An elite venue and showing of some of the biggest new releases from coachbuilders and manufacturers. Words and pictures by Mitchell Weitzman There are only a handful of things that I truly look forward to each year, and for an adult car enthusiast, Christmas does indeed come twice a year in Carmel Valley for The Quail, A Motorsports Gathering. A blend of ultra-exotica, a chance to show off the latest and greatest creations, plus gourmet buffets and drinks of your choosing, it's the most looked forward to event of the year for many people. Spectacular really does not do this storied and exclusive event at The Quail Lodge justice, being the one you don't want to miss. Pagani Utopia Roadster made its American debut wearing a ravishing set of exposed burgundy carbon fiber bodywork. While the original Utopia press photos had done itself zero favors thanks to an awful choice in colors (a pale beige in the first released photos. Gross), this Roadster was a scene-stealer in the flesh and reaffirms Horacio Pagani's position as a modern master of the arts. Mr. Pagani himself may not even be Italian, but he really is our modern day Bernini as he continuously crafts his Baroque beauties. Getting there early during press hours guarantees soft morning light and a chance to see the staging of many vehicles. Also, less crowds for some extra photo opportunities. Carrozzeria Touring Superleggera revealed their new Veloce 12, an Italian 'restomod' utilizing a Ferrari 550 Maranello as its base. A car initially impressive on the surface, but only before the revealed 690,000-Euro price, and that's not including the donor car needed. While it's cool to see restomods that aren't Porsches, this one does not do nearly enough over the original car to justify existence, let alone price, coming across as a serious cash grab (ripoff). Especially when considered that a nicely cared for 550 that can be had for half a million fewer dollars or euros. Plus, the styling is too generic and looks like a product of AI. I had high hopes until the egregious price was mentioned! If you buy a mint example of a 550 for transformation, it'll translate to roughly $1,000,000 USD when all is said and done. Perhaps the most anticipated reveal of the entire Monterey Car Week, Lamborghini took the wraps off their new Temerario, a replacement of the wildly successful Huracan. Immediately and recognizably a Lamborghini, this new model ditches the famous V10 for a new twin-turbo V8 that promises to rev to 10,000 RPM while delivering 907-horsepower. I don't think the matte blue paint finish lent any justice to the design, as a gloss green example shown elsewhere during the week better encapsulated the classic Lambo look and spirit. Not every vehicle at The Quail has to cost hundreds of thousands, if not millions of dollars. Celebrating 100 years of MG meant the British champion of sportscar modesty had a strong showing on the fairway in Carmel Valley, with Dean and DonnaRae Caccavo from Placerville, CA showing their preserved 1948 MG TC. Please see The Road Beat's full image gallery below for some of the best sights from and other new releases revealed at the 2024 edition of The Quail, A Motorsports Gathering, the shining and soaring jewel of Monterey Car Week.

Updates have improved the ID.4, but I would still skip altogether 2024 Volkswagen ID.4 Pro S review by The Road Beat Words and pictures: Mitchell Weitzman Volkswagen has fixed several annoyances with their all-electric ID.4, but this is still not the optimal choice for those considering an EV. While I applaud VW for listening to feedback and amending some key focus areas, the unfortunate reality is this is a car that still very much feels like beta firmware. Tested here was a mid-range RWD Pro S, bearing an MSRP of $51,815. A competitive price, but that's not enough to want this unfinished product. One area this VW does admittedly excel is when it comes to driving range. With its 82 kWh battery pack, you can expect a real world 250 miles of driving distance (if you opt for AWD, figure in a slight decrease). That number falls short of the promised 291 miles from the window sticker, but around 250 miles does marginally exceed what I've come to expect from Hyundai's Ioniq 5 when similarly equipped. So, at least it's efficient enough for your everyday mundanity. However, unlike other EV makers, the ID.4 cannot take advantage of hasty 350 KW chargers, so your recharge times potentially will be longer (it'll be the same on slower chargers or when replenishing at home, though). From there, things take a turn for the worse, stemming from poor planning and execution. A headlining change was an update to the central display's user interface, and it is indeed easier and quicker to use in practical terms. Sounds like a win, right? And initially, the menus respond with improvement, until they don't. During one drive, the radio and navigation pages both became completely inoperable, where clicking each of their respective icons resulted in blank pages and would refuse to load. Software glitches from a large brand like Volkswagen in 2024 are entirely unacceptable. At least the rotating gear selector operates better now, and the awful and incoherent sliding touch controls for the volume and temperature are at least now illuminated at nighttime so you can actually see them, but they're still fussy and rubbish. Same goes for the buttons on the steering wheel that can be complicated to use and their gloss black finish easily reveals even the slightest of smudges. Some items have been improved, but they're still just not good enough. The door latches, both inside and outside, feel like toys, with the exterior grab handles flexing and creaking during use when they're clearly not supposed to (they have rubber squeeze pads for entry operation, but as you squeeze and pull, the handle itself still flexes and moves like it's broken). If this was my own car, I'd worry about them breaking and falling off soon, while the interior release handles lack feedback in use. Nearby on the door control panel, you have touch a sorry little button in order to even operate the rear windows, as there are only two controls for all the windows (so you have to toggle between front and rear - terrible), and then the pathetic little spinning knob for adjusting your mirrors also feels like it's about to come apart. Speaking of mirrors, the rear camera is appalling for a futuristic 'tech savvy' car, being too low of resolution and having distorted image corners. Open the front hood and you're greeted by zero front trunk (frunk) storage and a barrage of lazily assembled cross braces and other things that should just be hidden from the owners or at least under some kind of simple cover. At least the rear cargo area is generous because the lack of additional front storage on an electric car is rather disappointing. Speaking of space, the interior itself is wasteful, featuring this enormously oversized center console that makes things feel more crowded than it should in the front seats. And the storage ability of said center console is rather poor despite the big and pointlessly bulbous shape, not to mention the lack of a glovebox in front of the passenger. What also doesn't help is the high hood line which impedes vision forward, where the height of the hood is taller than the dash - bad! The overall quality of materials used inside isn't all that bad, and seats are fine, but there are several key controls that are so sloppily executed that it cheapens the entire experience due to general oversight. On a neutral note, the ID.4 Pro S is