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Mazda goes big with the full-size and luxurious 2024 Mazda CX-90. 2024 Mazda CX-90 review with The Road Beat Words and pictures by Mitchell Weitzman There's little to hide the fact that I'm generally a fan of Mazda. From their enthusiast ideology that trickles down to all passenger cars, and how well they punch above their weight when it comes to interiors, Mazdas usually rank in the top two positions of every single class of vehicle they compete in. Now, Mazda is doubling down on their SUV game, creating a flagship three-row SUV dubbed the CX-90, upping the ante in space, luxury, and price. There's more than meets the eye here, as you'll soon see, that should make the blood of some Germans boil. There are things that can be done better (like the PHEV version detailed briefly later), but this is a triumph that signifies just what Mazda is capable of when they step into the batter's box with that pitch clock ticking fast. Because I do like this car, I want to get the negatives out of the way early, chief of which reside in the otherwise impeccable interior. The gear knob is probably the worst of any new car today, with such a lack of intuition that I guarantee there will be accidents had and hopefully no lawsuits. The way it ratchets electronically is so bizarre and lacks confidence putting the car into park without having any mechanical feedback. Learn it, and you'll have no issues, so just be sure to practice, but gosh almighty is it a poor choice. Also in the interior is has a predominant microsuede trim, and while I normally love any kind of suede, the nap is too long here. You can also think of it as if a cat scratched it and slightly ruined it, the same way they eye their favorite couch corner. Most won't mind or notice this, but the suede texture is just too long and shaggy. I also have to mention the barrage of alarms the CX-90 likes to emit, being among the most annoying of all new cars if you dare start the car without your seatbelt yet fastened. Most cars beep five times, but the Mazda here beeps a long eight. Oh well. And that's that; The rest of the car is pretty dang fabulous, including the main party piece and attraction. Under that long hood is...not a turbocharged inline four, but an inline-six capable of the same genuine amazingness that we usually associate with this classically balanced and smooth engine. Popularized by BMW for the past fifty years, the inline-six has often been thrown out for the compact, but rough V6, so it's a testament to Mazda's internal belief to create a luxury product with a deserving and complementary engine. This is made all the more apparent when the inline-six design is commonly associated with luxury for its inherent turbine-like and silky natures. What we have here, though, is not just six cylinders fashioned in a single row displacing 3.3 liters, but also with a turbocharger and a 48V mild hybrid system. This hybrid system is most present when starting off and for increased low-end response to help fill in some power gaps left by the turbocharger. Together, they make for a superlative combination against all Japanese competitors that use thrashy V6 and four-cylinder configurations. Power is great, too, with 340 total system output that is good enough to motivate the large SUV to 60 MPH from naught in six breezy seconds. The mild hybrid, capturing otherwise wasted energy during braking and helps power electrical components of the vehicle, boosts economy to a respectable 24 MPG overall, a number that is 20 percent higher than the last CX-9 I tested with its less powerful four-cylinder. So, an engine can both be more powerful, larger, and more efficient. Sounds like a win-win by Mazda. Of course, like all Mazdas, the CX-90 drives ceremoniously good, with great steering that bests many sporting cars for feel and response, and a handling balance that shames SUVs that come from multiple other continents. If you thought a Toyota Highlander was a behaved and capable car, the CX-90 renders it a Smart car when it comes to handling and dynamic prowess. This is not a hugely high-performance rig like a BMW M or AMG-Mercedes creation, since it rides better and has considerable body roll when loaded up, but if you go back to the so-called golden era of BMW, there's a deft blend of handling, response, and ride that makes it an enjoyable car to command - think of the first-generation BMW X5 with its slightly meaty steering and settled poise. Understeer doesn't come about until you're being stupid with speed and misjudging corners, with an overall balance that's neutral and adjustable to your inputs, but also can utilize its AWD system to pile on the power from an apex and maintain your line through a corner exit. Zoom-zoom. This is also among the nicest quality interior for any three-row SUV in the $50-$60K price range, with supple, sultry Nappa leather in the first and second rows complete with a microsuede trim on the seat inserts; The caramel color on this example is particularly rich and tasteful. Yeah, the suede around the doors and dash has too much nap and I think cheapens the look (a Toyota GR86 with its bargain basement interior has a fake suede with similarly overlong nap), but the overall cabin is beautiful. Fit and finish is impressive, too, and everything you touch feels like it belongs in a car costing this much, if not more. A Mazda CX-9 was already good, but this takes it to a next level (trite, but accurate). Toyota has a Grand Highlander out now, and even though I am yet to drive one, it will have to do A LOT to come close to matching Mazda in the cabin department. Space in the first two rows is plentiful, though the third row is best suited for kids; Adults won't be happy there except on the shortest of trips. This is an area where something like the Grand Highlander will likely come out ahead on, with larger accommodations in its third-row. With the back seats folded flat here, space is enough for most everyday tasks, too. For convenience, all the electronic niceties are present here, and the 12" screen in the center looks great and is mostly easy to navigate with the center click-wheel despite some clumsiness in the ordering of some pages. However, it curiously becomes a touchscreen when you connect your phone to Apple CarPlay or Andoid Auto and is easier to operate as such. Oh, and there's all sorts of safety features, of which, maybe there's too much. Now, spending over $60,000 on a new Mazda might seem like a travesty, but after a week with the CX-90, it earns its price through its typical Mazda blend of unexpected luxury and driving dynamics. To think that this full-loaded CX-90 is still less money than a BASE BMW X5 is so revealing about how much value is actually packed in here. Better yet, other trims can be had for under $50,000. Because of how much the CX-90 leaves traditional popular picks like the Honda Pilot and Toyota Highlander in the proverbial dust for finishing and driver satisfaction, the best competitor I can think of is the also brilliant Genesis GV80. The easy choice is to agree that Mazda has reaffirmed its position as being able to play all the positions in the field, and excelling at each. The Shohei Ohtani of the consumer car world? Perhaps. Counterpoint - avoid the PHEV Mazda also released a plug-in hybrid variant of the big new CX-90, and after a week behind the wheel of one, I'd say you should avoid it entirely. If you never plug it in to charge, the four-cylinder PHEV only averages a single MPG extra. Exchanging that alluring inline-six (the main draw of the CX-90) for a straight-four, you lose the smooth and luxurious nature of that headlining engine, being left with a coarse and hoarse powertrain that lacks oomph at higher speeds. Doing passing maneuvers on the highway, mashing my right foot when already at 60 MPH, left so much to be desired as the initial speed off the line disappears nearly entirely. However, the real reason to avoid the PHEV is the clunky nature of its operation, mostly prevalent at slow speeds. Doing simple and gentle on and off throttle transitions result in shudders and jerks at times, not to mention a transmission that is far from transparent even when leisurely accelerating. It all feels unpolished, like it's a development vehicle that's still not ready for sale. And there's also lots of mechanical whirs from the CX-90 when in EV mode that might make you think it's broken. If you plan on charging it at home (and you have solar/cheap electricity), you'll see greater fuel economy returns, but even then, it's not worth swapping out that great inline-six for a weak and unfinished four-cylinder plug-in hybrid. 2024 Mazda CX-90 Turbo S As-tested price: Estimated $60,000 Pros: Great inline-six, snazzy interior Cons: Others are bigger still, the PHEV version disappointed

This new Pilot Trailsport isn’t what I expected. For worse, but also better 2023 Honda Pilot Trailsport review with The Road Beat Words and pictures by Mitchell Weitzman Honda is in the middle of a complete relaunch, with nearly every single mainstream model being refreshed in the past two years now. First came the Civic, setting the stage for a new design direction, followed by the Accord, HR-V, CR-V, and now the big Pilot, Honda’s flagship vehicle for the brand (unless you count the NSX, badged as a Honda in other countries). I loved the new Civic and Accord, so I had big hopes for the Pilot, and what I found subverted expectations in both good and bad ways. While I hoped for a more upscale and efficient SUV than its immediate predecessor, this Trailsport edition comes across more as an improved everyday 4Runner. For most people, the Trailsport edition of the Pilot is indeed the superior 4Runner. With the 4Runner firmly stuck in an era that predates social media even, Honda is smart to exploit the growing lack of innovation in that revered model line by creating the modern, utilitarian SUV Toyota needs to reinvent. Is this going to replace a 4Runner TRD Pro or those that pour big money into their Rubicon-ready rigs? No, but those wanting some mild, yet real off-ride chops in a modern and huge package for the same fifty grand, the Pilot Trailsport is a winner and the right choice. What’s it do better than the run-of-the-mill 4Runner SR5 or Limited model? Lots. The interior is about three generations newer and nicer, with materials that feel luxury by comparison and with scarce use of torrid, shiny plastics. The electronics are modern with a an easy touchscreen system that, if anything, is oddly undersized in this application. Better yet, the Pilot drives like a modern vehicle thanks to a unibody construction that bestows accurate and direct steering that can be appreciated on the daily. Suspension is supple over bumps, owing to its ability off-road with some extra travel and ride height, yet doesn’t fall apart in the handling department when you approach and engage corners. There’s body roll, but the handling flat out nukes that of a 4Runner. The 3.5L V6 sinks the boat anchor of a four-liter that inhabits the 4Runner, churning out a smooth 290 horsepower from the V-TEC-enabled six-cylinder. Add in a transmission with literally twice as many gears (that’s 10 here) as the Toyota, operation is fluid and immediate. Not as responsive I would like, but one that significantly dates its Japanese compatriot. 