck practicality, drives like a car Cons: Divisive looks, 'truck people' might hate you, will you ever use or need the truck bed? Verdict: An interesting niche entry to give greater choice to the consumer

I expected to love the RC F, but I was wrong. I disliked this car. How could I possibly mean that, though, when the machine in question is a gorgeous shade of exotic yellow, has carbon fiber strewn all about, and has a naturally-aspirated V8 with nearly 500 horsepower? The spec list is arousing to say the least, but when boiled down to the brass tacks, time and lacking performance have taxed the RC F into an artifact best left untouched. I wanted to like this car and I truly believed that I would; It has all the correct ingredients to make for a riot of a driver's car after all. For further proof, all you have to look at are recent other fast Lexuses, too, all of which I was rather enamored by. The old-school super saloon GS F, that was sadly axed this past of year from production, and the LC 500, the newer super GT, is one of my favorite all-time cars for too many reasons to list. Because of the history of my love for fast Lexuses that all share the same romping five-oh V8, you could then imagine my expectations for the 'sports car' of the range. So where does it lack so severely? For starters, this example with the carbon package cost a towering $90,705. I'm sorry, what? You've got to be joking. The base starting price is under 70 grand, which is much more reasonable, but it is downright laughable here at almost 100 large as nothing this car does is worth even remotely close to that suicidal number. At least the LC 500 has a special interior that's easily worth double its price tag and stunning runway looks. Oh, and it's brilliant to drive as well. The GS F was a large sedan that wowed me with its athleticism and bargain value compared to German rivals. Those two models were each steals at the price when put up next to the cars they compete with, but not the RC F. This yellow creation has little going for it, especially with the price being right in the mix of BMW's M4, Audi's RS5, and the Merc C63. And, of course, these rivals absolutely trounce the RC F in every performance metric possible, and that includes driving excitement. You can't possibly say, "oh well it's cheaper at least," because you really can only say, "it's just not as good as that lot." I know some will like the look of the RC F - my friend did even - more for the shock and awe of its aggressive shapes and bulges, but I reckon it's not a good looking car. Most elements look like ugly aftermarket pieces tacked on for a role in a Fast and the Furious film, and the whole thing appears dowdy and fat while not completely unlike a vulgar set of running shoes/trainers. It does have presence, I'll give it that, but it's far from pretty. Cars like a new Mustang, a far cheaper sports car and a very nice looking one at that, suddenly becomes a vintage Ferrari Daytona when viewed in contrast. Dare I say it, but I don't think the highly controversial new M4 is any worse looking with its beaver buck teeth. Some will like the unabashed brute aesthetic of the RC F, but it's not for me. The shade of yellow is fabulous in its own right at least. A huge plus is an interior that has the usual Lexus build quality, which is to say it's solid and made to last. The leather seats are comfortable and have fantastic support in all the right places; excellent, excellent seats. The perforated steering wheel is a little fat, but still comfortable to hold. Not everyone might enjoy the leather's perforation texture, but I was indifferent to it. Along with bounds of leather in every direction your eyes catch, there are also a few placements of alcantara and carbon fiber to highlight and remind of its sporting purpose. While all this impresses, the cabin does look a little dated and lacks the theatre of other more modern cabins, for example Lexus' own LC 500. I also prefer the exuberant majesty of Mercedes' C63 interior as well. I'm sure when this car came out in 2014 that this was all rather impressive, but not so much 7 years later with some odd shapes here and there on the dash. Like how to the left of the wheel is a bulging air vent that then retreats inward only to crease back out for some lights and other switches - honestly kind of resembles a butt. Plus, the carbon on the door innards looks out of place by being the only use of it in the cabin and therefore clashing with other materials and textures. Almost as if Lexus thought, "oh no! We forgot to put carbon in the interior. Let's just throw some around the window switches then and in front of the passenger's knees." Between the chairs, you'll find the usual tumor-like Lexus infotainment radio and navigation display is still present, so please, please Lexus, update that nightmare acid-trip of an electronic system. Also, where's the head-up display? Corvettes have had head-up displays for two decades now, and you're telling me this RC F doesn't have one and at this ludicrous price? You're crazy. Despite the obvious age, the interior remains a thoroughly comfortable and quiet place to be and the back seats are even somewhat usable. It's definitely easy and pleasant enough for a grand touring aspect, too, so I wouldn't sweat about long-distance drives in the RC F. However, if you want real grand touring, get the LC 500 instead; it does it and everything else better. But where the RC F really let me down was in its driving experience. How could I possibly dislike a raucous V8-powered RWD sports car? The steering, first of all, is disconnected and vague. There are several drive modes and no matter which I chose I still never felt completely comfortable with the steering. I even figured the steering was too light at low speeds and lacked accuracy, but became disproportionately heavy in the sport modes at those same low speeds. Also, feel is basically nonexistent. Now, both the GS F and LC 500 also lacked feel, but they were accurate and inspired confidence where the RC F seems to be communicating with the front axle by means of a pager. Things do improve at higher speeds (above 60MPH) that help turn it into a relaxing and controlled highway cruiser. Handling is also meh. What if I told you the RC F fully gassed and ready to roll weighed a granite-like 4,000 pounds? Absurdity. It's very much okay to body shame cars still because where in the heck is all that weight coming from? Why? With so much mass to burden, it dilutes whatever handling chops this car could have, and leaves it feeling clumsy once you up the pace for spirited driving. There's lots of grip from the Michelin tires, but it's still discouraging to really explore its limits with that evident weight. A sports car this is not then, despite the carbon fiber all over and retractable wing (also made of carbon), the driving experience is not that of a sports car. A BMW M4, the F82 generation even that came out in the same year as the RC F, was a far better sports car that delivered comparatively razor sharp handling and responses when pushed. Oh, and it weighed 400 pounds less, too, and was the same size dimensionally. The new M4 has gained weight, but still undercuts the dense Lexus by a couple hundred pounds. The RC F is then best left at a 7/10s pace and cruising more like a traditional muscle car, but again, for the money that this example costs, get the LC 500 instead; it costs similar and does the cruising part better AND it's more enjoyable and balanced when really pushing to be a better sports car, too. In a small oversteer test on a tight, favorite, and safe corner of mine, I found the front to exhibit mild understeer on turn-in with a rear that needed moderate throttle to swing it around for a true Initial D impression. However, while I appreciated the slower responses to make it easier to manage as it oversteered, it was all rather sloppy and for sure has to do with so much weight coming around and needing to control it. The understeer surprised as well, but in the same test an LC 500 was more manageable and better balanced still. I feel on a track you'll just run into bounds of understeer, and that won't make for a fun time in the slightest. Brakes, throughout all my testing, were terrific I must say. While I love naturally aspirated engines, especially those that rev over 7,000 RPM and have at least 8 cylinders (oh, just like this one!), I think we've hit a point where the glorious 5.0L V8 in this Lexus is no longer sufficient. Numbers-wise and from behind the wheel, it's just far too slow against competitors. There's no hiding it, because Mercedes C63s and BMW M4s literally obliterate the Lexus in straight line speed. One of the best sports cars on sale right now, a Porsche Cayman GTS 4.0 will also dust the porky Lexus. It does make a good noise, mostly courtesy of a rambunctious induction roar up front from the intake swallowing oxygen, but the exhaust is largely and strangely absent. That's a shame since the exhaust in the LC 500 makes NASCAR-esque sounds from its tailpipes, but the pipes behind the RC F are oddly muted, even in the sport modes I didn't notice any change in sound. Either way, acceleration testing revealed a 0-60MPH time of 4.2 seconds, a time that would have been quick ten years ago, but is far less impressive today. And except when you have the tach swinging above 5,000 RPM, it just never feels that fast, exacerbated further by a lack of engine and exhaust noise below 4,000 RPM until the intake awakes. Seriously, until 4,000 RPM, it's a very quiet machine. So the solution then is to keep the revs up when you want some attitude. Okay, that's enjoyable at least, but I would have hoped for far more flexibility from a big V8. The transmission is an eight-speed automatic with steering wheel mounted paddles that I suggest you use as it can regularly hunt for gears left to its own accord. With the motor romping though, I found the transmission to deliver decently quick upshifts, but downshifts were on the slower side and not as smooth as other eight-speed autos I've tried, let alone some dual-clutch transmissions. The LC, with its ten-speed automatic, brought crisper and quicker shifts (both up and down) that made for a more satisfying experience. Another odd item was the throttle response from slow speeds. I'm not kidding when I say that, when pulling away from a stop, the RC F feels like it's towing a trailer full of bricks; it feels so slow. And it's only from a stop. Sport+ slightly helps, but in normal mode you go to press the throttle to start moving and almost nothing happens. Such a strange calibration by the engineers and it doesn't help that the car tries to upshift into second gear as early as possible, too. I understand about creating a throttle that's smooth and easy to modulate, but not a throttle that mimics a full-loaded dump truck. You might expect the RC F to be a thirsty car and you'd be right, but not as terrible as you'd think. In a day of moderately hard driving I saw 16 MPG, but when driven completely normal to work and back each day that number grew to 19.5 at least. Highway mileage surprised me when I saw a recorded 27 MPG. So it's thirsty, but only when you want it to be. I was so excited to have a week with another bright yellow Lexus and proper F badging. I adored the GS F and LC 500, and so it was mystifying to come to find that the RC F shared so few traits with its excellent brethren. Lexus can do better than this, and that's what might be the most disappointing aspect. And it's not just that it isn't fast enough; there is no singular standout feature here. An LC 500 isn't any faster, but it has a mesmerizing interior and it looks and feels oh so special. At the base price of under 70, the RC F would be a more convincing choice, but inflated with Porsche-esque options and it becomes utter nonsense. But even at that base price, don't expect this to be a riot of a sports car; you have to treat as more of a luxury cruising muscle car. But if you want a muscle car, there's the new Mustang Mach 1 with similar power and offers worlds more track performance for about $60,000. Strange days, these, a time where a 472 horsepower naturally aspirated RWD sports car fails to satisfy. 2021 Lexus RC F As-tested price: $90,705 Base price: $66,900 Pros: The V8 when on song; comfortable interior Cons: cheap looks; insane sticker price; handling and performance not up to 2021 standards Verdict: A miss from a team that knows how to make a great driver's car; in need of an urgent, complete overhaul.