perfectly fine and serviceable to drive. Power is also up for the model year, which drops the 0-60 MPH sprint down to six seconds flat for this RWD version, but it doesn't perceive itself as that particularly quick at all. Handling? Meh. You turn the wheel and it goes where you point it, mostly, with vague and lifeless steering that is all too common a trait among cars like these. Toss it around on a winding road and the ID.4 doesn't have the composure nor willingness that other EVs do, like that aforementioned Ioniq 5. Simply put, it just doesn't drive as nice as other EVs and lacks in the handling department with its delayed responses. And there may be s a mode for regenerative braking, but it's not strong enough to utilize one pedal driving, if that's what you prefer in your electric vehicle. You might think I have no sympathy for this car or that this is some kind of hit piece, but only the former is correct: I do not have sympathy for this car. VW is one of the largest carmakers in the world and this is the best they can do? First they betray the world with the Dieselgate emissions scandal, and they make it up by this haphazard attempt at an electric car? Go look at any other alternative to the ID.4 and there is almost zero chance that you would go back to this still-unfinished Volkswagen. Unless there are enormous manufacturer rebates or dealer discounts to move these, looking elsewhere will be your best decision. 2024 Volkswagen ID.4 Pro S RWD As-tested price: $51,815 Pros: Hmmm Cons: Hyundai and Kia's Ioniq 5 and EV6 exist #volkswagenid4 #vwid4 #vwid4pros #volkswagenid4review

An exterior refresh elevates the Elantra N to an even higher superlative 2024 Hyundai Elantra N DCT review with The Road Beat Words and pictures by Mitchell Weitzman There was one solitary aspect holding back Hyundai’s rambunctious Elantra N: it wasn’t pretty. Bearing a daring shape, but sans attraction, the Elantra N’s potential was greatly held back by its juvenile image, with that delinquency extending to the brand and badging itself - a performance Hyundai, it couldn’t possibly be! A couple model years later and Hyundai has (thankfully) replaced its polarizing front chomp with a cohesive design that easily should have been the original starting point, transforming the exterior experience. Now that the Elantra N is bona fide good looking, this is one performance car held back by nothing thanks to its electrifying character and unbeatable value. I might be a traditionalist in that I favor classic rear-wheel drive designs in most cases, but the Elantra N is the exception, being the more involving and fun car when compared to a Toyota GR86 or Miata. You might be thinking that I'm talking blasphemy by even considering this a rival to such holy saviors, but the Elantra N is indeed a very real rival because of its inherent attitude and aptitude for fun. With a degree of speed that leaves said rivals in its wake, and poise learned from the best circuits in the world (the head of Hyundai N used to engineer BMW's most heralded M cars...), and literally next to zero torque steer, the Elantra N is the most fun new car you can buy for under $40,000. Yes, I said it, and while I would prefer three pedals, it’s even pretty damn impressive with this example’s optional eight-speed dual clutch automatic. Sure, it is front-wheel drive so you can’t do any smoke-infused drifts for a bunch of TikTok kids while their iPhones are recording, but then again it’s nigh impossible to tell that it’s even front-wheel drive anyways thanks to the lack of torque steer. Open the doors and the interior isn’t exactly luxurious by any means, with the expected hard plastics here and there, but that’s right in-line for the price to performance ratio. The seats at least are terrific, offering a great blend of comfort and lateral support that accommodates my preferred driving position quite well, and the leather steering wheel is tactile and shaped perfectly. I do prefer the manual, even if the DIY transmission isn’t as delectable as the Honda-unit inhabiting the Civic Type R's mechanism of the gods, but it’s still fun and precise, and this dual clutch is highly impressive in its own right, reeling off quick shifts both up and downwards with aplomb. Look, there’s no other way of saying, but this car as a complete package is rather phenomenal, regardless of which angle you approach from, both literally and metaphorically. What really separates this compact sedan from others is how glued and locked-down the stellar chassis is. I said it earlier, but this Elantra N truthfully is the more enjoyable performance car than closely-priced sports cars like the GR86 and MX-5. The fact this Hyundai is front-wheel drive is just a formality, because this has such deft handling balance with mountains of grip from its front end. Understeer? What understeer; When you see an apex, turn the wheel, and guide this stinger missile to target. You can even aggressively squeeze the throttle through long and looping cloverleaf onramps, and somehow the front just bites harder and harder without any fuss. It's an amazing revelation for what is an affordable performance car, and it's not just the shear capability and grip that elevates the Elantra N, but it's also never short of involvement, simply begging you to push and drive angry, like having a little devil sitting on your shoulder feeding mischief to your ear. Okay, so you can't go drifting per se, but the Elantra N doesn't lose composure as you increase your pace and determination, and as you toss the car left and right on repeat, it becomes addicting fun and highly inclusive of the driver, doing just what we are meant to: drive. The steering is predictable and features a natural weight, I like that. Confidence grows as you further turn the wheel all while communicating decent enough feedback to its driver to cease speculation. Yet, the suspension isn't punishing like on a Civic Type R, which would definitely have a slight edge in outright speed on a race track thanks to its track-honed and stiff chassis, but here on real world backroads, the Elantra N emerges victorious because of that forgiving nature that's genuinely more suitable and exploitable on imperfect (most all) roads. Despite no power directed to the rear two wheels, the multi-link rear suspension does an admirable job staying in shape and maintaining direction, where like a reliable rear gunner, it keeps things planted and discards any attacking bumps. Don't think I've forgotten the engine, as the boosted four-cylinder serves up a main course of unexpected quality. The sound isn't even half bad, but impressive enough is a relative lack of harsh vibrations that can easily compromise other vehicles with a similar engine configuration. With 276-horsepower and a burly 289 lb-ft from just 2,100 RPM, progress is easy and effective, made further accessible by the dual-clutch transmission's swift shifting. The midrange is particularly meaty, and on a local favorite route resembling that of a British hillclimb, channeling that inner beef addictively in the 3,000 to 5,000 RPM range allows a freedom to explore both the engine and chassis to practical effect. Taking things to the top reveals a slight falloff in pull, as is normal in most turbocharged engines, but the power unit and noise still convince enough to make redlining worth the journey. The compelling punch also means the Elantra N absolutely vanquishes its Miata and GR86 rivals in a straight line. Also, when you do get aggressive and select the race mode for the active exhaust, there are silly pops and bangs that