0-60 MPH takes seven seconds flat, easily besting the 4Runner, and my average MPG of 20 also represents an increase of about three over past tested 4Runners. So, more power all the time, and while using less fuel; that’s a win-win. Comprehensively stronger in all the areas that matter, the Trailsport is entering a niche basically exclusively vacated by 4Runners. It’s not the absolute rugged, roll-it-off-the-showroom-and straight-into-Baja kind of vehicle like top-tier 4Runners, but considering most end up never seeing dirt or trails ever and are bought primarily based on coolness, the Pilot Trailsport represents a large leap forward with some real off-road abilities of its own that should not be discounted (there are a few terrain controls to access as well). Compared to standard Pilots, there’s a two-inch lift with a suspension tuned for the grit, along with tires that look the business. On curb appeal alone, the Pilot Trailsport nails the appearance brief, and the fact it's a Pilot, meaning three rows of seats with an abundance of space, just sweetens the deal. With what the average SUV and even 4Runner owner would ever feel comfortable tackling, the Pilot Trailsport can do just about all the same things in greater comfort and refinement. I haven’t had the chance to drive a standard Pilot, like a Limited model directly aimed at the mainstream Highlander and Telluride crowd, but this utilitarian version offers something that they cannot in the form of a legitimate alternative to the venerable 4Runner in ability. However, it is when you compare it against more conventional, crossover SUVs that the Pilot Trailsport disappoints. For nearly $50,000 I did expect more from the interior in terms of quality. It’s definitely a step-up from its prior iteration, but against key rivals I am left a little disappointed with its lack of luxury. You’re left with a vehicle that isn’t necessarily any nicer than an Accord or Civic Limited, and the small 9" screen here does look laughable given the vast dash it lives on. A mighty leap over a 4Runner, but the Mazda CX-9s and Tellurides of the world have a distinct edge. Maybe the top-shelf, more luxury-oriented Pilots will change my mind, but this is still an almost-50-grand large car, and I just hoped for better at this price from Honda. Put it this way, I thought this car cost maybe $45,000 at absolute most before checking the window sticker. Another drawback is the 10 speed automatic I previously praised, but isolated on its own, the shifts could be smoother and faster. Downshifts, especially when controlled manually, are executed with a lackadaisical approach and provides next to zero engine braking, making it difficult to use the transmission to help control your speed. Transitions in traffic from coasting/braking down to five MPH or less (and not stopping) before easing onto the throttle again can result in lag and some jolts from lazy throttle response. I do really like this Pilot Trailsport because of what it offers over a 4Runner. And because most are not tackling tricky terrain every day in their crossovers or SUVs, there’s little in the real world that a 4Runner can do than this Trailsport cannot. The real off-roaders wouldn’t consider one anyways as they’ll be swayed more to a Jeep Wrangler, Bronco, or an intense 4Runner build or TRD Pro. However, to those that want a large SUV to drive day-in and day-out, a vehicle with some visual cred and attitude, the Pilot Trailsport hits the mark head-on and makes the current 4Runner kind of obsolete in the process. 2023 Honda Pilot Trailsport As-tested price: $50,150 Pros: Rugged looks, Decent off-road, way more civilized than 4Runner Cons: Lacks finishing and luxury of other $50,000 competitors

Great value aside, a fantastic engine alone can't hide the fact the IS 500 could use some work to unleash the potential lurking beneath. 2023 Lexus IS 500 review with The Road Beat Words and pictures by Mitchell Weitzman Five liters of naturally aspirated V8 greatness. Unfortunately, that alone can't make for a great performance car. Take the Lexus IS 500 for example, a mild-mannered sedan that has has been entrusted with their trademark, hooligan-spec five-oh V8. You'd think I'd be singing praises enough to change the course of the turbocharged and electrified tides, but I was left somewhat disappointed, not with the car itself, rather by how much better it could and should be to make it the fighter it so sorely wants to be. There's no shortage of acclaim towards this amazing engine. Comprising a swept volume of five liters through its eight cylinders arranged in a familiar V configuration, it's a marvel in an age of digitized and uncharismatic turbocharging. Outright power stands at 467 horses, and despite the capacity, this is a engine that lives for revs and doesn't have a whole lot going on down low below 3,500 RPM. Bury your foot and watch the revs climb to their 7,000 RPM peak and it's then that you'll understand what we're all missing with all these downsized six and four-cylinder replacements. You might need to call the local undertaker and let him to check that none of the deceased have waken from the dead during the cavalry of V8 explosion, a feat and trait that only a V8 can make. Even with all that on-paper oomph, the IS 500 is not a light car, weighing close to 4,000 pounds, and as such, 0-60 MPH isn't all that impressive in 2023, taking 4.4 seconds to dispatch the benchmark time. A BMW M340i might have nearly 100 less horsepower on the spec sheet, but it's a faster car at any point in its rev range with ballistic thrust from a Bavarian turbocharged inline-six. However, it won't sound as good doing so. Also not helping is an aging and derelict eight-speed automatic transmission that can be woefully slow to respond to downshift inputs via the paddles, and upshifts have both a delay and are lackadaisical in actual shift time. New transmissions have progressed so far, including Lexus' own 10-speed unit in the LC 500, as I can't help but feel this reminds of an old (and bad) automated single-clutch sequential transmission. You would hope that the transmission is at least smooth because of its laziness, but there's harshness during shifts even. Slow and hardly smooth - not a good combination. Oh, and first gear is way too short, and at times, pulling away from a stop feels like its in limp mode due to how the throttle response is programmed combined with that short gearing. It's like they made it this way to avoid drivers from blowing up the rear tires, but it comes across like a massive overcorrection. Utilizing one of the sport modes helps here, but the default, standard driving characteristic should be better. When it comes to tackling the twisty bits, the chassis and handling are a mix of disappointment and relief. As to what I like, the suspension is soft enough to make for a comfortable ride over a variety of pavement, and it's also rarely upset by larger intrusions. And because the suspension is on the softer side, it means the Lexus, as a performance car, is more approachable in terms of its limit when you do decide to wring its neck a bit as the symphony of combustion beckons you so. This allows you to gain confidence behind the wheel as you're fed increased information as the chassis leans and loads up through each corner. The downside to this, is that the IS 500 cannot be considered anything resembling a track car. Even on my preferred local roads, the limit of its soft suspension becomes apparent as composure can be lost in quick transitions. When combined with a high curb weight, that makes for a lot of pounds sloshing from side to side during fast left-right changeovers that it struggles to handle. The overall character is an impression more of a classic muscle car, having a lazier nature and less an appetite for hard charging through the bends. That's not to say the IS 500 is a complete dog, because it isn't - it's actually a lot of fun to drive quickly in due part to that V8 emitting noises like an Avenger Gatling gun, but it's not the performance sports sedan you might be hoping for in the mold of a BMW M3 or Alfa Quadrifoglio. Remember, this is not an IS F, but an 'F Sport,' meaning it doesn't get the full-fat treatment and thus has a chassis begging for upgrades. I reckon a set of good coilovers and anti-roll bars would go a long way improving the capabilities for track and hard driving duties. And while I didn't get a chance to test them fully, I've heard the brakes do not stand up to even moderate track driving. I further found the steering to be too light and lacks resistance AKA re-centering, and this light and loose nature of the steering certainly doesn't help in conjunction with those soft springs. Still, disable the traction and stability control, which you annoyingly and tragically have to be at a full, complete stop to turn off, and you can easily hang the 'rear out in some nice moments of oversteer in slow, 90-degree corners. However, I really cannot understand the oversight in needing to come to a complete stop in order to turn off the driving aids. If you're under 30 MPH, you can halfway disengage them, but the moment your speed climbs back up above 30, the leash is fully tightened again. For a car like this, that's a just lame bit of programming. What cannot be denied (in most any Lexus product) is the inherent quality and luxury inside. With sumptuous leather and a steely solidity to it all, this is the caliber and characteristic you would expect and want in a luxury car. Rattles were non-existent (and this is a press car that has had a hard life), and I predict it'll stay that way for a long time. The obvious downside? Lexus has still not introduced its updated infotainment system here, so you're still stuck with the vile, villainous cauldron of ineptitude that is the trackpad-operated interface. I'm tired of writing about it; It sucks and it might be enough for some to turn away completely from owning one of these. I don't understand how Lexus has still not updated all their models in this regard. Beeps and bongs are ever-present in typical Lexus and Toyota tradition, but I also found the active safety systems on this example to be far too intrusive and nigh-on dangerous. Multiple times behind other cars at intersections, I would release the brake when the light turned green, but if the car in front hasn't moved far enough, the collision avoidance engages and completely cuts power on you. Then, the car in front pulls away while you're still left for several seconds in actual limp mode. This happened once at an intersection where I had cars coming up behind me at speed, while I'm just sitting there literally powerless, flooring it to go and get out of the way, but to no avail as the car in front has now disappeared into the distance. I wasn't even close to hitting them and I've never had this problem in any other car I've tested. Actually, wait, I have had this happen before, and it was in other Toyota products...The way it cuts power so abruptly and for so long ends up putting you in a more dangerous situation than what it thought of avoiding in the first place. When you're just cruising, though, this is a very nice vehicle. The V8 gently churns away and burbles, the seats and ride quality are very comfortable, and it even doesn't get horrid gas mileage, averaging a decent 22 MPG during our week together. For the casual driver that wants a luxurious and characterful car, but that'll never take it on hard weekend drives - let alone the track - the IS 500 makes a pretty good case for itself (if you can stand the infotainment). A BMW and Mercedes might seem trite and boring, whereas the uncommon Lexus with a burly V8 suddenly is now a way of standing out. And did I mention that it looks magnificent? Wow is it a pretty thing. You can do a lot worse than the Lexus IS 500, but I think Lexus can also do a lot better. Having that engine and an 'F Sport' in its name - even it's not a real full big F - demands and yearns for a more capable chassis as a sports sedan. If you just want a comfy cruiser with the same looks and you don't care as much for driving, there's the cheaper IS 350. I think if you're wanting a car with a big and punchy V8, you're going to want it to also be a more sporting prospect and as a more affordable M3 alternative. There are already other similarly-priced soft-core performance sedans like the boring Audi S4, of which this IS 500 at least trounces in terms of charisma and character. Even if it's objectively inferior to BMW's M340i, again only one of them has that burly V8 that pushes the desirability above the expected. But that's the thing, and maybe the most impressive part of the IS 500 when all is considered: it starts at less than $60,000, even with this fully-fledged tester pushing that to just $66,525. Despite its flaws, the value is undeniable. Still, there is more greatness to be had here, just Lexus is holding it back. 2023 Lexus IS 500 F Sport Performance As-tested price: $66,525 Pros: Wonderful V8 engine; Great value and quality Cons: Too soft for hard driving; Old transmission and oppressive aids

The annual historic races at Laguna Seca once again serve as a time capsule to eras bygone. Photos by Mitchell Weitzman Another year, another Monterey Car Week. A permanent staple in my routine each year is attending the Rolex Monterey Motorsports Reunion, a historic racing event featuring the race cars of generations past. A racing car was born and bred for the sole purpose of its fury held within, and instead of being shut-up in some museum for eternity, it's a blessing to have owners of these wonderful, imaginative machines take them back to where they yearn for: the race track. Utilizing the incredible natural landscape and elevation of WeatherTech Raceway Laguna Seca, the Reunion offers the chance to see these valuable motorsport icons lapping the famed coastal tarmac instead of parked on the lawn at Pebble Beach. The event is also quite affordable in comparison to the several hundred dollars needed for a pass to any of the main shows on the Peninsula. A ticket gets you access to nearly every part of the circuit, plus the paddock to see the racing cars prepped and worked on by their entrants. Owners and crew are usually more than happy to talk with fans about their favorite vintage race car. If the glitz and glamor of other shows are a little too stuffy, or you're looking for a break from the crowded streets of Ocean Ave. in downtown Carmel, the Rolex Monterey Motorsports Reunion is a must-see each year. Looking at cars is one thing, but watching them race by at full-tilt, with raucous V8 or wailing V12 noises is definitely worth the price of admission alone. Below you'll find my photographic highlights from the 2023 Monterey Motorsports Reunion at Laguna Seca.