The Palisade and Telluride twins are no longer the undisputed cream of the SUV crop, but they are still loaded with value. 2024 Hyundai Palisade review by The Road Beat Words and pictures: Mitchell Weitzman Perhaps the most impressive feature of my tested 2024 Hyundai Palisade XRT is the sticker price: $45,550. As this XRT is a mid-range model featuring an assortment of essential bells and whistles from their premium lines (plus some snazzy gloss black highlights), I was massively impressed at just how nice and accommodating an interior it still provides for the price. When it comes to other brands, only the highest of lines and trims are truly desirable, with retail prices creeping ever higher. Luckily, that is not the case with the mighty Palisade, and while you can go further and spoon for the coveted Limited or Calligraphy editions, it's this XRT that demonstrates what Hyundai does best: value. Let it be clear that I don't think the Palisade or the Telluride (it's identical Kia twin) are the best mainstream SUVs available anymore. After being on the market for nearly six years, competitors have released wholly-revamped and impressive new models. Some examples include the luxurious Mazda CX-90 that rules the roost when it comes to handling and outright luxury, and the spacious and simple Toyota Grand Highlander that is simply too good at all the things that matter to consumers. Where the Palisade falls notably short is in the engine department, clinging on to life with an aging 3.8L V6. Now, I love naturally-aspirated and six-cylinder powerplants, but this mill is too thirsty and weak on flexible, usable power. Mazda, with their newly-developed (and powerful) inline-six turbo can achieve anywhere from 23-26 MPG overall in my prior testing, but the Palisade? A paltry 19 MPG. If the tradeoff were an explosive and energetic engine, then sure, maybe that's a compromise worth considering, but that's not true at all here in the case of the Hyundai. In the default driving modes, this big V6 is weak on low-end toque, exacerbated by falling victim to a tall second gear that can spell trouble. For example, there's a tricky intersection leaving my gym, where you need to merge into moving, 55 MPH traffic, and the view for incoming cars is restricted. All was clear as I initially and casually turned and began to accelerated when I saw a small Ford appear in my rearview mirror, closing the gap very quickly. So I prodded down on the accelerator just as the Palisade already shifted into second gear, and I was met with absolutely nothing. I didn't stamp and floor it, I wouldn't have needed to in other cars, but I should have, as the Palisade refused to kick down back to first, even at 75% throttle, in this awkward grey zone of 20ish MPH. I felt like I was going nowhere, but eventually some revs were built and acceleration piled on. In an engine of this capacity, there should be considerable or enough shove from a low RPM in second gear (a trait people usually refer to as 'torquey'), but this Palisade lacks any and all oomph until higher engine speeds. There were other casual cases and instances of a shift to third on neighborhood roads that required an immediate change back down to second. But most worryingly is the reluctance to drop back down a gear. There is a chance that this is by design to have the car upshift eagerly as a way to reduce emissions while increasing fuel economy, but the dead spot it leaves in the rev range can be frustrating and even debilitating. Main criticism out of the way, the Palisade is more than spacious and accommodating inside. And among big SUVs of this class that can actually be bought for $45K, the quality and finishing impress. Packaging is also smart and convenient in the way of storage for all passengers in any seat, and the air conditioning is ice cold, one of the best I've experienced for 100+ degrees days. Comfort is good as well, though despite the myriad of USB ports, you do need a wired connection for Apple CarPlay rather than wireless, a trait all Hyundais still share for whatever dumb reason in 2024 (2025 models I believe will finally be wireless in this regard). There are some cheap plastics located about, and the seats aren't real leather, though they're decent enough to fool many, and missing is the panoramic moonroof normally reserved for higher-end models. To put an interesting perspective on how to judge and approach the cabin quality, at first I thought this was a $52,000 or more Palisade, which left me disappointed and thinking, "that's it?" Upon a glance at the attractive window sticker, my thought changed to, "Wow, this is pretty good!" Safety systems are plentiful with all the usual suit of blind spot and collisions warnings, but I do find Hyundai radar cruise control too intrusive and can struggle to maintain your set speed on hills. Also, there's a start/stop feature to save on gas, but annoyingly, I felt each cycle of ignition was too noticeable with a subtle shake upon startup, and the engine would almost instantaneously turn off when putting the car in park before stupidly refiring once I took my foot off the brake (despite being in park) just to manually turn it off myself; Kind of wasteful and annoying. Push buttons for PRND are not my favorite, and there can be a delay when trying to quickly select a gear, like if you're in a hurry backing up and then push the D for forward, there can be times where it continues to roll back momentarily even after selecting forward drive. Palisades are not canyon carvers with their lazier, comfort-oriented handling, but they are at least instilled with decent body control when inputs are needed. Quick transitions are average for the class, and so is composure and balance when subjecting the big Palisade to a looping freeway onramp, but the tires dig into the pavement and luckily resist major signs of torrid understeer. Some drivers will appreciate the light steering and the subsequent low effort to drive, but I do prefer increased weighting myself. Luckily, the ride quality is beautiful at most all times and handles bumps with aplomb, and wind noise is minimized, too, helping for long journeys. This might sound like a negative review, and there are definitely a fair share of demerits mentioned, but the value the Palisade brings is frankly phenomenal. I do think most drivers would be better suited to a Grand Highlander for a mass appealing option, especially when forking over the big bucks for a Platinum trim and the gutsy Hybrid MAX option Toyota offers, but in the range of lower-tier trims and prices, the Palisade dominates with how much relative quality you get for the price. And the engine complaints could also be overcome with more acclimation to its driving style and shift mapping, even if it should be figured out by Hyundai first. If spending over $50,000 for a new big SUV, I don't think I'd look at a Palisade or Telluride anymore, but if your target spend is under less, even quite a ways under $50k, the Palisade brings excellent value that makes it tough to beat. 2024 Hyundai Palisade XRT AWD Price as-tested: $45,550 Pros: Still incredible value and thoughtful design Cons: Lazy V6 engine and gearbox; Grand Highlanders 2024 Hyundai Palisade Review by The Road Beat. Photos with mitchellweitzmanphoto.com .