guarantee smiles. For those concerned with timesheet specifications, 0-60 MPH takes a brisk 4.9 seconds. And for commuters, fuel economy stood at 25 MPG after a full week. Well, I knew I'd like the Elantra N, having greatly enjoyed the previous one I sampled. All the strengths remain, but now the Elantra N looks actually good rather than unapologetically aggressive and vulgar. The fact it's not only faster, but also more enjoyable than a pair of similarly-priced rear-wheel drive sports cars says oh so much. The dual-clutch is a unique addition and option, but for the maximum sporting experience and inclusion, I do, wholeheartedly at that, recommend the stick shift. How's it compare to other front-drive hot hatches? Well, VW has the GTI for a similar price, but the VW is just a bit boring in comparison, too safe . And then there's Honda's quintessential Civic Type R. I won't lie - I like the Civic Type R more. But, and this is a huge but, the CTR costs $10,000 extra. That the Elantra N accomplishes so much at its price is perhaps the most shocking achievement yet. And for that, it's entirely all too easy to recommend having a look at the Elantra N. 2024 Hyundai Elantra N DCT As-tested price: $36,820 Pros: Newly improved exterior; Outrageous fun and performance Cons: Telling people it's a Hyundai; Choose the manual

Home of the Corkscrew and American historic racing. All photos by Mitchell Weitzman A longtime staple of Monterey Car Week, the Monterey Motorsports Reunion at WeatherTech Raceway Laguna Seca continues to be a highlight of accessible enjoyment during this increasingly expensive week of automotive festivities. With Quail tickets soaring above $1,000, and Pebble Beach getting close, the Reunion seems somewhat reasonable now with tickets still starting below $100. For that not-so-princely sum, you get unbridled access to historic race cars worth up to tens of millions of dollars in the all-access paddock, and general admission to basically any portion of the circuit for spectating. It's refreshing to be able to not fork over your child's college tuition just to be around some fancy cars, and at least at the Reunion at Laguna Seca, you also get to see (and hear) said storied cars rip around one of the most famous tracks in the world. Despite being the middle of August in California, ambient temperatures at Laguna rarely rise above 80 fahrenheit (26C for you metric readers), making for comfortable viewing throughout the day as long as you remember your sunscreen. I will say, for your own warning and future planning, my friends each tried out the $20 nachos in the food court and were gravely disappointed, just FYI, so maybe bring your own food in a cooler. While other car shows carry worldwide prestige (and entry prices to match), the Monterey Motorsports Reunion is a yearly highlight for me to see some of the most treasured racecars in history in their natural habitat. Rather than sitting still (and quietly) and detailed on a Concours lawn, banging rev limiters through the hills of Monterey owes a specialness that cannot be taken for granted. What should not be understated is the lack of the influencer and TikTok crowd at the Reunion, with this event in particular being a beacon of hope for the true car enthusiasts attending Monterey Car Week.

Improved looks go far to make the Sonata Hybrid an easy consideration 2024 Hyundai Sonata Hybrid Words and pictures by Mitchell Weitzman Now that's how you do a facelift. The Sonata, relaunched in 2020, was far from a bad car, but it had a face resembling an unfortunate fish and an altogether non-cohesive design that made it a tougher sell that it ought to. Hyundai followed up that experiment with the also-divisive Elantra, but Hyundai has now two fresh revamps ready that take each model from weird and ugly to, "well shit, that looks pretty dang good." With a competitive price and great fuel economy from this Hybrid model, the 2024 Sonata has arrived to steal sales from popular rivals. Starting with where the Sonata does little to warrant a look, it's just that this is far from an exciting car to drive, displaying no aptitude for enthusiastic driving the way a Mazda 6 or even a Honda Accord can. Instead, Hyundai, who is no stranger to making brilliant driver's cars like the Elantra N and Veloster N when they want to, has gone for a staid and neutral approach to how the Sonata steers and goes. And especially when buying the luxurious Limited and hybrid models, that's perfectly okay for the market its seeking to capture. All the important points are there, though, with accurate steering, comfortable ride quality, road and wind noise is graciously low, and the hybrid powertrain is mostly smooth like little to no hiccups. The Sonata drives fine ; this is not a car to set your world on fire, but rather to comfortably get you from point A to B in comfort and unprecedented luxury and style at a fairly affordable price, and when it comes to accomplishing those goals, this example succeeds as well as anything in class. Yes, it's boring to drive, but it's an upgrade from the also-refreshed Toyota Camry. Where the Sonata separates itself is by design, where it's gone from zero to hero with just a few necessary changes to its front end. No longer a gulping guppy chasing Qui-Gon and Obi-Wan (fine, and Jar Jar, too) through Naboo, this is an understated, yet striking and elegant (striking and elegant can in fact go together) design that does well to visually lengthen the car and impart some drama up front. The bow and stern work much more harmoniously this time around, and I love the full-width LED daytime running lights above the nose, replacing the items that ran along and up the hood. Even my friends commented on how nice they thought it looked, and more importantly, it renders the newly-redesigned Camry vulgar by comparison. My friends (and myself) were even more impressed when it came to the interior. With subtle changes to button layouts and the removals of the space-gouging PRND buttons in favor of a simple stalk, this is a really delightful environment. Being the Limited trim, there is proper luxury here as far as materials are concerned, with lots of soft touch-points and leather seats, but it also visually stimulates, appearing spacious and inviting. The use of physical buttons for climate controls are a welcome addition compared to other Hyundais that have frustrating touch items without any tactility. Without any other creative way to really describe it, this is just a nice car, and it made driving it on the daily a pleasurably pleasant experience. Does performance matter in a car like this? Not really, but at least it can easily get out of its own way. The four-cylinder hybrid powertrain serves up 192 horsepower, which does put it behind the 232 that the new Camry Hybrid can afford. But, in the real world, power was rarely a hindrance nor concern, and I did appreciate Hyundai's four-cylinder as being a smoother and less grainy racket compared to the harsh fours that Toyota makes. Where Toyota and Honda both still win with their hybrids is in their seamless operation, where the Hyundai hybrid unit doesn't quite have as transparent transitions at slow speeds or from a stop. For the all-important gas mileage, I averaged a commendable 42 MPG, which is short of its EPA estimate (all hybrids and electric cars fail to meet window sticker estimates), yet is still fabulously thrifty in its own right. I tested a new 2025 Camry Hybrid a couple months later, and it returned identical mileage, so that speaks volumes in that the Sonata Hybrid can match the longtime benchmark. Considering the under-$40,000 asking price for this loaded Sonata Hybrid Limited and how well it acquits itself in normal daily life, it's an absolute knockout. If you've avoided Hyundais in the past for whatever particular reason, this a mass-appealing car that deserves a look in the same way that the Kia Telluride and Hyundai Palisade twins changed the $50k SUV market. An inspired exterior and interior, if not some uninspiring driving dynamics, do go a long way to make this the Sonata we should have gotten four years ago. 2024 Hyundai Sonata Hybrid Limited As-tested price: $39,000 Pros: Sharpened exterior; Classy interior; Economical Cons: Not the quickest hybrid 2024 Hyundai Sonata Hybrid review by The Road Beat. Photos: mitchellweitzmanphoto.com #2024hyundaisonata #2024hyundaisonatahybrid