The newly updated flagship RX crossover is all about luxury, with little mind towards the sport and performance in its name. 2023 Lexus RX 500h F Sport Performance AWD review with The Road Beat Words and photos by Mitchell Weitzman Let's talk about the color first. It's called Copper Crest, and to both my amusement and surprise, this shade of rose gold can easily be considered a smashing success. Things were off to a rocky start when my best friend had a negative reaction towards the paint, but then something happened that I've never experienced before with a car: multiple people, multiple strangers, approached me and asked about the color because of how much they liked it. The initial unsolicited response came from an elderly lady, which confirmed a suspicion, but then others, men and women of varying ages, all came to comment on this shade of rose-copper in positive manners. Never have I tested a car where a color garnered so many compliments, let alone reactions of any kind. Copper Crest? My appreciation for the paint grew when at night it transforms into a strong copper worthy of the name. This final judgement was made all the more apparent when I saw another new RX in boring silver, which looked terrible by comparison. I mean, really, silver? That's the best your imagination could do? Job well done, Lexus. Copper Crest is a winner. Well, at least the color is good, because the rest of this Lexus is a combination of untapped potential and a pointless and degrading technology overload. There might be some sharp body lines and an F Sport badge adorning the fender, not to mention Performance in the official name, but this luxury barge forgoes both those aspects in typical Lexus fashion of lying in a game of pretend. As for style points alone, oh it kills it there, especially in this aforementioned color. But, the luxury aspect is also compromised by having too many solutions to problems that didn't exist, and by doing so, creates unique new challenges that grow in annoyance. There is speed to be had, thanks to a 2.4L turbocharged inline-four that is bolstered by a pair of electric motors (they help mask mostly all turbo lag and make for a transparent, seamless powertrain experience), boosting power to 366 total system horsepower. As a result, when you do smash your right foot down, 0-60 MPH takes a brisk 5.5 seconds. What's more surprising though is how smooth this new four-cylinder mashup is, and with a subtle rumble and growl when provoked. Both these aspects led me to believe there was a V6 lurking under the hood until personal examination. Where noise, vibrations, and hardness are concerned, this is one of the best four-bangers in the business right now. And with the electrical assist, this Hybrid averaged 27 MPG during a week together, not brilliant by other Toyota group hybrid standards, but impressive for a large and heavy luxury vehicle with decent pop to the pedal. Yet, that's where the Performance and F Sport retire. Beyond the impressive powertrain, there's not even a morsel of sport to be found. Now, that doesn't detract from the easy-going nature of the RX when cruising along the freeway, thanks to the nicely weighted steering that never wanders from your intended path, nor the comfortable ride that soaks up bumps - this is a hallmark of a good luxury cruise ship. However, enter a series of bends with enthusiasm, and you're only greeted by mundane boredom and such a lack of interest in sporty driving that it becomes laughable and arrogant for Lexus to have bestowed the name and badge upon this copper creation. Is the handling bad? No, not at all, as it still has decent ability and grip to make unsuspecting passengers (like your in-laws for example) hold on for dear life if you know what you're doing, but the problem is that this Lexus has no desire to partake in this and is zero fun doing so. Push things and you'll only be welcomed by a white flag of surrender and understeer, followed by the most heinously screeching front outside tire I've ever heard. I'm serious, on a long, right-handed, cloverleaf onramp, the left front tire was roaring and pleading for help so profusely I thought the sound was being piped into the cabin via the stereo. At least the cabin is built to a high stand - wait, what's that? On the dash, a large trim piece has simply popped out of place. Lexus usually stands among the highest build quality of any manufacturer, but a trim piece that repeatedly popped out is not a welcome sign. The rest of the cabin is as you'd expect, with sumptuously glorious leather and microsuede throughout and the solid feeling that's made to NASA tolerances with zero rattles. Well, except that damn trim piece. On the road, the interior makes for a wondrously quiet and relaxing ride, with noise levels so low that you can whisper from front to second row passengers, and a cushioned ride quality that shrugs bumps off with ease. The seats are terrific, too, with support where needed and that can be made to fit your body shape as perfect as you could so desire. You want luxury? Yeah, it's pretty nice here, and it better be for $70,000. However, Lexus has decided to implement some systems and changes carried over from the smaller NX crossover, adding solutions to problems that frankly did not exist before. The infotainment is refreshed and far easier to use than before, but the lack of a physical home button can be troublesome at times, with not even a digital one appearing when needed. The on/off button for the RX is also out of place, perched high up for all to see, and since when has that ever been something you want to draw attention to at eye level? Where things get truly bad are with the steering wheel controls, which are unlabeled, and pressing any of them instead brings up an illustration on the head-up display. If this is supposed to ease distractions, it only increases them as the attention needed to read the HUD and watch which ones you're hovering over makes things far worse than traditional buttons that reflect on the instrument cluster. There's even a button to shuffle to a new page of additional buttons on the HUD! What's worse is that, in some scenarios, like a low, setting sun, you can barely even see the head-up display, and if you wear polarized sunglasses like myself, just good luck - I needed it. I've never once had an issue with clicking through my steering wheel buttons for info like range or cruise control, yet here we are now with touch-sensitive buttons that show up on the windshield in a clumsy method. And, none of the controls even work until the system recognizes your finger hovering upon it, meaning that a quick click to increase your speed on cruise control often means clicking it twice to have any effect. Maybe with more time it can be easily mastered, but the learning curve is so difficult as to actually be borderline dangerous. The door handles look like traditional items on the outside, but they don't actually move, having sensors on the inside to unlock electronically. If they're trying to make door handles cooler, why are there still door handles to begin with? The Tesla or Aston Martin style and method isn't the right answer either for practical use, but these are just weird as to wonder, why even bother since they don't enhance the experience at all. And like many other new cars, this Lexus will notify the driver if there's something left in the back seat - a little friendly precautionary reminder. Except here, it's not a a friendly chime, but an annoying and loud six-beep sequence as you lock the car and walk away, making others stare at you as they too think your car is possessed or broken. The real kicker? Literally only once out of the half-dozen or so times this alarm went off, had I actually left anything in the car. Yes, this pointless and annoying reminder system actually was a total failure. Is the Lexus RX 500h a good car? Of course! But does it live up to the Performance and F Sport in its name? Not at all. The bright side is the straight line speed is enough, at least for a Lexus (a base BMW X5 is just as quick), but there is no fun to be had here besides the charismatic paint on this example. The build quality wasn't even rock solid thanks to that pesky trim piece (that I so annoyingly forgot to get a proper picture of), but the rest of the luxury is definitely typical-Lexus, attributing to a soothing mode of transportation. Either way, 70 grand is a lot of money for a Lexus now, but to be fair, you'd have to spend at least 80 for a comparably-equipped BMW X5, which I do think is the superior vehicle for its improved driving dynamics, and an interior that is more user-friendly. If space isn't as important, the incredible Genesis GV70 beats the Lexus on luxury and interior materials, style, and its four-cylinder is nearly as quick and returns similar-enough mileage. If you just want luxury and a smooth quiet ride with space for four, have no desire for enthusiasm in your driving, and granted that you can live with the electronics, the RX will be a fine choice, and you know you definitely want this color, too. 2023 RX 500h F Sport Performance AWD As-tested price: $70,830 Pros: Stylish to some; Luxurious and comfortable cabin; Good mileage Cons: Not sporty; Bad steering wheel controls

The new Prius is here, and nobody expected it to be this good 2023 Toyota Prius review with The Road Beat Words and pictures by Mitchell Weitzman I've never liked the Prius, until now that is. Always hideously ugly and slow beyond belief, no MPG bragging rights could have been worth the depressing thought and reality of owning one. Plus, in recent years, other hybrid cars (that weren't eyesores) have came perilously close to the benchmark efficiency set by the Prius; If a better looking and driving car got the same mileage, you'd have to be crazy to choose a Prius. However, that has changed; Toyota has shocked the world with a new sexy Prius nobody saw coming, and it's way faster. Not a fast car, but the improvement is astounding. If you want an efficient hybrid, or just any vehicle today for between $30,000 and $40,000, the Prius is a slam dunk and should be at the top of your consideration list. There's little I dislike about the new Prius, but chief of which might be the knock the newfound performance has against its ultimate mission of peak gas mileage. After a week of driving the Prius on mostly freeways, I averaged 42 MPG, which is quite a bit less than what's quoted on the window sticker, and 8 MPG less than a FWD 2022 Corolla Hybrid. However, it is 2-3 MPG better than the last AWD 2023 Corolla Hybrid SE and Camry Hybrid SE I drove last year. Despite falling short of admittedly high expectations here, it's impressive in its own right and the sacrifice given for its extra punch is a tradeoff I and others should be willing to make. Any way you look at, you shouldn't complain about 42 MPG. In more city-oriented conditions, you should see higher numbers, too. The other knock is against the design. Wait, what? I can hear you saying, "I thought you liked the shape. You called it sexy!." You're right; I did. However, this sleek shape has some drawbacks introduced. With such a raked windshield and roofline, rear headroom is impacted negatively so that 6' and taller passengers might not be too happy in the back seat. Further, the windshield stretches so far forward, not that unlike a Lotus Esprit, that the A-pillars seem weirdly close