This Volvo has exciting qualities, but annoyances hold it back from its aspiring star status 2025 Volvo XC60 Recharge review by The Road Beat Words and pictures: Mitchell Weitzman Volvo and The Road Beat have incurred a less than fortunate history from the Swedish brand, with a majority of models displaying technical glitches at one point, an absolutely unacceptable trait in our modern and user interface-focused world. The good news is that this most recent XC60 displayed no such calamities. However, the usual normal Volvo drawbacks still remain that make this luxurious and rapid crossover a tougher sell than it should be. This particular example has been enhanced with the Polestar Engineered package and costs a whopping $77,345. Strengths consist of the usual Volvo variety, like the exquisite looking interior and understatedly handsome exterior. This Polestar edition has some glowing brake calipers (big and beefy front brakes, but a pathetic floating caliper in the rear) and fission-derived seatbelt colors for added eye candy. On the road, this XC60 is quiet and refined with exceedingly comfortable seats, offering a myriad of adjustments, while the leather and most tactile surfaces signify true luxury. A great example of detail can be found in the metal grilles for the excellent Bowers & Wilkens sound system. In the center of the dash rests a large display panel to handle all vehicle settings (including climate) and entertainment, and is mostly easy to learn after some trial and error. I did also like the presence of the keyless proximity-sensing entry on all four doors instead of just the front two, and Volvos also are significantly less annoying in terms of obligatory beeps and bongs, like when opening the door while in park. Recharge for this XC60 refers to its plug-in hybrid powertrain, and a powerful one at that. With 455 total system horsepower, this XC60 can be an unassuming cruise missile, rocketing to 60 MPH from naught in just under 4.5 seconds. Kudos also to Volvo for refining this hybrid setup so there is zero driveline lash or uncomfortable bonks and knocks during transitions from electric mode and to when the combustion engine ignites; Mazda could use some studying here to implement with their new CX-90 plug-in hybrid. The battery alone won't take you more than 30 miles in the real world when fully charged, but that still can be useful for many drivers on short commutes, and the combined gas mileage during 500 miles of mixed freeway and city/traffic stood at a reasonable 26, not bad for a car that basically has a secret fire mode for such straight line performance. Already having mentioned the overall comfort and hospitality, the XC60 with Polestar Engineered package may not exactly live for the bends, but it doesn't shy away from corners either, displaying admirable grip and composure in spirited driving on some of my favorite Monterey roads. The steering feels artificial in terms of weight, and that's with it set to 'firm,' but there's accuracy to be found and it's quite easy to toss into turns and squeeze onto the throttle on exit, relying on the the AWD system to put power down predictably to the road. Not a true sports SUV like an X3 M, but the talents at least surprised me when driven at 7/10ths on public roads. I did find the ride quality too stiff over mild and moderate bumps, but surprisingly refined and controlled when the bumps and road get really bad and out of shape; 22-inch wheels also surely don't help contribute to the ride either. Another important question to address: is the Polestar package worth it? For most casual consumers, no, and will likely be treated more as appearance package than anything else. Is it more dynamically accomplished than a non-Polestar XC60? Sure, but it's marginal at best, and while this XC60 still remains a competent dance partner, it's not the overtly sporting mid-size SUV you might expect given the price and flash. Yet, there are teething Volvo problems that still remain, and ones annoying enough to keep someone like myself (admittedly overly picky at times) from considering one. Like, with nearly all Volvos, the volume knob is too loose and makes audibly loud clicks with each turn. For an otherwise highly luxurious interior, the volume knob is so lackluster and all the bigger nuisance since, honestly, how do you mess up a volume knob? It's so simple. And with the screen itself, again Volvo displays ineptitude by not allowing the rear-view and top-view cameras to display concurrently. With such a large center screen, this is laughable oversight, as even modest Toyotas can show both cameras at once. Instead, you have to awkwardly click between views. Also with the screen, because literally everything is tied-into it, including climate control, there are times where certain items are restricted. I was in the middle of an interesting parking maneuver when a passenger wanted to adjust the climate, but doing so would remove the assistance of the cameras that I was utilizing. Or when using the map, same thing - can't pull up and adjust climate while entering in an address. The resulting cleanliness and streamlined nature of the interior design are welcome, but by combining all settings into the screen, it means you can't do certain things at the same time and restricts what the passenger can do until you are finished. Another curiosity came with the powerplant, which while stonking fast, it wasn't always fast. Case in point were during several passing scenarios where I would suddenly mash the throttle to overtake, and I definitely would not get all 455 horsepower. Other times I would, but that was when I would progressively roll onto the throttle. But it still seemed inconsistent, because leaving a stop and needing to go, there were times I got all advertised ponies, but other times were sorely lacking, so much so that a passenger questioned by 455-horsepower claim. It could have had to do with a lack of battery charge, yet being a hybrid, there shouldn't be such inconsistencies . Now, there is a setting in the display to engage Polestar mode for optimal performance on command, but that setting is two clicks away in the screen at any time, and often when you are driving, you don't have time (nor the attention to give) to make two clumsy clicks on a distracting screen. Also, the radar cruise control is too intrusive for my liking and will not coast up to cars, favoring to instead brake too far in advance despite having the closest following distances. This was a better Volvo experience than recent offerings, but there are still issues that may not be able to be overlooked by everyone, including myself. The inconsistency of performance was a glaring one, and that was when driving in the default hybrid mode. And the screen can be easy to use, but also still maddening at times (at least it didn't freeze like in other Volvos) with the limitations presented. I would also encourage using the volume control on the steering wheel to avoid the unsatisfying looseness and clicking of the overly large central knob. So, depending what you value, the Volvo can still be a great choice with its looks and mostly expertly-crafted cabin and flexibility of its plug-in hybrid power unit. For this reviewer, the fundamentals impress, but the details hold it back still. At $77,345 retail as tested, it's not even close to an affordable proposition, and overlaps with the starting price of the much more capable BMW X3 M and the excellent all-rounder Porsche Macan S, which is the darling of most publications. 2025 Volvo XC60 Recharge AWD Polestar Engineered As-tested price: $77,345 Pros: Handsome inside and out: Quick when it delivers Cons: Too expensive; Display annoying at times Thank you for reading our 2025 Volvo XC60 Recharge review. Photography by mitchellweitzmanphoto.com .

A stupendous, upscale offering of the Civic Type R, the Integra Type S is one of the best daily driving performance cars. 2024 Acura Integra Type S Review with The Road Beat. Words and pictures by Mitchell Weitzman I adored the Honda Civic Type R, but I won't be the first to admit it's a rather stiff and uncompromising car. I'm young and can still put up with such a thing, but many others will want a creature that is, for lack of a better word despite the cliché, more grown-up. Re-enter the Integra, this time with a Type S badge slabbed on the back and front fenders, complete with ferocious flares and three exhaust pipes to separate it from it's more mundane A-Spec iteration. When I drove the Integra initially last year in that basic form, I thoroughly enjoyed the car, but found it lacking for speed. By no means an affordable car, carrying a hefty premium over a Civic Type R, the Integra Type S is my favorite of the two and one of the most enjoyable everyday performance cars maybe ever. Yes, it's over 50 grand, for front-wheel drive and what is essentially a Honda. Does it really matter when it's this good and involving? Not really. Changes (improvements) over the Civic Type R include a handsome, sharply tailored body bereft of any silly wings, an upscale and comfortable (also quieter) interior, and suspension that doesn't punish your backside each day on your way to work. This will sound crazier than it actually is, but do we all remember when BMW M3s cost only just this much? It's really not all that dissimilar from one when all things are considered like the size, levels of power, a hospitable cabin, and six-speed manual that shifts far more fluidly than a BMW stick ever could aspire to. I'm not calling this a replacement to an M3, but as a modern day performance sedan occupying that price point of old, it convinces admirably. What else is so great about the Integra Type S? This is simply a car that is a joy to drive in any real-world scenario, from highway commuting to your local backroads. 320 horsepower is produced by the two-liter engine, featuring a big wallop in the way of turbocharged forced-induced boost. It's a unit that enjoys being worked hard and loses little even at the top of the rev range. Sounds decent, too. Turbo lag is present at lower engine speeds, but this flaw only adds character to the experience as you wait for the rush and surge of energy. 