The beautiful and luxurious GV70 Electrified does many things right 2024 Genesis GV70 Electrified review with The Road Beat Words and pictures: Mitchell Weitzman If there is a weak spot with the Genesis GV70 Electrified , it's one of little surprise: range, perhaps the largest hurdle of any new electric vehicle. With its relatively paltry 77 kWh battery pack, expect a real world range to in settle around 200-225 miles. However, that doesn't tell the whole story, because the range it does manage to eek out, it's surprisingly efficient, averaging a consistent 3 miles per kWh in my testing. That figure is even higher than what I previously attained in tests of the super-aerodynamic Hyundai Ioniq 6 (admittedly tested in very wintry conditions) sedan and smaller Genesis GV 60 crossover.. So, while outright range isn't anything worth bragging about, it at least doesn't require excessive battery storage to get there. The rest is predictably marvelous, as we've come to expect from the Genesis brand. Marvelous has pretty strong connotations attached, and quite understandably. One simply doesn't call a crunchwrap supreme marvelous, despite the value and taste. However, the GV70 is pretty dang marvelous, and even decent value considering just how exceptional certain aspects are. For example, I find the standout feature of the GV70 to be the exquisitely luxurious interior accommodations. Exceeding expectations of the initially steep sounding $75,020 price tag, every drive is like flying first class. Okay, rear seat legroom isn't worth shouting about in this compact SUV, but the quality of the leather, controls, and touchpoints are fabulous. Not only does it knock its only marginally cheaper GV60 electric stablemate out of the water, but no Tesla even dares think it can approach this level of luxury. On the freeway, with the absence of a combustion engine under the hood, cruising is also serenely quiet. Just what a beautiful car to climb into each morning, afternoon, evening, and just drive. Power impresses, with 429-horsepower available when needed and paired to instanateous throttle response. That kind of power doesn't set any kind of records these days, but it is more than powerful enough to scare unassuming passengers. In other words, this isn't the quickest SUV on the road these days, but it is very, very quick . Because this is a Genesis and part of the Hyundai and Kia family of brands, the GV70 Electrified is compatible with ultra-quick 350 KW DC chargers, though it must be said not every public charger is capable of these speeds, and the unfortunate general unreliability of charging stations can't be understated. To top it all off, the GV70 drives really, really nicely, well most of the time. Steering and handling instill confidence when the road gets twisty, and I appreciate the added heft in the controls for extra tactility, also giving the impression of substance rather than a cheap toy. Grip can be effective, and with AWD and a smart way of distributing power, you can be rather aggressive on the throttle when exiting corners for a satisfying slingshot effect and a general lack of understeer. It's no secret that Genesis makes great handling vehicles, and the electric GV70 upholds that standard. There is one slight problem, and that's during the transition from regenerative braking (which you can choose the level of via the wheel-mounted paddles) to physical braking via the rotors. You can acclimate to it, but even then there are some levels of uncertainties than can cause some uncomfortable jolts. Installing a degree of creep when idling, like most all automatic cars do, seems to be a culprit, too, as the regen will slow you down only to a point. Then the regen stops slowing you and the GV70 assumes a walking-pace idle, almost like it's 'getting away from you.' Unfortunately, getting used to it isn't the best excuse, and maybe this can be solved via firmware updates in the future to make for a smoother and predictable braking experience. There really isn't a long list of complaints with the GV70 Electrified. The range isn't great, but it never caused me issues in my daily life, and averaging 3 miles for each KW is pretty impressive for a vehicle of this performance and class. Okay, maybe the doors don't stay open very well when on an incline, as they're prone to closing on you, and there's too many menus in the infotainment system. But, this is a very, very nice car and one of the most luxurious cabins of any car below $100,000. Electricity suits a luxury experience, but then again, the biggest issue with this exact car is the fact you can get the gas-powered version for thousands less. Is it worth paying extra for the Electrified version? Your individual charging situation and values may make that decision for you. But, any which way you go, Genesis' GV70 (in any form) ought to be at the top of your shopping list for a luxury compact SUV. 2024 Genesis GV70 Electrified Prestige As-tested price: $75,020 Pros: Beautiful inside and out; Proper luxury; Awesome power Cons: Range could still be better 2024 Genesis GV70 Electrified review and photos by The Road Beat. All photography by www.mitchellweitzmanphoto.com

This economical and affordable sedan scores big in economy 2024 Toyota Corolla Hybrid SE review by The Road Beat Words and pictures: Mitchell Weitzman While the new Prius certainly wins in the looks and performance department, the everyday fuel economy king torch has been passed to the Corolla Hybrid. Why should you consider a Corolla Hybrid? Because this SE Nightshade model easily returned 44 MPG during our week together. For those keeping score, that's actually a two MPG improvement over the last Prius I tested. However, there's really no other reason to buy a Corolla Hybrid other than to bask in its hybrid fuel economy glory. That's not to say the Corolla Hybrid does much wrong, but rather it's one that only accomplishes a single objective attribute greatly, while the rest is resigned to modest and humble numbness. Toyota did improve the Corolla Hybrid's performance slightly upon previous model year iterations, now producing 134 total system horsepower verse 121 in 2022, but it's still a slow and noisy racket (a coarse and blender-inspired four-cylinder), and those seeking actual acceleration decency are better off stepping up to a Prius. Wow, what a weird thing to even think of saying, yet here we are in this strange new world where the Prius is not only just not slow, but even kind of quick. Corolla Hybrids can be had in either front-wheel drive or all-wheel drive, and while it's next to impossible to notice any changes in driving demeanor on the road, the all-wheel drive is a practical and thoughtful option for those that seek extra security in more wintry and challenging