to your head, and the view out the front, with that long stretch to where the dash meets the bottom of the glass, makes the car feel bigger than it is, and almost cumbersome. Once you get used to it on the road and you realize it's in fact not a big car, this doesn't really matter anymore, but it was strange upon first entry. And one more thing about the driving view is an instrument cluster that is 50% blocked by the steering wheel when set to my normal, optimal driving position. Like the bZ4X, this poses a safety issue not being able to see all your information at a quick glance. I ended up lowering the wheel more than I felt comfortable with in order to see everything, which limits operation of the wheel as your arms lose range of motion. How this made it off the drawing board is beyond me and is need of an immediate remedy. Also of note is a trunk that could be larger. Negatives aside, the Prius is an easy recommendation to make and perhaps your frame and stature (I'm 5' 10" for reference) suit the odd steering wheel-to-gauge-cluster ratio. Now, let's talk performance: It's a common fact that the Prius has always been a dreadfully slow vehicle, and for most years of existence, it was in fact the slowest accelerating new passenger vehicle sold in America. Not anymore. With 194 horsepower from its combined output, literally a full 73 more ponies (a 60% increase), acceleration from naught to 60 MPH has been shaved from over 10 seconds to a relatively scant 7 seconds. This newfound grunt also completely leaves both the Camry and Corolla Hybrids in the sewer. It's still a noisy four-cylinder, making unpleasant sounds when your foot says "go," but this is a massive achievement for the Prius and modest hybrid cars in general. No longer do we have to deal with the Prius being a dismal, slow car, as now you can merge onto freeways with ease. There's also zero excuse to be holding up people in the passing lane going 65 MPH with a train of unhappy drivers behind you. Yes, we've all been there with the classic left-lane-camper Prius driver. With this extra power on tap, the Prius can outrun most passenger sedans in its price bracket from competing brands. I cannot stress enough how important this improvement is and what it means for all cars on the road. Besides horsepower gains, the new Prius has a chassis that greets corners with enthusiasm rather than skepticism. Handling remains surprisingly neutral and has enough grip to surprise both yourself and whoever is following behind. I won't call it playful, but the ability to chuck it in and mash the throttle without the dooming understeer of Priuses past is an enlightenment worth celebrating. I will note that this is the FWD model, and I reckon the AWD version will be less fun and too tied-down. The dead steering itself is a bit wayward at first, with little resistance and lack of re-centering, but once you acclimate to it and experience the hidden talents beneath, you do gain a confidence behind the wheel. After my week with it, I seriously want to take a Prius to a trackday, as I can't imagine the frustration that cautious and tepid trackday first-timers, behind the wheel of their new Porsche or Corvette, will feel as a Prius (in the hands of an experienced driver) walks away from them in the corners. The reward will be so high. The cabin on this Limited trim, the nicest available, is good, but maybe a little lacking for a near-$40,000 car. The overall quality is fine, and there are some soft materials to be found, but it could be just a little bit better in some areas to help get rid of a few flimsy controls and sharp edges on plastic bits. Most will find it perfectly habitable, but I would like to see another step up here. I will add that the two sunroofs are a nice touch for the inside environment and make the interior feel larger. And the seats are comfortable paired to a compliant ride quality. Due to the evidence presented, the new Prius is a knockout. Nits and picks aside, this is basically a total package: It's sexy, it has enough performance, drives pretty well, and delivers over 40 MPG with ease. When shopping for a car under $40,000, the Prius should shoot straight up to the top of your list. I do prefer the fancier cabin and even more fun driving dynamics and engagement from Mazda's 6 Turbo models, or something like the new Acura Integra, but they average quite a bit under 30 MPG, which might be a serious concern to buyers. I like the new Prius and I think you will, too. And that's a phrase I never expected to hear myself saying. 2023 Toyota Prius Limited As-tested price: $37,494 Pros: Exciting looks, improved power and dynamics Cons: Cabin space hindered, can't see gauge cluster comfortably 2023 Toyota Prius review

The Avalon's replacement is inferior in almost every way 2023 Toyota Crown review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Crown may be an unfamiliar name to Americans, but the nameplate stretches back to the 1950s in the USA, before being replaced in the early 70s. However, the Crown lived on elsewhere, becoming a prestigious name in Toyota JDM lore through its receiving of twin-turbocharged 'JZ' family of engines in the 1990s. Though a name of history and prestige, it unfortunately holds little weight here in the States, where most only know the Crown as a popular period drama on Netflix. What this large sedan really does today, though, is replace the long-serving Avalon, a vehicle that saw ever-declining sales in an age where more and more are upsizing and switching over to crossovers and SUVs. Despite the slowing sales, the Avalon was possibly Toyota's most accomplished car, and the Crown that replaces it, made as a Dr. Moreau creation that bridges together the design elements of a car and crossover for compromise, is sadly almost worse in every single way. Buy it for... For one, the Crown is available exclusively as a hybrid, with two engine choices. Starting with the standard hybrid four-cylinder, combined output is 236 horsepower from the 2.5L Atkinson-cycle four-cylinder/3 AC motor collaboration; This is the unit that was powering my tester. However, there is an optional choice, bearing the iForce MAX nomenclature first seen on the Tundra pickup. Selecting this power unit brings output up to a perky 340 horsepower and 400lb-ft total, a startling number for a consumer Toyota sedan. I have not driven this example yet, but performance looks promising, with 0-60 MPH estimated in about 5.5 seconds, whereas the entry engine is a little short of motivation in comparison, requiring 7.3 seconds to reach 60 MPH from rest. However, while it does little to inspire confidence when passing, there is enough shove to do your daily business in ordinary fashion. The real highlight, though, of both this basic hybrid configuration and of the Crown as a whole, is the impressive fuel economy. During my week with this bulbous AWD Crown, I averaged 39.5 MPG. To put that in perspective, I recently tested a Corolla Hybrid with AWD, a much much slower and smaller/lighter car, and you know what that achieved overall? 39 MPG. I'm not sure how, but this larger, heavier, and more powerful AWD Crown gets basically the exact same fuel economy. Job well done, Toyota. And while it is not the most refined engine type, as four-cylinders rarely are, it is less grainy and coarse than prior Toyota engines, like the one in a Corolla that does a convincing impression of a trash compactor under load. Space is abundant inside, as it should from a vehicle measuring 196 inches long and with a 112 inch wheelbase. Adult passengers will find the rear seat to be a very livable environment for long journeys, but this was also true for the Avalon. Overall, the interior features lots of leather and other soft materials that represent a step-on from the Camry sedan that sits below it in the model hierarchy. In the center of the dash rests a modern 12 inch touchscreen that's easy to use, even if I don' the stark graphics at times. There's lots of feelings of Lexus inside, with this evident by the shift knob that actually has been lifted straight from a Lexus. All the features and amenities you could hope for are included as well, like CarPlay and active safety. This is a very comfortable car, both in ride quality, and it's quite quiet when on the move. The slightly higher 60 inch ride height makes getting in and out easier as well, bridging that compromise between sedan and crossover. Skip because... Despite flashes of quality in the cabin, there's also some mixed results, too. There still are random cheap plastics here and there, something you wouldn't find in most Lexus like the ES 300h, such as the nasty piano black buttons on the steering wheel that look and feel resolutely cheap. Further, the trunk features a horrid little plastic button to open it from the outside, and then also the trunk itself (not power by the way, disappointing on a 50 grand Toyota) made some haunted creaks from the mechanism when opening; I would take that right back to the dealer for a warranty claim. It's nice for a Toyota through and through, but I actually don't think it's any nicer than the Avalon it replaces, with some aspects falling short of the similarly priced Lexus ES 300h (which, incidentally, is an Avalon for all practical purposes) as well. You might think it's nice for a Toyota, but it's not nice enough for over $50,000. Also of note, the JBL stereo failed to impress, much like it never has in any other Toyotas I've tested with this expensive option checked. Which brings us to the price for this top-grade Limited example: It's too expensive. Nothing about this car screams 50 grand and there are other cars in this price range that are simply nicer and more stylish. And for an immediate comparison to its predecessor, a comparable Crown is several thousand dollars more than an Avalon hybrid and even equals the sticker on Lexus' own ES 300h, which is just an even fancier Avalon. With no other way to say it, Toyota has priced the Crown too far out of sensible consideration. Say what you want about the styling, but I was unable to gel with the controversial looks, especially the rear and its bizarre rounded outline of the rear bumper cover. The Avalon was a pretty car, and the Crown is not in my own eyes. Gas mileage is good and noteworthy, but it's also not an improvement over past Avalon Hybrids, nor any different from the Lexus ES 300h. It's good for a big car, but it doesn't actually move the bar on any further. The MAX engine option is expected to lower overall economy by 5-10 MPG for what it's worth. I raved about the exceptional mileage earlier, but the fact is that it doesn't improve upon the car it replaces. Handling was clearly not in the interest of the engineers during the Crown's creation, following a pattern of remote understeer during any form of relatively keen cornering. Even taking turns at 5/10ths would result in the tires, wrapped over giant 21" wheels no less, starting to yelp in pain. The steering is fine and confident for normal driving, with no wandering at speed, but this is clearly a sedan made for comfort and no curiosity in cornering. I did once induce a slip of oversteer when getting off the brake on an uphill turn, but failed to replicate this flash of fun anywhere else, with the electronic nannies choosing to limit power early via the traction control while relapsing into scrubbing understeer during any opportunity and attempt of some fun in some turns. Though the iMax engine configuration sounds fun, this floppy chassis will undoubtedly be completely overwhelmed by the increase in power and unlikely to make good use of it. I miss the Avalon After a week with The Crown, I miss the Avalon. Everything the Crown does well, the Avalon did the same or better. The latter drove nicer with more neutral handling, it's better looking, already had lots of interior space of its own, got similar gas mileage as a hybrid, and most importantly, was several thousand dollars cheaper. I predict the Crown will not sell for more reasons than why the Avalon didn't sell; If the Avalon had already become a niche product, the Crown is now in even a tighter niche because of a price that's just too high for a Toyota sedan. And that's the real problem with the Crown: it's just too expensive and not luxurious enough to warrant the price. And if you're looking for a well-made $50K sedan, why would you choose this over the luxurious Lexus ES 300h? Or the amazing, if relatively thirsty (no hybrid option) Genesis G80, a car that truly wows in almost every single dimension. This is a creative attempt, but one that frankly will not translate to sales nor persuade most shoppers from just continuing to step-up into crossovers and SUVs. The only redeeming factor might be the optional 340 horsepower version, but with that bringing the comparable price up to a whopping $55,000, that is a troubling thought that will struggle to make a case for itself. Still, I will reserve final judgement until I drive one. 2023 Toyota Crown review As-tested price: $50,648 Pros: Great economy; Spacious Cons: Weird looks; Quality doesn't match price