0-60 MPH takes a 5.2 seconds, which is hardly going to set any records, but this is a car that rarely leaves you wanting for more power as it's mightily exploitable on public roads and to great satisfaction; If anything, it feels quicker than that benchmark number suggests. Add in the previously mentioned and excellent manual transmission, with well-judged ratios that mechanically glides through the gears with pronounced precision, and you have one involving machine. If anything, it's almost too easy to drive, with a clutch that could require increased effort, but great things don't always have to be difficult. The fact that this car is as easy to drive smoothly as it is owes more testament to the engineers for making a car that simply works. Sure, there is torque steer and easily-induced wheelspin due to the front-wheel drive layout, but only from low speeds in first or second gear, and I can kind of like the extra work needed to learn the car and its characteristics, knowing when to gently squeeze onto the throttle verse mashing it like a game of whack-a-mole. Understeer is rarely understood by the Integra, with grip and poise being dished out in euphoric doses around the bends. 265-width Michelin tires at each corner certainly contribute to this, but it's also the manner in which the Teggy can plant its nose right into the asphalt leaving corners and just kind of pulls you along in ferocious fashion. There will be times you do need to tread lightly when getting back on the power, but that only adds to the nuance and involvement. Yes, there is a fancy and wickedly capable front limited-slip differential that does wonder to make life easier, but it still needs input from its user, you, to make it work correctly. Aim the Integra Type S at a series of bends and there really aren't many cars that are faster than it from point A to point B on public roads. A supercar can't be fully used while the Integra can, and a good driver in the Acura can really quite embarrass a naive GT3 or 458 owner. Handling remains impossibly neutral as corners are negotiated with foresight. And, unlike the Civic Type R, the Integra Type S deals with bumps in a controlled way, rather that the Civic's desire to beat the asphalt back into the ground, which can become, well uncomfortable. The seats here don't do as much for support, but they do a decent enough job away from the race track. The brake pedal also gives a reassuring confirmation of stopping each time. For driver customization, there are separate settings for the throttle, steering, and suspension firmness, finding that I liked having the most aggressive throttle, medium steering, and soft or middle suspension for use on my roads. If there's anything I wasn't fully fond of, it is the steering, as each mode still just feels slightly off or unnatural at times. The heaviest setting was artificially weighted, and the standard too light at times and with a delay to inputs right off-center. As you could guess from a car wearing the Acura badge, it's considerably more well-furnished than its Honda corporate sibling. Soft-touch materials are abundant and the faux-suede on the seats gives a premium feel to your body. Just looking around the cabin, let alone when your hand touches any part of it, you do quickly appreciate and understand that this is a considerably nicer car than a Civic Type R. What's most appreciated, though, is the increased sound deadening in the Integra, helping make this sports sedan a consummate cruiser on the highway and a very relaxing car to drive when on a long haul. A road trip in a Type R might be met with some skepticism, but in the Integra Type S? Comfier seats, relaxed suspension, and the lower road and wind noise mean it's much easier to live with day-in and day-out. Despite all the added creature comforts, Acura says the Type S is only 31 pounds heavier than a Type R. Also of incredible note is then fuel economy, where I averaged an impressive 26 MPG overall throughout the week. There's very little to dislike about the Integra Type S. I said in my original review of the Integra A-Spec I drove last year that Acura needed a high-performance variant, and perhaps that the fast version should maybe be the only Integra even offered. The DC2 Integra Type R is a celebrated champion for very good reason, and it's the model most think of and picture when the name Integra enters their mind. This new Type S captures the spirit and nostalgia magically well, and even if it's turbocharged rather than a 9,000 RPM screamer, this is one of the most analogue performance vehicles available today and an incredible driver's car. The only thing I really don't like is the price; It's not cheap. Even the Civic Type R at seven or eight grand less is still pricey when you remember Hyundai sells their exuberant and excellent Elantra N for under $40,000, which can't be beat for value. However, the truth of the matter is that I loved each drive in the Integra Type S. I loved walking up to it and seeing those swollen arches. I loved seeing the name Integra embossed into the front bumper. I loved each gear shift and the way this turbocharged power plant attacks revolutions. I also loved sitting on the highway on cruise control, soaking up the miles in comfort knowing the feral creature awaiting underneath. If you can get past the entry fee for one, this is a brilliant car and one of the best sports sedans on sale today. 2024 Acura Integra Type S review As-tested price: $52,595 Pros: Almost everything Cons: Sticker price

This enormous and range-topping Toyota Grand Highlander now has a powerful hybrid power unit 2024 Toyota Grand Highlander Hybrid MAX review by The Road Beat Words and pictures: Mitchell Weitzman Grand has many interpretations. According to Merriam-Webster, these range from "having more importance than others," and "marked by a regal form and dignity," or "large and striking in size." This is a Toyota after all, and so I think we can cross out the middle option, but the others can be quite applicable and accurate in what the Grand Highlander aims for and achieves. Grand in many senses, but not all, this Toyota Grand Highlander Hybrid with the powerful MAX powertrain option is one of the most complete cars Toyota has ever produced. Grand Well, it's big; That much is very easy to see. Measuring 201" long, it's curiously only four to six inches longer than the normal Highlander, but like many will tell you, sometimes it only takes an inch to make a grand difference. And it's when you climb aboard that you do realize the subtle extension has made for a considerably roomy interior. Have plans to use a third of seats on the regular? Signed, sealed, and delivered, as the previously tiny jump seats are now fully-fledged to accommodate adults even somewhat comfortably. Packaging was also a priority, with lots of convenient charging ports for children and passengers littered about in each and every corner in logical locations. Ergonomics and comfort are great, and the user interface is also easy to navigate on the large center screen. Storage impresses, too, with generous center console storage and layout for your personal items. There's no other way to say it except that this is a huge car inside, and short of committing to a minivan or an enormously excessive Suburban, this is one of the most spacious vehicles available today and shows the designers put considerable effort into making use of all that precious space. With Toyota's so-called Hybrid MAX powertrain fitted here, this Grand Highlander churns out a healthy 362-horsepower via a turbocharged engine and two electric motors. If you're keeping score, that's a considerable boost over the 265 horses the non-hybrid version makes, and an increase of 117 above the standard Hybrid's 245 figure. With such potency under the hood, 0-60 MPH happens easily in less than six seconds, but the real story is just how responsive and capable this configuration is in the real world, rendering passing a breeze when needed. I would expect a Toyota hybrid system to have smooth and transparent operation as it switches the combustion engine off and on, and the Grand Highlander Hybrid Max holds up the standard. And unlike older four-cylinder engines Toyota makes, this new 2.4L turbocharged unit shows marked improvements in NVH levels, both sounding better, and just being an overall smoother engine than before. Have a boat? This Grand Highlander Hybrid Max can tow 5,000 pounds, too. Get the Grand Highlander out on the road, and while it's big, it luckily doesn't feel that huge on the road. Don't mistake what I'm saying, because it does feel big, but I was surprised it didn't feel overly large like a Sequoia. And for what it's worth, this Grand Highlander has a better second and third row seat than the expensive and excessive Sequoia. Back to driving, it's also quiet enough for covering soothing long-distances, and the suspension soaks up bumps nicely. The steering is light, which helps shrink its mass artificially, and makes for easy cruising with little effort. I also like that you can disable the fussy and intrusive radar cruise control on new Toyotas and use just the regular standard mode, which I greatly prefer. Less than grand Despite the prodigious and impressive power, the Grand Highlander as configured does not get the gas mileage I would hope from a Toyota hybrid. The window sticker might show a combined 27 MPG, but I averaged a disappointing 23.5 in tame and responsible daily mixed driving. And I just mentioned how the light steering makes it easy for cruising and maneuvering, it does lack substance and feel; I would prefer extra weighting for increased confidence and control around my local country roads. Even though this is the Platinum edition, which is the top-shelf of the Grand Highlander range, the interior lacks the same luxury as the also-new Mazda CX-90, which showcases rather exquisite leather and finishing in contrast to the Toyota's utilitarian approach. Speaking of Platinum, this Grand Highlander Hybrid Max