climates. Still, stomp your right foot to the floor, and this Corolla Hybrid can reach 0-60 MPH in nine seconds dead. Slow, sure, but a pre-2023 version took over 10 seconds...so that's an improvement at least! And because this hybrid uses a continuously variable transmission paired to its rough combustion engine, there is a constant droning and unbalanced ruckus emitted anytime you accelerate. Engines like this are what helps make the smooth and silent nature of fully-electric power units much appreciated. You might be thinking that I'm being harsh on a sub-$30,000 car, but other brands make four-cylinders that are easily smoother and increasingly pleasant, and they're not even what I'd consider smooth forms of combustion to begin with. Obviously, the answer would be to turn up the stereo to drown out that four-banging trash compactor, and you might be hopeful when you spot the JBL-branded optional stereo this example has fitted for an extra $600. Yet, it's a terrible sound system, being thin and sterile, and turning up the bass to compensate just makes it worse as fidelity is lost. I've never been a fan of the supposedly JBL 'premium' sound systems that Toyota uses, and this reaffirms my predisposition. It's so disappointing, a friend even commented on it because they, too, expected more upon seeing the famous 'JBL' letters on a speaker grille. The rest of the interior is a tired and gloomy affair, appearing and feeling rather outdated. It was a breath of fresh air for Corollas when this generation was introduced in 2020, but it just as easily could have been 2012 by the aesthetics and rubbery materials. At least this SE Nightshade has a leather steering wheel, rather than the atrocious, 80-grit sandpaper item they equip as standard. If you are commonly taking adult passengers, the rear seats are snug and are best left for either children or short journeys. At least the outside shows some effort thanks to the SE Nightshade package, even if those bronze wheels and rear diffuser look wildly out of place for such a slow vehicle. Also, what is up with the badges adorning the rear? Why is the SE and Hybrid so large, and why are they tilted at an angle? I guess it's to follow the angle of the tail lights, but it just looks crooked instead and as if the badges were purchased cheaply on eBay. Very distasteful. It's a pity the powertrain is so absent-minded, because the steering is actually decent, with accurate responses and more weight than the zero-gravity, toy car steering that inhabits the Prius. Athleticism is notably improved over past Corollas, but this is still not a car that lives for corners. If you like turning, a Mazda3 or Honda Civic will easily provide the satisfaction you (and I) crave. But, compared once again to its competing stablemate, the Prius actually does handle better, with increased poise and a balance that the Corolla Hybrid lacks. "Back to the start," says Chris Martin in Coldplay's seminal "The Scientist," and so let's go just there, to happier times, because it is fuel economy where the Corolla Hybrid shines. Actually, that's about the only area where the Corolla Hybrid convincingly delivers. As this Nightshade comes in at just under $30,000, I would greatly encourage to look at the Prius instead, with its modern interior, exotic looks, and drastically better performance. Likewise, a 1.5L turbocharged Honda Civic Touring is a much nicer car in each way besides efficiency, and even then it still averages 35 MPG even without any hybrid assist; That's a sacrifice that is well worth the upside in everyday pleasure and enjoyment. Does the Corolla Hybrid make sense in any circumstance? Maybe at its most basic offering, where it retails for under $25,000, but then you'll have to make do with that aforementioned shitty carboard steering wheel. This car is so sensible and economical that, in translation, it has neighter a sense of fun nor quality. Buy it for one reason and one reason alone: the great fuel economy. 2024 Toyota Corolla Hybrid SE Nightshade As-tested price: $29,971 Pros: Magical economy Cons: Tight rear seat; No semblance of fun to be found here 2024 Toyota Corolla Hybrid SE Nightshade review by The Road Beat. All photos by Mitchell Weitzman of www.mitchellweitzmanphoto.com

This 'coupe' version of the Atlas is still huge, but better looking 2024 Volkswagen Atlas Cross Sport review with The Road Beat Words and pictures by Mitchell Weitzman Volkswagen's attractive and frankly huge Atlas has also been subtly updated in its Cross Sport form, following the trend of making practical, big boxes slightly less convenient. Gone are the third-row seats in favor of a sloping and (relatively) sleek roofline. BMW invented the modern trend with the X6, a coupe-ified X5, and the motif has since trickled to all corners of the SUV market. However, the Atlas Cross Sport contradicts the very notion of sleek by remaining outwardly huge. And speaking of big, how's this for an official name of my test example: Volkswagen Atlas Cross Sport SEL Premium R-Line 4MOTION 2.0T. The name at least fits the size of the car itself. For the most part, this Cross Sport is identical to the normal Atlas (sans those most rearward seats), of which you can read that full in-depth review here: 2024 Atlas review. All the same strengths and minuses are applicable here, including the introduction of fussy and frustrating touch-sensitive slider controls without any haptic nor tactile feedback. You do slowly get used to it, but even then I'm still left wondering who thought this new means of control was a good idea. I get it, having less knobs and buttons looks better, but did anyone actually use these replacements before signing off on it? At least the rest of the interior has been updated with more pleasurable and hospitable materials to bring things more in line against its constantly improving competition. I still think the seat is too flat, though, but appreciate the low-slung driving position offered by the Cross Sport; Tall drivers will like how much you can lower the front seat to avoid feeling like you're driving a bus. Technically, the Atlas Cross Sport is five inches shorter at 195" verse it's fraternal brother, but you would never know it otherwise. This is still a mammoth-sized vehicle with troves of interior space in the first and second rows; Legroom in particular is limo-like for your backseat passengers. With no third row of seats, cargo space seems even more cavernous than before despite the shallower roofline. If you don't need the additional seating, you might like the Cross Sport more, but then again, why does anyone need a vehicle this large if you don't need third-row seating? It brings me back to wondering how something like the genre-standard RAV4 isn't large enough for anyone not needing three rows. Then again, of course, a RAV4 isn't sexy like the Atlas Cross Sport. The Atlas Cross Sport drives fine, with reasonably athletic handling and responses. Grip is decent and the traction is great with its 4Motion AWD, helping resist understeer even when accelerating out of corners. Steering is overboosted for my own liking, meaning I can easily steer it with a single finger, but I'm sure many casual drivers will like how easy this makes it to drive each day. Despite the light steering effort, it rarely feels jittery or darty luckily, remaining easy to control at highway speeds and never tires you. Can I tell a difference between the regular Atlas and this Cross Sport? No, not really. Maybe if you run each back-to-back on an autocross, the Cross Sport might have a lower center of gravity making it easier