Right now, the only reason to choose an ID.4 is because of its tax credit advantage. The rest is rather "meh." 2023 Volkswagen ID.4 Pro S review Words and pictures by Mitchell Weitzman with The Road Beat What is it? This is the third ID.4 I've tested in the last two years, represented here in the all-star of the ID.4 all-electric range: the AWD Pros S. Compared to standard ID.4s, this model is AWD and sees a sharp uptick in power and performance. It costs $52,985 as-tested, but unlike many key rivals, this one qualifies for a substantial $7,500 federal tax credit at the time of review. Buy for... The Pro S version seen here has 295 horsepower, a rapid increase to the base model's paltry 201 horsepower. With this dual-motor model powering all four wheels, you can relax a bit more during inclement weather and enjoy increased grip when accelerating from a stop. 0-60 MPH takes 5.5 seconds, a decent number, but acceleration does wane considerably above 50 MPH, as is customary with many modest electric vehicles. Still, the ID.4 Pro S will take a Toyota bZ4X to Gapplebees every day of the week as a bZ4X-owner is left wondering about their life mistakes. The interior is spacious enough for any person or small family, too, and it makes for a comfortable and respectively quiet ride when cruising on the freeway. Inside are many of the latest technology features that consumers want, and unlike prior tested ID.4s, this one suffered no lockups nor glitches in the infotainment system. I do like that the ID.4 gives the driver the option to choose between zero regenerative braking and nearly full one-pedal-driving due to aggressive energy recovery when braking. This means that simply lifting off the accelerator pedal incurs noticeable braking force, so the equivalent of coasting means slight pedal application still. It's a change to traditional driving, but at least you are given a choice. There's also a hefty $7,500 tax credit available to potential customers, which can help make this a relatively affordable EV since it's built in the United States and still qualifies for that rebate, unlike some of its foreign-made competitors. The battery pack measures 82 kWh, which is on par for the segment, and I averaged 3 miles per kWh after a week of mixed driving, which should give a theoretical range of 246 miles. This number should be enough to ease most worries of range anxiety for simple commuting. However, 3 miles per kWh of stored energy might sound okay at first, but it is important to note I never drove over 70 MPH, even refusing to use the heater and any climate control besides seat warmers and the heated steering wheel during winter. As a result, actual real-world use by most drivers will see an average of 2.5 or even less, though I'll give it the benefit of the doubt because it was a rather cold week in Northern California during this test, with sub-40-degree mornings (cold ambient temperatures have a negative effect on battery capacity/efficiency). My theoretical range was already below the EPA estimate on the window-sticker, so with more normal driving behavior and using the climate control, I'd expect most drivers to experience a range closer from 190 to 210 in the real world during winter. I was at least proud to have conjured up an efficiency score starting with a 3 during winter. It's less of a positive and more of just an average showing to keep up with similar competition. Skip because... Here comes the laundry list of items I don't like that make this otherwise simple vehicle far from ideal in a perfect world, and in no real particular order. I still dislike the gimmicky door handles, which offer no mechanical connection and feedback, feeling like a flimsy toy as you pull the interior lever. If they're electronic, why not just use a button? Silly. Buttons are more futuristic anyways. The way they release the door can also be problematic on hills where it can almost get stuck half-shut. These strange appointments don't end there, though, when it comes to the interior. Other oddities include some ergonomic nightmares like the lack of a volume knob and its subsequent replacement, the touch-sensitive finger-slider-thing, which is terrible to use. Most of the climate controls are placed inside the screen, but there are some physical controls for defrost still, yet they are not placed in the center of the dash, but instead to the left of the steering wheel where the headlight controls are. The view out the front is marred by a dash and hood line (where the windshield meets the hood) that are too high, and confronted by intrusive A pillars that hinder peripherals. The front offers no additional storage despite having no combustion engine placed there. Another curiosity has me questioning why the center storage and cupholder areas are so bulbous and pointlessly large? Take a look at this photo below that shows this art-inspired shape that offers zero additional lower storage and is just a complete waste. It's 'artsy' for those that appreciate modern sculpture I guess, but only when viewed from the floor. This easily could be either cleared, for increased cabin space and openness, or turned into a usable and practical storage bin. The infotainment is improved when it comes to operational smoothness over past ID.4s I tested, but some vehicle settings are too buried and cumbersome to access at times. A good example was trying to disable the auto-hold feature, which was hidden deep in the settings under 'brakes,' instead of a physical button like most vehicles have with this feature, but also, it's curiously not accessible through the 'assist' button on the dash that accesses other safety systems. I still don't like the PRND rocker switch that was clearly stolen from BMW's i3 (an interestingly bad source of inspiration for this specific feature), and the ID.4 itself is just a very boring vehicle to drive. It's not slow, but it rarely comes across as quick, while being clearly slower and less enthusiastic than Hyundai's excellent Ioniq 5 AWD. I found the ride quality to be choppy and unsettled on more intricate surfaces paired to steering that was nervous at higher speeds due to some darting behavior on the freeway, showing a lack of linear response as well as being too sensitive. There's some decent grip and ability due to the AWD and dual motors distributing power to the right places, but there's no joy to be found here, only coming across as wooden instead. The increased speed above a standard ID.4 is very welcome, but this is still a vehicle that does nothing to inspire during driving by any means, with no glaring standout features and doing nothing better than the competition when it comes to moving. Also, when it comes to charging, the ID.4 Pro S is restricted to peak charging speeds of 150 KW on a level 3 DC fast charger. This instills the ability to charge pretty fast, but what can't be ignored is the ability of some key rivals' potential to charge at 350 KW now, further halving charge times on select DC charging stations. If you're in a hurry and one of these ultra chargers are available, it can make a big difference, and VW will need to increase the charging ability to stay with rivals and make this a more viable future. Taxes and price The biggest advantage right now of the entire ID.4 range is the availability of a $7,500 US federal tax credit. Because it's constructed in the United States, the ID.4 qualifies for the full amount, unlike Kia's EV6, Hyundai's Ioniq 5, and the Toyota bZ4X. Because of this unfair advantage, this becomes a decent deal at a net $45,000 cost and undercuts my favorite, the equivalent Ioniq 5, by some margin. So, if saving some bucks is your prime concern, that might be the sole reason to consider the ID.4. But, if you want save money, what's wrong with a nice Toyota RAV4/Venza hybrid for $40,000? They each achieve 35 MPG still, with no charging concerns, are AWD, and you'll save considerable up front. The other company that must be mentioned is one that most probably think of when they picture an electric car: Tesla. Their Model Y crossover might be hideous in the flesh, but it's a wonderfully packaged vehicle that performs great, too, also qualifying for the tax credit. Whatever your thoughts are towards the brand and their CEO, the delivered product is successful for a reason. Don't also discount the Ford Mach-e, a stylish crossover that is also tax credit eligible. But here's the thing, should a tax credit be the sole reason for choosing a vehicle? Ethically, it shouldn't, and comes across as market manipulation, but sometimes the most important aspect to a buyer is the monthly payment. A disappointing foray into EVs I get that it sounds like I'm bagging and ragging really hard on this car, but it could be soooo much better than it is. The resulting product is one that languishes in creativity and provides no real confidence in a possible electric future, almost as if they just didn't care. Two years ago I wrote that the ID.4 provides a smooth and restrained transition to EVs because of its modest approach and lack of surprises, but that doesn't stick today. Other rivals are coming out with exciting products that drive better, look better, and offer more range and faster charging. Simply put, the ID.4 is already old technology in a changing world. Other EVs are a stronger choice right now, or maybe it's just best to wait for the next generation still. The one vehicle the ID.4 does best? Toyota's bZ4X, another fruitless labor of disappointment that proved even more uncreative and dull. At the least the ID.4 can boast about that. 2023 Volkswagen ID.4 AWD Pro S As-tested price: $52,985 Pros: Tax credit eligible Cons: Average in every objective and subjective category. Dull.