Platinum costs a whopping $59,878. It's definitely big and packaged well, but I don't think it's quite nice enough inside to warrant that price, especially once you're inside a CX-90. If there is one aspect that is telling, this Platinum is easily on par with a $20,000 extra Sequoia Platinum, which really doesn't look good for the Sequoia all things considered (and this has more interior space...). Also to be aware of, make sure you fumble through the overly-complicated steering wheel controls to turn off 'PDA,' an active driving assistant that brakes on its own whenever you follow another car, and that's with not using any kind of cruise control. It's so aggressive that, in many scenarios, I had to fight it and push the throttle pedal to maintain speed, as I could feel the car wanting to sharply brake, but with cars following me close behind, I don't want the car to cause a collision and be hit from behind! I would go as far to call it fundamentally dangerous, so turn that crap off. Overly crowded is the steering wheel with too many buttons and it's dumbfounding that some safety features have to be accessed from the wheel instead of the center display, where not only would it be easier, but they're not even present to begin with. There are other issues, too, but I'm 99% sure these were isolated detractors: that same center display showed several instances of catastrophic failure. What would I classify as a catastrophic failure? Simply, the center display, at random, would repeatedly turn off and on, rebooting over and over. This didn't happen every time, but it happened more than it should (at least four different drives); It should only happen literally zero times. I had a short drive once where the screen was entirely inoperable because it just kept restarting on repeat. That's not acceptable in the slightest, and this test example had over 8,000 miles on it, so I'm confident that I'm not the first to experience this. Grand enough? Releasing the Grand Highlander has put Toyota in an interesting position. Despite the technology glitch mentioned above, this is the most complete new vehicle Toyota makes, with several versions to choose from, and it has huge space for those with larger families (both human and fur babies). I would easily recommend it over the standard not-so-grand Highlander as it costs only marginally extra, but you get lots more. Mazda and the CX-90 may be an improvement on the luxury front, but the Grand Highlander bests it for interior space and convenience. And the redesigned Honda Pilot? The Grand Highlander renders it outdated already. Unless you needed the massive towing capacity of a Sequoia, this is the better daily car, getting improved gas mileage, boasting improved interior space, and it's also just as nice inside (the Sequoia's luxury price tag is very undeserving). So, by its interesting position, it has the ability cannibalize (and kind of rightfully so) sales of both the regular Highlander and Sequoia for most drivers. With most consumers' priorities considered, the Grand Highlander Hybrid can makes quite a lot of sense, and that's a grand achievement coming from Toyota. 2024 Toyota Grand Highlander Platinum Hybrid MAX As-tested price: $59,878 Pros: Enormous and thoughtful interior; Convincing hybrid powertrain Cons: 60 grand? Lacks the grace of Mazda's CX-90 Toyota Grand Highlander Hybrid MAX review by The Road Beat with photos by mitchellweitzmanphoto.com

Another Volvo, another debilitating electronic hiccup 2025 Volvo V60 Cross Country review by The Road Beat Words and pictures: Mitchell Weitzman I used to love Volvos. What, with their stylishly discreet Scandinavian exteriors and luxurious interiors that punched above their weight (price tag), they were the understated choice for the thinking person. Then, a few years ago, I noticed a trend where nearly every single Volvo I tested would exhibit technical and electronic glitches at some point during my weeklong test. This consistency of failure now has me disregarding the brand entirely because of how embarrassing these continued hiccups are, and this latest attempt proves my point. So where did it all go wrong with this particular 2025 model year Volvo V60? I received a notification for an over-the-air software update a day into my test, which is all fine, but then the car's center display unit estimated it would take a whopping 90 minutes and be inaccessible during that time. No bother, I was in no rush, instead spending several hours of the gym during the install, seemingly having gone smoothly. The next day, after zero signs of fault, that's where the Volvo curse struck again: just after and upon entering the freeway in the afternoon for my commute home, the center display completely froze. Don't believe me? Here's a video below: As you can see, not a single button or digital item responded - not even the dang physical volume knob! At least I had turned the air conditioning already on prior to this suspended animation (it was 100 degrees out), because I had another exact instance of this issue in a prior Volvo where it froze before I could activate the climate control. Now, I was already on the freeway, and eventually turning the car off and on did fix the problem (though it took nearly a minute for the screen to reboot, and yes, that's way longer than normal), but I wasn't going to pull over on the freeway and stop and wait for the car to grow a conscience and attempt and figure itself out- I wanted to get home. You might think that this isn't a big deal, but it is and let me tell you why: I've tested cars each week for the past four years now. That's roughly over 200 new cars. Eight of those have suffered frozen and inoperable screens at some point in my test, and of those eight, six of them have been Volvos. That's why it's a problem, and I simply cannot trust any new Volvo to reliably operate anymore and therefore cannot recommend a new Volvo to anyone unless you enjoy subjecting yourself to such inconvenience. When your phone starts freezing, what do you do? Usually it means it's time for a new one. What else don't I like about about the Volvo V60? The backup camera at night is too dark (another common Volvo trait - you have to apply the brakes to prompt the brake lights for additional illumination), the huge center display screen will not allow you to view the rear-view and top-view cameras at the same time (A freaking Toyota RAV4 can do this these days even lol), even though there is acreage of screen real estate to do so, and the volume knob clicks too loudly, where you can hear each click even at speed (this is also common of all Volvos and they do have the worst volume knobs of any new vehicles). And for some reason, the speed at which the windows roll down is oddly glacial. Mentioning the climate again, there are five fan speeds to choose from, and levels three through five are identical with no discernable difference felt nor heard. So basically you get 1 - barely on, 2 - slightly on, or 3 - full blast tornado mode. As for the positive characteristics that carry over from the Volvo range are a stylish exterior with Nordic minimalism that is as handsome as ever, and a beautiful looking and feeling interior (apart from the volume knob) with lush leather and lots of metal detailing. Seats are wonderfully supporting and comforting, too, and Volvo does have the best headlights and seat/steering wheel warmers in the business. With a cabin so well executed in terms of luxury, it's a real shame that Volvo continues to let down in other areas. Important figures include an average 23 MPG during my week of daily commuting, unimpressive for a little turbocharged four-cylinder engine producing such modest power (I just tested the large Mazda CX-70 SUV with it's big turbocharged six-cylinder engine that returned the exact same mileage doing the exact same commuting). While not slow, the 247-horsepower V60 is also neither quick, but the engine is at least smooth when given some throttle and the eight-speed automatic transmission shifts cleanly. Yet, I did notice some hiccups when either stopped or at low speed, where it can be difficult to modulate the throttle to prevent sudden jolts, with the alternative being a very slow getaway. The prior V60 was significantly worse in this regard, so something has been improved maybe with the 48V mild hybrid system's interaction, but it's still not as user-friendly with its throttle response as alternatives. Ride quality and comfort impress, which comes at no surprise for a luxury-oriented vehicle, and the Cross Country here should have contributed to that further with its raised and softer suspension setup. If you're interested in canyon carving, this V60 shows zero aptitude for such a task, which is disappointing, but also isn't what it was designed for. As for my own preferences, I do wish the steering were more talkative and with increased weight, as I didn't like the muted and wayward nature of it, even with the 'firm' setting activated. Being the Cross Country version with an extra two inches of clearance, there is an off-road mode for venturing off pavement, but with ground clearance still below eight inches (less than a Toyota Highlander), don't expect any kind of rock crawling; Think more gravel and pebble crawling. Despite an attractive price for this V60 with all bells and whistles configured, I still am unable to move past the continued teething electronic issues that Volvos consistently showcase during testing. For a brand new luxury car, and in 2024, behavior as such is completely unacceptable. And I cannot stress enough how far from a one-time-thing this was, as frozen screens and other electronic gremlins have plagued Volvos the past few years, across multiple models no less. For that reason, I wouldn't just skip the V60, but any and every new Volvo until I experience consistently improved conduct. 2025 Volvo V60 Cross Country B5 AWD Ultra As-tested price: $64,135 Pros: Typical Volvo exterior and interior style Cons: Can't trust the electronics 2025 Volvo V60 Cross Country review with The Road Beat. Photos with mitchellweitzmanphoto.com .