to transition quickly, but in the real world they really do feel the same as one another. As for capability, they each have identical powertrains, with a 269-horspower turbocharged four-cylinder doing your bidding. MPG is largely the same story, with each averaging a pretty paltry 20 and 21 MPG overall after a week of driving. Towing is even duplicated, with each able to max out at 5,000 pounds for top models. Transmissions are the same eight-speed automatics and behave obediently, unlike other small VWs of late (the Arteon and Taos), which can be prone to upshifting too early and constantly hunt for the correct gear ratio. The Cross Sport might be more of a fashion accessory than something actually deserving of bearing the name Sport in its nomenclature, but that's also what a lot of modern drivers are searching for. Though, if you're already considering a vehicle this vast, why not go for the standard model and have the extra seating for when needed? Trust me, from experience, those extra seats do come in clutch occasionally. It seems almost wasteful to have something this large and yet only feature five seats. At least the Cross Sport will save you on average about $1,000 verse the standard family barge. 2024 Volkswagen Atlas Cross Sport SEL Premium R-Line 4Motion Price as-tested: About $54,000 Pros: Huge and stylish Cons: No third-row seats; Huge

This quintessential family-hauler is ready for a refresh 2024 Honda Odyssey review by The Road Beat Words and pictures: Mitchell Weitzman I don't dislike minivans. After 30 years around the sun, or 30 years of the sun revolving around me in our increasingly self-important world, I have gradually warmed to the idea and concept of the minivan. Frankly, there is basically no possible vehicle with increased interior space efficiency. In other words, if the goal is to fit loads of people in a car in comfort, there's no alternative that improves upon a van. And there, Honda's best-selling Odyssey minivan still excels. Problems do arise with the Odyssey in particular, though, because there's no hiding how old the current version looks once inside, with a refresh needed to keep the Odyssey deservedly at the head of its pack. With increased and increasingly compelling competition from Toyota and Kia, father time has done its spell on the aging Odyssey. Kia has recently announced a hybrid variant of its Carnival while Toyota has made the new Sienna exclusively electrified. This has paid dividends for the Toyota, which can easily average over 30 MPG and also offers AWD (the Odyssey omits this currently). The Honda with its big and thirsty V6? 21 MPG after a week. That's not a small difference, with a Sienna using 50% less gasoline on a daily average, and with inflation a constant news topic, paying less at the pump matters to a lot of consumers more than ever. Another area where there is little hiding the wrinkles is in the cabin. While other models have had stylistic updates inside, the Odyssey looks 10 years old inside, and it's borderline crazy to think this is a brand new vehicle in 2024, and a $50,000 one at that. It's not nearly as guilty as a 4Runner, but it contends strongly for worst offender. The small center display is the biggest giveaway, and why on Earth is the screen angled upwards towards the sunroof? At least it's easy to use, but it's small and cluttered nature severely ages the interior environment. Other choices, like the placement, look, and size of the PRND buttons don't do any further favors either. The newly simplified, almost industrial chic aesthetic of the new Pilot or Accord desperately needs to be integrated in here to breath-in some fresh life. Also, there was some kind of clunk coming from somewhere in the bones of the car on slower, imperfect sections of road, and clearly not just a loose interior rattle. Good news is this minivan is still as comfortable as ever, with generous space no matter where you choose to sit. Adults in the third row? No Problem! Chrysler still wins for convenience with their easily folding stow 'n go seats that neatly fold into the floor in the second row, but the levers to manipulate the seats are still intuitive here. Even with the third row of seats in place, cargo storage is plentiful and deep, though I was dumbfounded by the lack of any kind of light back there at night. One evening, I opened the tailgate to retrieve some items, and with it dark outside, I just couldn't see. So many cars have trunk lights, but the Odyssey suspiciously omits any kind of source lighting to help illuminate the cargo area at night. The third row section has a light, but the seats block it from reaching the lower realms of the cargo stash and where your things actually are. For a practical vehicle, pulling out my phone to use its flashlight was anything but practical. I just want to be able to see, is that too much to ask? Little things sometimes are big things. On the bright side (pun unintended), this Odyssey Elite does come with every tech and safety feature you could wish for, including wireless Apple CarPlay, blind spot monitoring and so forth. For such a convenient vehicle, the lack of the tailgate light almost annoys me more now. Fortunately, good news is back when it comes to on-road dynamics, with the Odyssey steering in typical Honda-fashion, that is, rather well. Steering is precise, nicely weighted, and even has some morsels of feedback coming through the wheel, giving you confidence when the road is less than straight. In this case, to say the Odyssey drives like an older car is a compliment, because so often new cars are vague and too isolated. Toyota's Sienna is a perfect example, with zero steering feel and almost toy-like responses. To say you can hustle an Odyssey down a country road might be an overstatement, but hustle this you can, and out-hustle other minivans at that. The 3.5L V6 might be weak on the low end, but when spun up and aroused, its satisfyingly smooth and pulls with conviction. You also don't get the trash compactor impressions that four-cylinder engines are known for, as the six cylinder make a pleasing noise to let occupants know when you're angry. The 10-speed automatic is definitely an improvement over the nine-speed unit in other Hondas, but downshifts are still lazy, and shift logic sometimes can be seemingly confused. An example would be how the Odyssey behaves when using cruise control on the highway, where ascending and descending the rolling hills of Placerville, CA means the Honda regularly loses two to three MPH up each hill before then changing down a gear and accelerating to make back up the lost speed, hardly a good sign for efficiency and annoying once you notice it. Still, with the surprisingly deft handling and charismatic engine, this is definitely the driver's choice when it comes to minivans. The Odyssey was a great, foolproof vehicle, but that was over six years ago when this current iteration debuted. With no few meaningful updates in too many years, this minivan is ready for a vast refresh and rethink. I reckon a hybrid powertrain will definitely be on the table, and the new interior and exterior design language of recent Hondas will do many favors here to instill some life in this otherwise currently stale interior. I'm a fan of the Odyssey in general, but the journey to the next one will definitely be the one worth waiting for. I just hope the next one still drives this good. 2024 Honda Odyssey Elite Price as-tested: est. $51,000 Pros: Huge interior and impressive driving dynamics Cons: Outdated interior design; Poor fuel economy 2024 Honda Odyssey review.