How does the new automatic GR86 hold up a year after release? 2023 Toyota GR86 automatic review Words and pictures by Mitchell Weitzman A short year ago, I had my first opportunity to drive the newly redesigned GR86 sports coupe, albeit with an automatic transmission. Regardless of the fun-draining auto slushbox it came equipped with, I came away mightily impressed with the revamped 86, signifying a notable step forward in refinement and an even better chassis. However, a year later and behind the wheel of another automatic-equipped GR86, I'm left barely lukewarm despite the natural talent, and again absolutely reaffirming my opinion that if you're dead-set on adding one to your garage, you have to get the manual. As a result, the automatic car does not have enough going for it to recommend as a fun performance car. There's more than the just the transmission at fault here, and with no manual divinity present, other annoyances become increasingly present. Even with the laundry list of items that follows, there is at least one aspect that is still undeniably brilliant. Rest assured that I'm not here only ragging on the unfortunately ancient six-speed automatic with flimsy plastic paddles behind the wheel; That is far from the only sin the GR86 commits. Starting with the interior, I remember liking the cabin last year, finding it a nice upgrade over the original's, but now with another year of trying other cars with similar price points and purposes, it's a complete letdown. I had even recently favorably compared the interior of the GR86 to a Mazda Miata, and how wrong I was after testing both again in close proximity. Besides some supportive and attractive looking seats, this is a genuinely flimsy and toy-store interior with some of the cheapest pieces in any new car on sale today. Take for instance the interior door handles, being thin and hollow plastic, and in use, come across feeling like they belong in a large Lego car. If anything, that might be an insult to Lego. Half of the controls for the climate control are overly large, curved switches with a metallic look to them that are anything but metal. Aviation-inspired? Maybe, but why are they so big? And once your finger presses one, you might be left thinking what poor 2004 econobox these were stolen from at the Pick-n-Pull. And the backside of them, because they curve out so generously, just do yourself a favor and don't feel what is behind them unless you want more disappointment from the poster child of cheap plastic injection-molding processes; I think the buttons on Hungry Hungry Hippos have a more quality and solid feel to them. Look, I could go on and on here, but the fact of the matter is this interior is so far below what can be expected now at an over-$30,000 price point, with hard plastic riddled literally everywhere. The terrible attempt at microsuede to introduce some texture in the cabin also looks like it was bought in bulk from wish.com. It's funny because, at first glance, the interior is nicely shaped and purposeful looking - even the pictures probably make it look cool. Yet, life is three-dimensional and that's where it fails. I can't forget the left side of the steering wheel, where there's an ungainly bulge outward that is an easy knee-basher. I can't knock the space, as you should honestly be thankful there are any rear seats rather than none, so it's welcome to have them for any emergency purposes. The front seats are quite good, with necessary lateral support, but lacks the minute adjustments I want. With a bottom that is too flat and without any controls to angle the front higher, I never caught myself in a driving position I was truly comfortable in for a sports car. Further, the seat cannot be lowered enough even for my modest 5'10" height, and the steering wheel also has a limited range for height control. I was left feeling too high in the cabin, sitting on top rather than in it, compounded with a wheel that was too low. Electronics in the GR86 are slightly, er, catastrophic. The center display for the infotainment is easy enough to figure out, even if it looks like an aftermarket unit from Best Buy circa 2014, but that's not what I'm talking about. Toyotas are known for annoying beeps and bongs, but the GR86 is on another level and actually has defective noises I've written about before that remains the subject of total oversight. As is routine in almost every new car, starting the car without your seatbelt fastened results in several loud chimes, I guess to remind you you are in fact in a car in case you forgot. Dumb, but whatever - lots of other cars have adopted this stupidity despite the car not moving and a transmission in park. I learned the real issue when taking pictures of the car, the result of me getting in and out and repositioning the car a lot with it left running. While it is common for cars to nag you if you start driving with your seatbelt undone, which is perfectly fair as that is actually dangerous, the GR86 will beep slow and then faster in typical Toyota fashion. However, the downfall is that once you reach that time threshold where it beeps with that increased ferocity, even if you stop and put the car in park, the beeping will not cease; All other cars will stop the beeping once you put the transmission into park, but not the GR86. Even with the car in park, and me not even in the car - I left it running, closed the door and walked away - I could still hear it chiming inside like a bomb was about to go off. This is not an issue that will apply to many, many drivers - almost all of them will likely never experience it unless moving it in your driveway perhaps - but seriously, this is such poor oversight and programming showing a lacking and laughably bad intelligence . The other - oh yes, there's more - annoyances include a chime that will ring endlessly if you turn the engine off with the door open (it will beep even with the car off lol). Then there's the active safety systems that are on by default. Unlike other Toyotas, the GR86 is built in conjunction with Subaru, and so instead of Toyota's own active safety systems, we have the highly overreactive Subaru's EyeSight. Now, I'm not discounting safety in the slightest, but I actually felt more unsafe at times with EyeSight than if it weren't there at all. For example, continuing with the annoyances, the standard features include a beep every single time the radar cruise control picks up a vehicle in front of you. Luckily, if you venture deep into the vehicle settings, you can turn this off. What I couldn't stand, though, was how aggressive the automatic braking and collision warnings were on the GR86. In everyday traffic, like when releasing the brake normally to start forward progress as the traffic light turns green, at least a dozen times I got a collision warning notification about rear-ending the car in front of me as we both pulled away. Additionally, there were times when it would hit the brakes on me when creeping along with traffic in a similar situation for absolutely no reason, which is more dangerous because now I've got to worry about a car rear-ending me from behind because mine has decided to suddenly stop. Backing up into tight parking spaces, even controlling motion via the brake pedal with active brake pedal application, the GR86 would come to an abrupt halt and slam the brakes if you got 'too close' to something, which was still about a foot away when it occurred. The system is so intrusive and annoying as a whole that it inhibits everyday driving, usability, and sanity. Thank the heavens that all of this can be disabled, but then you'll be left with nothing at all. So it's either you have all of it, which doesn't work for me, or none of it, which also sucks. I cannot iterate enough of how not a single other car I've tested has behaved in such an inconvenient way in this regard. It was so intolerable and questionable that my friend even asked, "what the hell was that?" the first time it crammed the brakes on us in a parking lot and then again at a traffic light that had turned green. I'm not bitching about this to for the sake of bitching about it because I'm biased or whatever arbitrary garbage assumption you might have: This is 2023, this is a brand new vehicle, and this is unacceptable. Whew! That out of the way, now for the fun stuff? Nope, there's more! Yay! The electronic overlords are again willing to reduce your joy and have programmed the traction and stability controls to only be fully disabled while you're at a complete stop. While driving, you can partially turn off traction control, but only when below 30 MPH, and once you're above 30 MPH, you must accept defeat as Skynet - I mean traction control - comes back online. The silver lining is a playful halfway track mode setting that can be activated seemingly at any speed. However, this is supposed to be a sports car - There's even a GR badge for Gazoo Racing for crying out loud, their factory works racing team that competes in the FIA World Endurance Challenge and World Rally Championship - yet you can't turn off traction and stability control unless you're at a complete stop? That's an example of boardroom and proverbial garbage. Power comes from a 2.4L flat-four 'boxer' engine, a Subaru unit, that helps keep weight low in the front and thus aiding in its center of gravity for agility. Rated for 228 horsepower and 205 pounds-feet of torque, the GR86 moves you in ways the old 86 never could, but when equipped with the long-legged automatic, this GR86 never feels quick at all. The stopwatch might sound okay, being comfortably under six seconds when timing 0-60 MPH, but there's just no oomph nor shove that you might hope for; You can definitely blame the gearing, with second gear redlining at over 60 MPH for that one, and a sixth gear that spins at a lowly 2,000 RPM at 70 MPH. I hear the manual improves upon this with its shorter gears, which would bring the extra pace needed, or at least the feeling of punch in the seat of your pants. You'd also think a small little engine like this would be economical, but it really isn't, with the GR86 averaging 25.5 MPG during our time together. A lot of that was spent driving in the rain, which doesn't help, but my 1993 BMW 325is, with an old 2.5L six-cylinder and a five-speed manual, averaged the exact same efficiency through years of ownership. That fuel mileage figure is also about six short of a Mazda Miata, and even five short of the GR Supra 2.0 four-cylinder. Adding fuel to the fire of disappointment is a motor that sounds broken at times due to the unpleasant mechanical clanks (especially at startup) and its impression of a cheap blender under load. If you're looking for a musical and smooth engine, this ain't it. Smoother than the old one? Sure, but that doesn't mean it's a smooth ICE compared to a six-cylinder let alone other inline-fours. And now about that transmission, because it deserves to be melted down and recycled. If you're already going for an uncompromising sports car, willing to make the necessary sacrifices for driving thrills, why you would get an automatic? If you want the traditional and real sports car experience, you and the car both deserve a manual. With other cars, you can argue about how good the dual-clutch transmission is of Car A or B, but here we're left only with an archaic slushbox; Shifts are never brisk and reacts slowly to manual inputs via the crappy paddles. The long gearing of the automatic does no favors, which lead the GR86 to hunt for gears often and downshifting when it shouldn't need to because it exposes gaps in the powerband. If there is a displacement increase compared to the old model, you wouldn't know it when driving the automatic. Slower speeds are where the transmission really gets lost, literally. I found numerous instances of slowing and turning off a main road and when getting back onto the power, there would be nothing there, as the transmission would be in-between gears and confused what to do next, like there's an internal task board with several immediate items due and unsure which to tackle first. Certain aspects remind me of traits from old single-clutch automated atrocities, like those found in E46 M3s or even old Toyota MR2s; The resultant jerks and motions should not be felt in a modern automatic. Whichever hill you choose to die on in the endless manual-versus-automatic debate, the fact is that the automatic in the GR86 is a very poor one - simple as that. Maybe, just maybe, it was done on purpose to guide buyers to the manual, yet I see and hear plenty out there with the melting slushy instead. I can't help but feel sorry for anyone who does buy an auto GR86 because of all the fun they're missing. The manual offered isn't the greatest stick-shift ever, but it is a solid, positive, and fun unit regardless, and does bring a great deal of fun back to the GR86. By putting the primary focus on the driver interaction, the woes are forgotten rather than exemplified. I can hear the forums chanting, "Stop bashing the GR86, it's a golden child that deserves to sit on a perch because it can do no wrong!" like a cult. Yes, paragraph and paragraph of disappointment, but the GR86 does a few things right, too. Simply put, despite the still-lacking