Is the third time a continued charm? Three Ioniq 5s later, and it's still a winner among EVs 2024 Hyundai Ioniq 5 review with The Road Beat Words and pictures by Mitchell Weitzman This is the third time testing a Hyundai Ioniq 5 after previous positive experiences. And, fortunately, my fondness remains mostly undiminished. That same affection serves especially effective after sampling a variety of other EVs in the intervening years. Besides electrics coming from within the Hyundai conglomerate in the shape of Kia and luxurious Genesis offerings, the Ioniq 5 is still perhaps the single best alternative to Tesla; There's a reason I see a continually growing sea of Ioniq EVs on my local roads here in Northern California. Protons Style is among the most subjective of categories, but the retro 1980s/ Lancia Delta-inspired shape has aged tremendously well, and each sighting of another on the road continues to draw my pupils' attention. Inside is less noteworthy, but the engineers and designers have made the most of the boxy exterior to maximize interior space and accommodations. I like how open the cabin feels and it also has a terrific and almost panoramic view out front that makes visibility and placement a breeze. In between the driver and front passenger is a large center console and armrest assembly that cleverly has a lever to slide the entire unit forward and backward as one. With it pushed all the way rearwards, there is clear open air between the feet of the front occupants, adding to the perception and presentation of a larger interior than the exterior footprint suggests. Controls are easy to accustom to, and the overall quality and fit and finish also impress. t's a mostly (I'll tell you why only mostly later) well-thought interior that makes the clumsy and cheap architecture of cars like the VW ID.4 seem like such a mockery. Still, it's that exterior that likely drawn so many customers to become Hyundai customers. If you're turned off by the lack of traditional turn signal stalks and controls in new Teslas, the Ioniq 5 represents a thoughtful blend of new and old technology to make assimilation easier. With 320 horsepower in this all-wheel drive example, performance is plentiful and painlessly easy, with 0-60 MPH taking a scant 4.5 seconds. In the real world, the electric motors are serenely smooth and user-friendly in operation, with the choice of several levels of regenerative braking to choose from (including none at all) for complete customization. Hyundai pioneered ultra-quick charging on mainstream EVs, and as such, this Ioniq 5 has the ability to utilize 350 KW chargers (even if that does mean not actually reaching the complete 350 in most scenarios, such is the nature of today's chargers). As a result, if you have access to one of these units out in the wild, this is one of the most convenient electric cars available because of such quick replenishment of its 77 kWh battery pack. For hard numbers, Hyundai quotes 15-80 percent in just 20 minutes at its max potential (other chargers, like level 2 and 50/100 KW chargers will be slower just FYI). In the real world, a Tesla will charge on one of their Superchargers just as quick, but this Hyundai can hastily outpace the charging speeds of a Toyota bZ4x, VW ID.4, Honda Prologue, or Ford Mustang Mach-e. But, what I like even more than the zippy and instant speed of the Ioniq 5 is the way it treats corners. While almost all competitors have zero interest in driving enthusiasm in favor of discreet mundanity, the Ioniq 5 exhibits accurate steering paired to quick reflexes and direction changes. Tuck the nose into some corners at velocity, and you'll find lots of usable grip and a lack of joy-killing understeer. Be steady with the throttle on a long, looping cloverleaf -style onramp, and eventually you can squeeze the pedal to the floor and the AWD will smartly distribute power where needed and slingshot you out at speed, able to easily merge with traffic. Even on backroads, there's a light-footed nature that most other everyday EVs just simply do not have, with an eagerness to go after and attack corners. Ride quality impresses with its composure, so it's really quite refreshing that Hyundai made an EV that actually likes being driven while still being comfortable. Other EVs can be such tired lards, sloshing through corners like Jell-O, but the Ioniq 5 delivers the accessible goods. Electrons Negatives are not long, but they are still very present. For example, for a brand new and tech-savvy electric car, there isn't a USB-C port to be found, instead relying on the old and continually discontinued USB Type A connectors. This might not bother others, but not even a mix of ports? For a car representing the future, it's shocking (pun unintended) older ports are still used. Also, there's no wireless Apple CarPlay to be found yet in this 2024 model year example, so you do have to make use of those USB ports if you want that (some recent 2025 model year Hyundai models finally have wireless Apple CarPlay). And speaking more on the tech, the application menu on the center display features far too many choices and looks cluttered with all the tiny icons that could easily be grouped together. It's not a bad user interface, but it could friendlier. Despite the rated 260 mile range displaying on its window sticker, I struggled to extract 200 out of it during easy commuting, with efficiency playing out to just 2.7 miles per kWh of storage. That figure falls behind what I have observed in other EVs, and a comparable Teslas show significantly improved efficiency in the hands of other independent testing. Admittedly, this might not be a very telling experience, as I drove the Ioniq 5 through a horrendous heat wave in California, with most days reaching between 105 and 110 degrees Fahrenheit. With the A/C absolutely blasting during all instances of driving, both mornings and afternoons, this probably cost me a huge chunk of range given the unprecedented heat. So, while I do have to report the weak range, it does come with an asterisk. But, for those in the desert like Las Vegas where that's just a normal summer day, that's what you can expect in the real world, and 200 miles in the real world just isn't enough still for many, many drivers to consider an EV. A sharp performer and choice Look, I can get over the USB port thing, as will 99.9% of reasonable people; it's just disappointing to not see them think of that and its resultant shortsightedness. Driving in such weather doesn't make for an accurate nor fair range comparison unless I tested every EV in the same temperatures, but it is my experience in other weekly tests of the Ioniq 5 that is in fact not the most efficient in its class. Luckily it's close, and the charging speed advantage at least offsets that. But, look back at the positives, and the Ioniq 5 is a more enjoyable electric vehicle to drive verse so many competitors. I haven't tested the new Tesla Model 3 and Y, but the comprehensive updates each received this past year seem to have affirmed their strengths according to numerous other tests and reviews. Tesla is probably still the most sensible choice for most, and even more affordable when similarly equipped, but the Ioniq 5 is easily the best of the rest. Maybe more importantly, it proves that mainstream electric cars can be cool. 2024 Hyundai Ioniq 5 Limited AWD As-tested price: $58,985 Pros: Awesome design and performance; Driving manners Cons: Disappointing range 2024 Hyundai Ioniq 5 review and photos by the The Road Beat and mitchellweitzmanphoto.com #2024HyundaiIoniq5review #hyundaiioniq5 #electricvehicles

Hyundai has hit a line drive right into the gap 2024 Hyundai Santa Fe review by The Road Beat Words and pictures: Mitchell Weitzman While other automakers are building the same boring crossovers with dull, committee-designed styling, Hyundai has sneakily produced a unique and beautiful new mid-size SUV. The fact that it's still called the Santa Fe, a nameplate several decades old and attached to embarrassing previous iterations, is just formality, as this new model shares next to zilch with the outgoing model. You can throw away old predispositions and see the Santa Fe for what it really is: one of the most exciting, attractive, and practical SUVs under $50,000. Looks are subjective, but they need to be accounted for when the vehicle in question looks this hot. Owing homage to the Land Rover Defender, this is a modern box executed so right. And it's not just me, I write this because of how many compliments it garnered, asking with intrigue what the heck it is followed by disbelief that it was a Hyundai. The stylistic offensive continues inside, with a bold and modern interior that's built and furnished to a surprisingly high level of quality and even luxury. With few other ways of saying it, this top-end Calligraphy model is a properly nice car. The windows also feature double-pane glass, meaning it's whisper quiet inside the cabin even on the freeway. If there's anything that could be done better here, it's that too many controls are integrated into a digital display screen, lacking the haptic feedback that enables easy muscle memory.  