A usable compact crossover with a divisive edge you won't find elsewhere It's never particularly fast, but what the Kona N Line does do is attract a surprising number of eyeballs. It's not often that a seemingly normal transportation box costing under $35,000 can capture pupils, but this is an everyday example of normality that does make competitors all look just a bit boring. The red paint sure does help instill some attitude, but the edgy nature of the design does a legitimate job of helping this refreshed Kona stand out among the mundane. Despite the driving nature itself being a little too unrefined and lacking a sporting edge, this is a form of transport that at least has some fun visually. Compared to the last iteration of the Kona, this new model has swelled in size and now has a completely usable set of rear seats. It's still compact, but not the tiny city car the prior version clearly was. What also has grown is the range of choices available, from the Electric to this N Line (a full-blown 'real' N is not yet available) that makes up the spunky end of the range. The old Kona wasn't exactly lacking in extraterrestrial, or, interesting styling, but this 2024 doubles down in added angst that makes it even more noticeable; nobody is going to mistake this for a Toyota nor Honda. It's a classic example of love-it-or-hate-it looks, a trait that's become increasingly common among Hyundais as they attempt to differentiate themselves from the competition. It's edgy for sure, whether that's a good thing or not is up to the consumer, but I for one admire the risk that so bluntly subverts focus group studies. Inside are welcome upgrades in terms of overall interior refinement, but there are still plenty of hard plastics aplenty inside to keep things grounded and remind you this is an affordable car. A Mazda CX-30 or Honda HR-V are both crafted to a higher standard, but it's still a serviceable environment at least. The N Line does get some pretty terrific front seats that are both comfortable and supportive, even if the red accents are a bit boy-racer, while the perforated leather steering wheel does feel wonderful in-hand. It's not quite a library, but it's reasonable enough to not tire your ears on long drives. I packed all five seats (adults, too) even on a 30 minute drive to dinner, and I was surprised at the amount of general space and comfort provided, and nobody had to yell to hear one another like you would need to in other cars or the even cheaper Hyundai Venue. . An improved and roomy interior, but it's still a 30 grand economy car inside for the most part. Motivating this Kona N Line is a 1.6L turbocharged inline-four with 190 horsepower connected to an eight-speed automatic and all-wheel drive. 0-60 MPH takes a disappointing 8.5 seconds and kind of really betrays the N Line badging and body kit. Fuel economy is also an average 26 MPG overall. Where the Kona N Line really lets down, though, is not in its general lack of performance, but some uncultured characteristics from the powertrain including lurching and surging acceleration. Upon my first few drives, I found the gas pedal to be something of an on/off switch, with myself either applying too little power and going absolutely nowhere, or too much and suffering an uncomfortable and unplanned jolt; Edgy again, but for the wrong reasons. I did get used to it, but a new vehicle should have a smoother and more natural power delivery right out of the box. The little 1.6-liter engine also has no power on the top end and the transmission is rather lazy in gear changes. I was hoping for something far more rambunctious. Despite the N Line name, this is very much an exercise in styling add-ons rather than in driving verve. This is even more demonstrated by the unenthusiastic handling and driving demeanor of the Kona N Line. While the past Kona N (the real N) hungered for corners, this new toned-down but physically-inflated 2024 N Line prefers a breezy light jog. AWD is a nice addition here at the price and size point, giving all-weather traction capability in a variety of climates, and quells any sign of tugging torquesteer at the wheel. But because the new Kona grew in size to be more hospitable to passengers, the added weight penalty has had a negative effect when it comes to driving dynamics. It's definitely more civil and comfortable for day-to-day commuting, but even with some N-Line goodies thrown in, this is definitely lacking the handling prowess and any trace of the fun that I had hoped for. Hyundai has given us a grown-up Kona for better or worse. As a daily transportation device, this is no doubt an improved machine, given the extra size and accommodations now provided. But, wearing a dressed-up N Line kit, it's also disappointingly slow and with no appetite for cornering, as the increased mass has dulled the prospects of either attribute. Still, it is an interesting alternative for those wanting something a bit more edgy, but there's also hardly anything unique here except for the polarizing looks. 2024 Hyundai Kona N Line AWD Price as-tested: $33,695 Pros: Interesting design Cons: Creeping price; Lacks the same fun as the old Kona N

After some 'complications' with the new track surface, racing got underway without a hitch. And it was glorious as usual with stunning golden hour light to play with on multiple days. All photos by Mitchell Weitzman. Not exactly the greatest start to the year, as track activities were mostly (and most unfortunately) suspended on Thursday and Friday during the first race weekend of the 2024 Fanatec GT World Challenge America season. Sonoma Raceway recently received a fresh and shiny coat of new asphalt, and while a new track surface is usually worth getting excited over, this is not the case when the track seemingly begins to crumble. However, rescue crews were on the scene, simultaneously working on multiple sections of track at once, pouring fresh and improved asphalt. By early evening, with the sun setting over the rolling hills of Sonoma Raceway, the Toyota Gazoo Racing GR Cup North America cars were sent out right at golden hour. And guess what? the track held up! By the next day, a hilariously busy Saturday with no break periods, the freshly re-repaved Sonoma Raceway was ready for business and delivered thrilling racing for the rest of the weekend. Seriously, a huge shoutout to the crews, track operations, and the SRO Motorsports Group organizers for making this event still happen. Without any time remaining for dedicated qualifying sessions, Saturday consisted of practice sessions that also accounted as substitute qualifying, setting the grid for that afternoon's races. So, an abbreviated weekend overall, but if anything, it made for more eager and active practice sessions given the limited running time that teams faced. The headline event, the Fanatec GT World Challenge America, featuring a 90 minute race with driver changes on both Saturday and Sunday, were dually and duly won by the Wright Motorsports Pro duo of Adam Adelson and Elliott Skeer in convincing fashion. The pair recently also captured a podium in the 12 Hours of Sebring in the GTD class. This pairing of both drivers and team are surely one to watch as they move up the ranks from an amateur to a more serious pro entry against the continent's top GT teams. Really exciting to see where they go from here. In both feature 90 minute races, they finished ahead of the Pro-Am Crowdstrike Mercedes entry of George Kurtz and Colin Braun. Because of the shuffling schedule changes made over the weekend, we were excitedly treated to multiple track times during golden hour, making for gorgeous, fun, and creative opportunities for photos. Sonoma is also still very green during spring, as opposed to when NASCAR visits in summer and the abundant vegetation is reduced exclusively to dirt and dead grass. Unable to stay for the concluding Sunday races, I was more than satisfied with the on-track action I got to see, especially considering that at one point, I was entirely convinced the whole weekend could be canceled due to the sudden track disintegration. Well done to all involved to get the event and season started and I can't wait for the next installment in the growing stature of GT racing in North America. Full gallery by Mitchell Weitzman Photo and The Road Beat from GT World Challenge America Sonoma below:

This incognito rocket ship has some tidy tricks 2024 Genesis GV60 Performance review by The Road Beat Words and pictures by Mitchell Weitzman 484 horsepower hits so so hard in the Genesis GV60 that it really does question how it's legal for anyone to purchase a 1,000 horsepower Tesla or Lucid without a special license. I demonstrated the slingshot acceleration for a pair of friends who both said it made them uneasy. This brief craze is just that, brief, by instantaneously reaching 30 MPH from standstill before acceleration notably wanes, but that initial blast is still so effective that I don't know how casual motorists aren't steering their vastly more powerful Teslas into ditches on the regular. This kind of speed is superfluous in the real world - unnecessary, that is - yet it's also quite addicting to repeat. On another note, the rest of the GV60 does well for a luxury crossover, even if the outright range leaves room for improvement. What it does right Accessing the car's sport mode unleashes 429 horsepower, but wait, there's more! Press the comically labeled boost button on the steering wheel, and you temporarily get access to all 484. It's at this point where, if you don't warn passengers, you might then have some rather unprepared and cross companions. The piling speed does relent after a few seconds, by which time it'll already have reached highway speeds, but this smooth and instant inertia is a trait of an electric car that combustion will forever have trouble matching. Also, with only one moving part, there are no vibrations whatsoever and no coarse noises, even if I for one miss the aural pleasure and grunt of a finely-balanced six or eight-cylinder engine. Really, any engine with more than four cylinders... For a compact crossover/wagon mashup measuring just shy of 178-inches long, there is a decent amount of interior space and room for passengers in the rear. The design itself inside is exciting, with lots of interesting focal and touch points, including a revolving orb/gear selector that looks a bit like one of Tolkien's Palantirs. Comfort is also fittingly appropriate for a luxury vehicle, with hospitable seats, a fair ride quality without sacrificing body control, and hushed volumes when on the freeway. In operation, in addition to those addicting throttle prods with your right foot, the steering is accurate and while not exactly encouraging of backroad hustling, the GV60 has the dynamic chops at the ready when needed to make quick work of curves at an effectively effortless pace. The all-wheel drive traction and grip helps in these aspects, able to reliably deploy all the electric horsepowers in tidy and reasonable fashion. Could it be sharper? Heavens yes, but as a bridge between dynamics and comfort, the GV60 accomplishes its brief admirably well. If you want crazy, parent-company Hyundai has the Ioniq 5 N coming soon, or Teslas revamped Model 3 Performance. When it does come time to charge a GV60, the Genesis is capable of ultra-fast, industry-leading 350KW charging to top up from 20-80% in about 15 minutes with applicable DC fast chargers (and granted that said chargers are even available and working). It's not as quick as filling up a car with gasoline, but it's among the most rapid replenishing electric cars available today. Where it misses Even while driving with the heater rarely in use (known to drain batteries), the actual range of this GV60 is about 220 miles when filled to the brim with electrons. Fortunately, that isn't well below the EPA estimate of 235 as other electric cars notoriously miss their EPA ratings by up to 100 miles at times. Even if the real-world range is close to the promised estimate, this is a lot of money to pay for a car that can only barely do just over 200 miles between charges. Which brings us to the price: $71,320 for this AWD Performance model. No matter which way you spin it, that's a premium price for a compact vehicle and does represent an increase over its closest and most comparable competitor: the Tesla Model Y Performance. However, the Tesla is not a luxury car in the same way as the Genesis. As enchanting as some of the interior details are to the eye, there are pieces that look either cheap and/or can be frustrating to use. A good example are the interior grab handles, boasting a large and visible seam in plain sight. The volume control is operated by this rolling wheel in the center that is just more difficult than a traditional knob, and while the rotating orb/gear selector is cool to watch, resulting the dial itself is too close in placement to the infotainment knob and requires muscle memory to learn their respective locations (I definitely reached for the wrong one multiple times). Speaking of which, the center display is big and bright, but there are so many items to scroll through on the main menu that it can be frustrating to use at times. And this is a tech forward car, yet you have to physically connect your iPhone in order to use Apple CarPlay? Lol. Really! There are similarly too many buttons on the steering wheel and it just at times becomes needlessly complicated to operate the most basic functions of the car. It's almost like a gimmick for the sake of being gimmicky, because gimmicky obviously mean futuristic, right? Where it stacks up This funky-looking luxury EV has the speed to create some excitement and fast charging for added convenience, but the price and size might be a turnoff for many. Will people really want to pay extra for a GV60 rather than a Tesla Model Y? Considering how many Model Ys I see in California, and how few GV60s, I would say that's a no. Corporate parent Hyundai also has their rather excellent Ioniq 5 crossover that can be nicely loaded up for $15,000 less. At least it is vastly, and I mean vastly, superior to Lexus' lazy RZ 450e that just came out for a way-too-similar price. Even if it's not a purpose-built EV, the GV70 Electrified is a more a luxurious and slightly larger car for only a few thousand more, and I think that's an increasingly appealing car in most ways with its similar range and a nicer interior. For those shopping an electric luxury crossover, that GV70 Electrified is probably the right choice for most. 2024 Genesis GV60 Performance As-tested price: $71,320 Pros: Ballistic acceleration; Fast charging Cons: Range; Funky looks not for everyone