engine, driving position that doesn't quite hit the mark, and a chintzy interior, the GR86 has one of the best chassis of any new car on sale today. You want handling supremacy? The GR86 is up there with the best in the world, at any price. In fact, this car drives and corners so good, you could forgive basically every single other shortcoming. Even if I do think the steering could use more feedback, the wheel still feels positively alive in your hands compared to numerous other new cars on sale; You get the sense that this inanimate object is a living and breathing being beneath your finger tips; Left-right commands are dealt with fluid and immediate continuity. While it might sound cliche, enough to where even I've used this metaphor before, but this is the kind of car where enthusiasts and journalists describe as telepathic. If you can think it, you and the car can do it. Understeer is not applicable to the GR86 except in the most extreme (usually misjudged settings and scenarios where the fault is on the driver), with gracious grip from the Michelin Pilot summer tires and a fluid mechanical balance that seeks out corners like the T-1000 after John Connor. The rubber might be of a narrow 215-width variety, but these lend malleability to the experience through a well-executed judgement of grip verse feel. The confidence on hand is beyond most other sports cars thanks to the inherent faith provided through the controls to your mind and muscles. Resulting apexes are honed out like white on rice, and if you're missing apexes at a track day, trust me when I say it's not the car - it's you. With high adjustability, the chassis invites you to get back on the power early to drive right out to corner exit pitch-perfect every time with precision. Want to be a hooligan? Mash the throttle (assuming you first came to a complete stop and turned off traction control) and revel in the magic balance of what happens when this car starts facing lateral instead of straight like the classic tofu-delivering AE86 by which this draws its lineage. Other cars have sloppy and unexpected transitions to and from oversteer, but the GR86 just slides not like second nature, but first nature. A quick correction and you never find yourself fighting the car, just guiding it and going with for the ride. Grip comes back smoothly, along with a huge grin as you just want more. And more. Want more proof this chassis is god-defining? I drove the GR86, shod on Michelin summer tires, in light snow. Shoot, I even passed a Sheriff in their 4WD SUV on the freeway in the snow! The car was incredibly stable as I kept to the tracks of other cars during a Spring dusting in Placerville, and never gave a moment of fear even at 55 MPH. Things were a little different in a parking lot that hadn't been driven on with a full inch on the ground, but I still got around just fine. There is a snow mode preset, but it didn't work well in the parking lot, finding it better to just fully disable traction and stability control. And yes, it drifts ever so pleasantly and gracefully in the snow, even at 4 MPH in slow-mo. Another accolade goes to ride quality and suspension when driven with aggression. I don't mean the ride when just cruising, which can be stiff, but that's expected for a sports car, but rather when dealing with bumps mid-corner at speed. Refusing to be upset by sudden impacts when the suspension is loaded up (something that brings about issues with other and pricier sports cars, like the GR Supra even), the GR86 shrugs them off and keeps going without any fuss, seemingly just gliding right over. The Honda Civic Type R is too stiff to deal with imperfections and just kind of hammers them back into the ground, but it's the GR86 that just hovers and goes regardless of the surface. A car cannot be considered perfection by enthusiasts solely for the reason of existing. Existing is not enough, and you might have given up on this review early on, thinking that I'm just brand-bashing or whatever nonsense, but if you read the whole thing, you'll understand my take on this car. Like I just wrote above, you can't just put a car on a pedestal because it exists; People like that turn a blind-eye to shortcomings through their own bias. The GR86 has a lot of problems, like the crap interior, a dismal engine when paired with an also-dismal automatic transmission, and annoying electronics that are among the worst of any car. The transmission part can be remedied with the manual (which is probably the only way this car should even be offered), yet the real star, a standout among standouts, is a chassis with handling befit of actual Drift King Keiichi Tsuchiya. Is that enough, though? With so many drawbacks, I think I'd want to look elsewhere. The performance you get for the price is outstanding, but it's hard to get past an interior that is stolen from an old Corolla. So, what else could you get instead? Well, you could do a Mazda MX-5 Miata, the only other rear-wheel drive dedicated sports car for the same price. It's even more uncompromising due to size, a choppy ride, and a loud interior, but it's as fun to drive (when both are manuals), and you get the sensation of wind in your hair as a convertible, something the GR86 cannot offer being a coupe. You could go for something totally different and unexpected: the Hyundai Elantra N. For the exact same price, you can have a nearly-300 horsepower, turbocharged pocket rocket from Hyundai with a manual and a bona fide Nurburgring-grade chassis and handling performance. Sure, it's front-wheel drive, but as I wrote in that review, it's the more fun car to drive, being stupendously involving on my favorite roads. Drifting won't be an option, but on real roads and in the canyons, the extra power and the shear poise make it such a winner, not to mention some usable rear seats from an extra set of doors and the same fuel mileage (despite the 50 extra horsepower). It's an unconventional choice, and it's not a 'sports car,' but it does sports car things better than some sports cars. It's ugly, but hey, there's a visually-refreshed one coming soon. Am I alone in thinking this? Nope, as the Elantra N even won a Motor Trend shootout when compared to the GR86. I like the GR86 and what it's about, but deficiencies that make it annoying to live with coupled to a notably sub-par interior really bring negativity. With a manual, perhaps there would be enough to forgive and forget the negatives. However, as a performance car goes and the thrills it can bring, a Hyundai Elantra N has it matched and maybe beat. Not the conclusion you were expecting... 2023 Toyota GR86 Premium Automatic As-tested price: $33,748 Pros: Superlative chassis; Great looks Cons: Automatic makes the car pointless; Grainy engine; Cheap interior

The new CR-V is here to capture the mainstream buyer. Will it capture you? 2023 Honda CR-V Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Ubiquity by ubiquity, that's the general and safe strategy for successful, modern crossovers and compact SUVs. Too much creativity can be a penalty, and competition is too ruthless to willfully give up a free kick to a talented right foot, or left for that matter; I accept left and right foots all equally. What if, though, the way of standing out today was by not standing out? After years of popularizing overstyling from brands like Toyota and Hyundai (and even Honda are guilty of this trend) that feature incongruously sharp and pointy elements (pleasing to the general public out of excitement), this new crossover from the Japanese giant is a welcome example of a return to understated design; Their new Accord and Civic also succeed in this regard. By having a reserved and well-statured CR-V, it now stands out on its own via these utilitarian good intentions. Can it earn the right to outsell the Toyota RAV4? Highs The redesigned 2023 Honda CR-V Hybrid has seen deep swathes of changes that you both can and cannot see. This Sport Touring currently represents the most expensive CR-V one can buy, with a 204 horsepower hybrid powertrain and AWD. At a sticker price a few dollars under 40 large, $39,845, there's no doubting the value on offer here for their top-shelf edition; If you want to go the other end of the spectrum, a base model will set you back under $30,000. Attractive price can really rein in buyers, and Honda has got that down, with many comparable RAV Hybrid XSE and Limited models retailing for $43know. Granted, there are some extra options to choose and have on a RAV4, but having your range-topper come in under 40 is job well done by Honda. Honda's application of a hybrid engine continues to impress, with the 204 horsepower punching above its weight in response and real-world performance thanks to a chunky 247 foot-pounds of torque that arrives seamlessly. 0-60 MPH takes eight seconds, hardly worth bragging about, but there's a certain refinement to the operation, letting go of the gruff and rough nature of past four-cylinders that like doing a constant (and accurate) impression of a trash compactor. Don't get me wrong, this is still a four cylinder and has the usual buzzes and coarse noises, but it's among the best of the breed, especially when it comes to smooth throttle transitions, such as when coasting down to a walk and then reapplying the throttle. Honda has a won a fan in me with their new interior design direction, choosing a spartan, industrial take in its proceedings, akin to those cool loft style apartments in magazines. I quite like this style, but others may not and that's all quite understandable. Materials are consistently decent in the cabin, lacking any real luxury items, but instilling a robust and sturdy build that does well to lend an air of quality about itself; While not a fancy interior, it's still a nice one. For example, the smooth textures and flush rotating bits on the turn signal stalk signify some considerate thought. Where other vehicles might have multiple ideas and aesthetics competing against one another, the consistency, if a little uninspired, is at least worth bragging over. Space is plentiful throughout the car, but the cargo hold could use an increase in volume for more usability. I do like the comfortable seats and steering wheel, as well as the long air vent strip that runs the course of the dash, showing some confident continuity. It's also roomy in both rows of seats for passengers, both human and canine. Lows I would have hoped for improved mileage from the CR-V, and something more competitive with its RAV4 Hybrid contemporary that dominates the segment, but in a week of meandering driving, I was only able to achieve 29.5 MPG, or about 4 MPG worse than the last RAV4 hybrid I tested and the same as a past CR-V Hybrid. Even on flat freeway driving, mileage stays at a steady 28-30. I noticed that at constant speed, the powertrain switches between running on just the battery, and then having the combustion engine ignite to recharge it. The problem is that when the combustion engine is running, the instant mileage computer gauge is pegged back to about 20 MPG, and runs at a fixed RPM like a generator. I feel like it would behave better if both ran together all the time, but it's a weird combination of combustion-led-charging, EV, and then combustion-recharging, making for a complicated process that most others won't even notice. In the end, the efficiency trails the perennial RAV4 Hybrid. Even the last Tucson Hybrid I tested a couple years ago was able to muster 32 MPG. Another drawback is a center display screen that appears too small relative to the large, vacant dash. Yes, it's easy to use, but I'm not sure why this doesn't have the large display that the new Accord inherited, looking for more current and eye-catching to buyers and passengers. In addition, the interior is basically the same quality as a Civic Touring and HR-V Touring, both significantly cheaper models that are both billed by society as 'entry-level' compacts. The design and materials used are more or less identical, and you would just hope that this pricier CR-V would have a step up somewhere with some added leather or something. The counterpoint to that is the fact that the aforementioned Hondas do punch above their weight when it comes to their cabins against contemporary Toyotas when compared directly at the same price point (only the expensive Limited-badged Toyotas show some cabin class, of which you'll pay a premium over a Honda). Another item to note is the lack of a panoramic sunroof/moonroof option, instead only having the puny little standard opening that can't be upgraded. Another noteworthy concern was a disconnect in the steering at slow speeds. I don't mind slow steering - I welcome it in fact for highway munchers - yet the CR-V has a dead spot that results in what can be perceived as a delay when at a moderate 30-40 MPH pace. Things improve at higher speed, but I just found it disappointing from a brand that normally, along with Mazda, builds the driver's cars of the commuter. I also noticed this characteristic in the Civic Type R in its standard steering mode at slowish speeds as well. The balance and handling of the CR-V impresses on the whole, and works well even as you up the pace (where a RAV4 suffers), but the steering left something to be desired during mundane driving. Two steps forward, half a step back Honda's new CR-V improves upon the prior generation in most every conceivable way. Problem is, I think it should have been a larger step forward. The design language inside and out is great, and quality is evidently there, but the mileage isn't any better, and with how significant this model is in their lineup - hint, it's their best-seller - I think more could have been done. However, what can be deserving of high-fives round the Honda boardroom is the fact their top-tier CR-V Hybrid comes in at just under $40,000; A RAV4 Limited, both the standard and Hybrid, can set you back an additional $3,000 to $5,000 depending on options. And it's for that reason alone why I think this new CR-V Hybrid is a complete winner. Four less MPG than a RAV4 Hybrid is not an insignificant amount, but who cares when you're saving this much over a comparable model. Even a Toyota Venza, which I prefer to the RAV4 Hybrid, will set you back further into the red; Honda has a triumph here based on what they are able to deliver at the price point. Concessions were made, but the tradeoffs make sense for a car that represents a complete package for the average consumer and at a price that makes sense. 2023 Honda CR-V Hybrid AWD Sport Touring Price as-tested: $39,845 Pros: Stylish exterior; Great price; Spacious Cons: Fuel mileage trails RAV4 Hybrid; Odd steering; Interior could be better