A shoutout must be given to the thoughtful packaging, with consideration given to convenience, like the twin wireless cell phone chargers upfront, and a myriad of USB ports for occupants to use while they binge Yellowstone for the third time. One annoying criticism is the lack of touch and proximity-sensing locking/unlocking for the rear doors, with this popular and advantageous feature reserved only for the front doors. Because this is a Santa Fe, there's a third row of seats in the very back that you can either utilize or fold neatly back into the floor when not required. Space and leg room are not quite as an important objective back here, with it best reserved for children, but they're present when needed in a pinch. It must be said that, at the same price, you can have a Honda Pilot with a significantly roomier third row, but the tradeoff is a relatively chintzy interior. So, a third row may be there, but be warned that this is not a super-sized SUV, and I'd also recommend looking at Hyundai's own Palisade if desiring something truly mammoth. Power comes from a turbocharged, 2.5-liter four-cylinder that pumps out 280 reasonably smooth horsepower, which does help to give it more kick than the similar (albeit weaker) 2.4L turbo-four engine that comes in a new Toyota Highlander. But, and this is rather important given how unique an application it is, the transmission here is an eight-speed dual clutch automatic. While most all other options of this class use conventional torque converters, the Hyundai offers an easily more advanced system that delivers quicker and sweetly seamless shifts. It's also rather intelligent, so when combined with a healthy dosage of midrange turbo torque, the Santa Fe is rarely lost hunting for gears and is rapidly responsive to sudden throttle changes. I did notice, however, that the natural idle of the car is reduced, so you have to reacclimatize yourself to the lack of initial 'creep' when you release the brake from a stop. Fuel economy stood at 24 MPG after a week, which is no doubt helped by the fewer cylinders and intelligent shifting; Hyundai's six-cylinder vehicles are easily more thirsty in my experience. An SUV of this size and class is never going to win awards for handling nor set records in the canyons, but I was surprised how competent and confident the Santa Fe feels in daily, everyday driving. Offering more involvement and willingness than some competitors, it's still a lumbering SUV, but at least it's one where the engineers and boardroom execs actually cared about how it drove. The result is a steady proficiency across the spectrum, ranging from the accurate steering and weighting, to a front end that's keener when changing direction. The ride quality can still have too much bouncing oscillation (think like a pogo stick) following larger impacts, but this a comfortable and refined vehicle in most situations. For the most in driver involvement and enthusiasm, Mazda still reigns supreme with their CX-9 and CX-90 SUVs. For me, looks can play a large role in what kind of vehicle I may want, and the simple truth is the new Santa Fe scores absolutely huge on this front with its unique aesthetic that also looks positively expensive. Opening the doors and climbing inside the exciting cabin does not disappoint either. Growing companies, of which Hyundai very much is, need explosively bold designs to stand out and have a chance at drawing customers away from legacy brands like Toyota, Honda, Ford, and more. And it's here that the Santa Fe easily does enough to warrant a serious look or even two. The fact it drives decently nice, has a luxuriously quiet and hospitable interior, and boasts a decent powertrain further prove this Santa Fe is one of the most deservedly ambitious vehicles yet to come from Hyundai. 2024 Hyundai Santa Fe Calligraphy As-tested price: $49,905 Pros: Tons of style and quality interior with great packaging Cons: Nearly $50,000 for a Santa Fe; Touch controls offer no feedback 2024 Hyundai Santa Fe review by The Road Beat. Photos by Mitchell Weitzman of mitchellweitzmanphoto.com

I tried two different flavors of Tucson earlier this year, covering two separate spectrums of the range 2024 Hyundai Tucson review by The Road Beat Words and pictures: Mitchell Weitzman Having already been out for over three years now, the Tucson still appears fresh if divisive with its aggressively angular aesthetic. You could almost call the front grille inspired by venetian blinds, but this polarizing design has not yet met its shelf life, as its ability to generate opinions are what keep it current. And because of that, this well-rounded alternative in the popular midsize crossover segment stands out on its own, and with more trims to choose from than ever, while retaining competitive pricing, the Tucson holds up rather decently in its own right. Two flavors tested: I had the chance to test both the newly introduced Hybrid N-Line, as well as the luxury-oriented Limited, the latter of which did without any kind of hybridized battery assistance. Rolled out on other Hyundai models previously, the N-Line has been a sporty addition so far, bringing enhanced power and driver involvement in cars like the Elantra and Sonata, but unfortunately here on the Tucson Hybrid, the N-Line is little more than a style and seat package, though it does elevate both those aspects rather well and at a smart price. Despite there (disappointingly) being no heightened dynamics, the visual appeal might be the most important to customers anyways. Priced at $37,950 for the hybrid N-Line and $40,005 for the Limited (add another $2,000 if wanting a Hybrid Limited for fair comparison), there isn't much in the way of price that separates the two. The Limited is definitively the nicer of the two with its leather seats and upscale appointments, but both the cars have an open-air environment that make them more inviting and modern feeling than the perpetually best-selling Toyota RAV4, which all have fairly drab and dated interiors. Pound for pound in terms of price equivalents, the Hyundais have their Toyota counterparts pinned in the corner with no mercy, with both these examples representing substantial upticks in quality and luxury when compared at the same respective prices. Simply put, they offer pretty incredible value for how well made the cabins feel and look, in turn making for a pleasant transportation experience. Worth noting in the cabin is the use of touch controls for the climate and other necessities, and this is for the worse unfortunately. Because the switches offer no physical or haptic feedback whatsoever, it can be a nuisance properly engaging the desired button; Sometimes you don't click it in the right place, and sometimes you may even click the wrong one as there's nothing to feel for when it comes to muscle memory. This means it often requires visual confirmation when adjusting the climate, which means taking your eyes off the road. The use of these controls has made the center dash appear cleaner and streamlined, but the result is one that is harder to use and I would like to see more conventional controls in future iterations. Another demerit from this center arrangement comes in the form of dust, as the glossy black background shows no mercy when it comes to specks of unsightly dust and/or greasy fingerprints. Performance is clearly not an objective in the brief of any Tucson, with power ranging from 187 to 226 horsepower in favor of the electrically-boosted Hybrid. Coming as no surprise, the hybrid is definitely the perkier of the two when it comes to acceleration, but the implementation of the hybrid powertrain isn't as seamless as those found in either a Toyota or Honda hybrid, with occasional hiccups and lunges found in everyday operation, notably at low speed and during off to on-throttle transitions. It's by no means a deal breaker, but they're just not as quite polished as the brands who have been making hybrids for the past 25 years. What may be most surprising, however, is the lack of fuel mileage advantage that the hybrid has over the conventional engine offered in Tucsons. While the window sticker promises 37 MPG combined, my hybrid N-Line tester delivered a modest 30-even in a week of mixed driving, whereas the gas-only Limited model was thirstier at 26 MPG. So, in the real world yes, the hybrid does offer an improvement, but not by that much, let alone not as much as one could hope. When it comes to punch, the hybrid easily walks from the baseline four-cylinder model. This shouldn't come as a surprise given the 39-horsepoweradvantage, but the most revealing factor is the lack of flexibility of the base engine, which can often get caught between gears and lug itself up to speed limits. Outright passing performance is also compromised here, necessitating full-throttle for any such maneuver. The occasional coughs of the hybrid powertrain can be unsettling, noticeable if rolling up to a red light that turns green - that transition of coasting to waking up the engine to apply throttle again - but when prompted, it is the hybrid that offers considerable more oomph. Every Tucson is not a machine made to dish out driving thrills - that's Mazda's territory - yet the Tucson is a fine driving crossover with its well-judged and accurate steering. Up the pace a little bit, and composure quickly fades in a swarm of handling-killing understeer, but the basic tasks or daily transit are mostly competently accomplished at least. I did notice some issues with the ride quality having a bouncing effect on rebound that oscillates too long after initial impact, and it's not prevalent on harsh quick impacts, but rather swelling undulations where the chassis cannot settle itself. It isn't the best driving car in its class, but the Tucson is an easy-going and approachable vehicle in most situations where the road is smooth. Whether the Tucson is the right vehicle for you might wholly depend on how you think it looks, but then again, I like the risk and division Hyundai has served up in an age of content sameness. Tucsons do undercut comparable rivals on price while boasting better than expected interiors and a decent enough driving experience. It's a shame the chassis is easily undone on specific bumpy country roads, and that the engines are the weakest component. I think the N-Line adds some extra visual sauce, but the cloth seats (though they very comfortable and stylish, much better than the cardboard cloth that Toyota uses) might not be to everyone's liking. So maybe the Limited is more up the average alley then. Mazda still controls the reins overall in this crowded category, but Hyundai is tough to beat for respective value and even standing out visually. 2024 Hyundai Tucson Hybrid N-Line As-tested price:$37,950 Pros: Added visual curb appeal; Surprising interior quality Cons: Weak engine; no handling upgrades; bouncing suspension 2024 Hyundai Tucson Limited As-tested price: $40,005 Pros: Luxurious interior; Good economy Cons: Economy lags behind competitors; bouncing suspension 2024 Hyundai Tucson Hybrid N-Line photo gallery: 2024 Hyundai Tucson Limited photo gallery: 2024 Hyundai Tucson review with The Road Beat. #hyundaitucsonreview #hyundaitucsonnline #hyundaitucsonhybrid

The first major Tacoma redesign in decades has yielded an advanced and different kind of Tacoma 2024 Toyota Tacoma TRD Off-Road review by The Road Beat Words and pictures: Mitchell Weitzman Toyota has finally redesigned the aging Tacoma pickup. Literally decades since the last major overhaul, the new Tacoma has an all-new look, engine, and (unfortunately) pricing, too, in a quest to modernize this segment stalwart of midsize trucks. Faithful fans of the Tacoma may hate it, such is the departure from past popular models, but there's now reason to legitimately recommend one, too. However, through its vast revamp, some of the charming character has sadly gone missing. For those counting their beans, this TRD Off-Road model was heavily-optioned and cost a shocking $54,748. Pricing is indeed scary on the all-new generation of Tacoma. While the starting price is still below well $40,000 for basic work transit, the desirable models have seen substantial increases in retail entry, with the top-dog Trailhunter and TRD Pro models now carrying sticker prices of, wait-for-it, over $65,000. Yes, a Tacoma can now cost over $70,000 after tax and license, not to mention the markups that dealers like to carry on the special models. These trucks sure are capable and carry an armament of impressive off-road kit, but a sticker price of $65,000, for a Tacoma? You've got to be kidding me. This particular Blue Crush example has a starting price of $42,900 before the $8,800 Premium package (SofTex heated and ventilated seats, 14" center display, JBL stereo, moon roof, power open and close tailgate), a$1,230 for a sway bar disconnect system, obligatory $1,495 destination fee, and a few other hundreds of dollars of random items creeps the price right up to below $55,000. Suddenly, 55 grand for this TRD Off-Road model seems like a good deal then, even if it itself has a clinically diagnosed case of sticker shock. This does beg the question: when did affordable Toyotas command such a premium? Granted, this is a significantly more capable edition than the prior model year TRD Off-Road, being more in-line with the old TRD Pro in terms of mud-running aptitude. Okay, pricing out of the way, let's talk about the big differences you'll notice and also not notice. The look is entirely new to the Tacoma lineup and is derived from the full-size Tundra pickup. However, the new design language easily fits the proportions of the Tacoma better, though the new edgy box motif certainly isn't as timeless as the impossibly cool Tacomas of old. Inside, the cabin is heavily improved in terms of technology and quality. No longer is this a bargain basement interior of a cheap, throwaway rental car, but rather a pretty decent place to be (and more premium than the nicest Honda Ridgeline I've tested in the past). The huge screen looks nice and is easy to use, there are also a multitude of sharp and helpful cameras that can show behind, above, and in front, and there were no rattles, even when pummeling a derelict gravel and washboard-textured backroad. The faux leather seats are made from a fine synthetic, even if the seats themselves are still too flat, though not nearly as close to resembling a slab of concrete like the back seats. An unexpected positive concerning the seats? Probably the most powerful and effect ventilated seats I've ever experienced. On a hot day, these are ones you can actually feel. Not devoid of disappointment, though, there are some flimsy bits such as the rotary controller for operating the electronically-controlled part-time 4WD system. It simply feels like a cheap toy and is too loose and fragile in operation; That definitely needs attention. I also didn't use the multi terrain selector because I got a warning proclaiming it to be unavailable for whatever reason. It wasn't necessary in my exploits, so didn't explore further why it would not engage. Another thing you may notice is the large footprint, further emphasized by the TRD Off-Roads lifted ride height and large 32-inch aggressive tires. On paper, it's barely any larger, maybe an inch longer and taller than past comparable double cab models, but it looks massive in due part to the chiseled and boxy bodywork that increases surface area, not to mention the tall hood. Visually, it looks bigger than ever, yet the back seat is still only really best suited to children. What you can't see is the addition of Toyota's 2.4L turbocharged inline-four engine, of which there is an option for a more potent (and costly) hybrid model. Paired with the newly-introduced eight-speed automatic transmission, the powertrain completely transforms the traditional Tacoma driving experience. Now (finally), you have a transmission that doesn't hunt for the correct ratio and is smart enough to know what gear you actually want, while offering quick and undetectable shifts. The engine has a wave of midrange torque that obliterates the old and weak V6 of past models. 0-60 MPH might not reveal the largest of changes, shaving off less than a second, but in the open world, having that access to power so much sooner has made for an intensely faster Tacoma in all practical and non-practical situations. Even as the standard engine option here (with no additional and instant hybrid assist), the throttle response is marvelously connected and largely devoid of turbo lag even. Well done, Toyota. Will it be as reliable as the legendary Toyota engines of the past? I certainly cannot speak for that aspect. Because there are two less cylinders, you might expect fuel economy to also be more attractive, and you would be right! However, I wished for larger gains in this area, with this model returning 19.5 MPG in my daily routine, or only marginally (about 2 MPG) better than the old model. Honda's Ridgeline still has a big V6, and that recently returned 22 MPG during my same testing routine...Less thirsty, but still thirsty then when it comes to Tacoma gas mileage. When pavement does run out, the Tacoma TRD Off-Road shows mountainous prowess. South of El Dorado Hills lies South Shingle Rd, a stretch of twisting asphalt that becomes strictly dirt for several miles, and is best suited to trucks and 4WD vehicles. Crawler enthusiasts have also carved out ruts and obstacles for their own enjoyment and practice, something I took advantage of. Look, it's easy to proclaim that a Corolla could cross this stretch of unfinished road, but you'll be doing at 5 MPH or less for fear of the car rattling and shaking itself to death while it shrieks and scrapes over the imperfect earth. The Tacoma? I was flying down at a fully-confident 30 MPH+ over washboard, buckling straight sections and the cabin and chassis were a bank vault; tight . 30 MPH might appear modest, but the giant cloud of dirt behind me would argue otherwise, and I didn't feel like subjecting a vehicle that isn't mine to the hard and natural speedbump-like divots in the dirt that you can't see until you're right on top of them. Advanced Bilstein dampers did a killer job absorbing and shrugging off the terrain like it wasn't even there, working so well that it begs a question of what the fancy (expensive) spool-valve Multimatic dampers in GM's AT4 and ZR.2 equivalent models are even for. I even went down some of the steep crawler trails, and the enhanced ride height and frontal clearance (note how the front bumper is sharply angled and fitted with a skid plate to aid ascending and descending) paid dividends to keep rolling without any contact or struggle, and these were sections that a new stock 4Runner would struggle with and scrape like crazy. You can also stay in 2WD for most areas and switch off the stability controls and have some RWD sliding fun in the dirt, helped by the prodigious and predictable turbocharged punch. If there's one aspect I didn't warm to, it's that the electric power steering is too light in this terrain and driving, which makes it easy to drive, but you do lose confidence, resistance, and feedback in places where you want all of that. Yes, it's wonderful off-road, which is fitting of a vehicle with off-road literally in its name. Maybe besides wanting extra ground clearance, or fitting 33" or even 35" tires on it, this is a completely stock vehicle you can comfortably take off-road just about anywhere, which is an amazing achievement for a series production Toyota. But, some of these accomplishments don't translate as well to the road. Lateral grip is low, which should be expected, but it's less than I had hoped, wallowing in corners that are taken with increased fervor. And the steering that was too light in the dirt also lacks security on the road. Though it's more civilized than past models and therefore comfortable and easier to keep straight at speed, the lack of information is a step backward. On tightly wound stretch of backroad, the Tacoma needs lots and lots of steering input to navigate turns, and that character coupled to the light and airy nature of the steering just doesn't sit that well with me. I also hoped the off-road tuned suspension would mean soaking up bumps quite well on the street, but it actually rides unfairly firm, transmitting audible low-frequency thuds into the cabin from even minor shunts. It feels as tight and secure as always, but the barrage of intruding impact noises put me off when I was hoping for a smooth and relaxed demeanor. Reason for my optimism stems from past off-road vehicles I've driven, like a Ford Raptor or RAM TRX, which glide over pavement like a cloud. Toyota's full-size Tundra pickup also can suffer from letting low-frequency intrusions in its cabin. Despite the modernized coil-spring multi-link rear suspension, I had hoped for extra civility. Look at the spec sheet alone, and the Tacoma is a vast improvement over the archaic model it replaces. Lots of these upgrades translate well to the real-world experience, but in some ways, is this perhaps too much of a departure from the Tacomas of yesterday? Some of the charm of the Tacoma has always been in its simplicity and conquering durability and dependability; Its criticisms were also its strengths. There are also more than a few out there who won't trust the new turbocharged engine the same way they would trust the foolproof V6. And with so many advanced electronics onboard, it lacks the purity and old-school mentality. The resultant new Tacoma isn't so much different than other competitors like the Canyon and Colorado, and the price increases might be a real limitation to prospective (repeat) buyers. And then you also can't forget the all-important aesthetic factor, and the looks will not be for everyone. While objectively improved in countless ways and a clear step forward, the Tacoma might subjectively not be the improvement many were wanting. 2024 Toyota Tacoma TRD Off-Road As-tested price: $54,784 Pros: Excellent engine and transmission; Proper off-road ability Cons: Expensive price tag; Light steering; Still thirsty 2024 Toyota Tacoma TRD Off-Road review by The Road Beat. All images by Mitchell Weitzman and mitchellweitzmanphoto.com . #2024tacoma #2024toyotatacoma