The Supra gains something it always should have had: a manual transmission 2023 Toyota GR Supra 3.0 Manual review with The Road Beat Words and pictures by Mitchell Weitzman Driving and testing automatic cars, automatic Supras included, my left foot is also so bored during driving; It wants to do something to feel alive and not consign a life to the dead pedal. Yet, Toyota has answered the prayers of mostly Forza enthusiasts who can't afford to pay for one, but it doesn't matter because the armchair experts were completely correct in this instance: Toyota (and BMW's) new Supra has always deserved six forward gears that you can control yourself via a stick and a third pedal. Why it wasn't offered from the start with a manual is one of life's great mysteries, even more so, why wasn't this car only ever available with a DIY transmission; If you're already buying a cramped and uncompromising sports car, you might as well only produce it with a stick shift as an automatic only dilutes the desired, connected experience. Oh well, at least the stick is here and we can rejoice if mostly to just celebrate its existence. However, a manual doesn't just automatically make a car better; the gearbox needs at least be a good one. This manual isn't perfect, but it's enough to answer why you should only consider the Supra with a stick in the middle. Going over the power basics, and if you're reading this, you likely already know and have the Supra specsheet memorized, but it has a three liter inline-six, single-turbocharged engine from BMW. Power is a meaty 382 horsepower, with a huge midrange punch courtesy of the 368 lb-ft of torque that comes before 2,000 RPM. For real world context, when cruising in sixth gear on the freeway, you can mash the throttle and after a short half-second of turbo lag, the velocity increases even while in top gear are stunning. And for real real world context, following my mate's 997 Carrera S on tight backroads, when he needed second gear for each sharp and slow bend, the Supra is happy in third and accelerates out of each turn with the same ferocity, albeit in one gear higher. The performance is simply staggering and if anything, having only six gears with a manual makes the acceleration feel even more rampant verse the auto. For what it's worth, with a good launch, you can get the manual Supra to nail 60 MPH from naught in four seconds flat, only a couple tenth behind the automatic. I hadn't driven a Supra in over two years, and after a week and over 500 miles in the saddle, my previous complaints and worries about a lack of rear end control (especially on mid-corner bumps) have relaxed, with an improvement felt after miles of spirited driving. Whereas the 2020 model would suffer from The Bends (or at least, the driving equivalent of decompression sickness), this 2023 example enjoys the bends to a higher level. Grip from the Michelin Pilot Super Sports is nearly endless, with an ability to drive this Supra how Fernando Alonso did in his championship Renault days, an F1 car famous for the Spaniard's ability to just crank the wheel with force and have his R25 just go wherever he chose. The same is true for the GR Supra: turn the wheel in any direction, and the front end bites, grips, and just goes to whatever bearing you so please. Only once did I actually get the tires to scrub and emit any kind of audible protest even. While my friend's Porsche was skating around as he pushed maybe a little too hard on public roads, the Supra was locked down and effortless by comparison, such is grip in both the front and rear. There's so much tactility at the back, this despite the healthy horsepower load, that the traction control rarely has to ever intervene and in turn hinder your progress. But, it's not all perfect here despite the amazing grip offered. Even in light of the Gorilla Glue levels of adhesion, there's still a sense of uncertainty behind the wheel when the pace increases beyond comfort. Even with a rear that has seemingly endless stick, there can be vertical and lateral roll behind you, almost as if the spring rates are too low at the back that the tires seem to mask. It doesn't seem to compromise pace, but there's just a lack of confidence when you really go for it past a backroad-friendly 7-8/10ths, and then to 9/10ths and beyond. It's a strange sensation that a car can be so composed on the outside, but inside the cabin and through the wheel, there's an unerring worry the rear is flopping around oscillating like a table-top fan. Yes, the behavior is improved over the last model, but only because there's the extra ability in this version that allows to push things further, therefore revealing some unwelcome traits. I nearly guarantee that a nice set of KW coilovers would transform the Supra into a track-ready, and back-road monster with miles of confidence. It's a conundrum because it's like, "wow this Supra has so much grip and you can just about chuck in whatever direction you desire," but at the same time, I think, "I'm going so fast by this point and the suspension isn't meant for this." This is a dream 8/10ths car, but it just needs a little more work to be that 10/10ths asphalt destroyer that BMW M cars can be. I also thought the steering has a bit of a dead zone in the center that lacks weight, making small adjustments on the freeway sometimes odd as you find yourself wandering at times from wayward micro-adjustments. Another thing to note is the fact the Supra is based upon a BMW Z4, receiving none of the treatment and parts that make a classic and proper BMW M-car so incredible and engaging. An M2 for example (the earlier first breed, not the new ugly one that I haven't driven yet), has superior body control and gives confidence that knows no bounds, almost to a dangerous extent.. Sure, an early M2 doesn't have any increase in grip over this Supra, and isn't faster in any stopwatch metric or on a track, but it's how it walks the line of adhesion and balance is what makes a real M-car so special; An innate ability from being dialed into the chassis and with a front and rear that are in Wagner's best harmonies. The capabilities are roughly the same, but a classic M-car has the character and mechanical synergy that is missing from this Z4-based Supra that values outright speed over synergy. In the center, a gearknob has been erected to an enthusiast's joy. Upon initial greeting, the shift action is sweet and precise, with a mechanical clink into each gear. More surprising is how much better this feels through the gears than any BMW manual maybe ever. Whereas the Bavarian cars have had a rubbery and vague feel, this Supra makes me question how BMW has gotten their sticks so wrong in the past. But there are complaints still that make the Supra manual less ideal and inferior to the wonderful do-it-yourself gearboxes found in a Civic Type R and any modern Porsche six-speed manual. The first is an easy aftermarket fix, being the gearknob itself is too small. With this tiny little ball, there's just not enough girth to grab and lacks substantiation in the hand. The other item of note is a clutch that has too much spring to it at the top of the travel that makes smooth, transparent upshifts not all that easy. Setting off is totally fine, but the 1-2 shift can't be rushed, and then after it's too easy to incur a clunk from the differential each upshift , almost as if the rear diff bushing is already shot, or that the bushing is too stiff. With automatically rev-matching downshifts, or even with it turned off and doing your own little blips, this is the rare occurrence of a manual car where downshifts are smoother than the upshifts. This tester did have 4,000 miles on the odometer, many of which might have involved hard launches and clutch abuse could be attributed to this, but I just would have expected some easier drivability. However, and this is the BIG however: the manual is so beyond the automatic in terms of fun and engagement, perfectly matching the overall character of this sports car; You'd be daft to not buy a Supra with the manual. Inside is a near-perfect driving position, with comfortable seats that grips your torso hard and allow your bottom to be lowered deep into the chassis. The BMW infotainment is among my favorite to use, and the voice commands are industry-leading. Space is cramped, but I did manage to do over 300 miles in one day on a trip to Point Reyes and back, with lots of traffic, and yet I was never uncomfortable thanks to those body-molded chairs. However, while the base materials are what you'd expect from a BMW (that is, a luxury product), I haven't driven a car with this few miles that exhibited this multitude and level of rattles. I'm pretty sure my old 370Z, with a 145K miles, had fewer rattles and creaks. It was almost shocking, really. It didn't take away from the driving experience of what is a sports car, but the amount of noises that shouldn't be there is worrying and annoying even when driving gently on my local neighborhood roads. Not to forget this fact, but the EPA would lead you to believe the Supra manual gets significantly worse mileage than the automatic, yet that's not the case. After over 500 miles of driving, and with several stretches of driving including heavy, heavy throttle, I averaged 26.5 MPG. The 2020 automatic averaged just 1.5 better for comparison, making for a decrease that doesn't really matter in the slightest. In other words, if you're not considering the manual Supra because of gas mileage, you should not let that stop you at all. Another weird note: I experienced what I'm going to call Annoying-Gloating-Jerk Syndrome. That is, because I was driving a manual Supra, I had this urge for the whole world to know it; I wanted every person who pulled up alongside me, even if they weren't into cars in the slightest, to ask, "Hey, is that the manual?" To which I'd smile strongly and smugly and say, "Sure is!" To which their retort would have to be, "I'm not good enough for my girlfriend, here's her number and nice car, you're the man!" If I could, I wanted stickers adorned all over reading "Save the manuals" or a custom vanity plate with MT SUPRA, anything that helps imply my superiority over other drivers - Supra drivers - by me having the stick shift version. Somehow, it didn't feel enough to be in the Supra all enthusiasts suddenly cherish for the sole reason of existing, like it's The Great Awakening all over again. No, I wanted everybody to know I had the manual, to know that I chose better than others. It's not even my car! Yet, even for a week, I wanted people to ask and know. While it might come across as me talking smack about a lot of aspects, like a suspension that still could be better, and some clunky shifting behavior, but this is exactly what the Supra should have been all along and the better Supra available right now. It's not even the best new $50-60K sports car right now, but it's still plenty mighty, and the car is good enough to have me searching for what remains to be improved in order to take to the real M-car stratosphere. A sports car's main mission is to be an engaging and fun vehicle to drive, and the manual raises those stakes considerably over the automatic by offering that extra interaction, also giving an exaggerated impression of the explosive speed behind that turbocharged inline-six . I guess one could also argue that a sports car shouldn't be easy to drive and that's quite understandable, and maybe that's what helps define and separate the Supra from rivals. This isn't the perfect Supra, but it's the best it has ever been. 2023 Toyota GR Supra Manual 3.0 Premium As-tested price: $58,365 Pros: Rapid pace in all directions, sensual shape, three pedals Cons: Manual could be better, On-limit handling

Another well-made Lexus product that is properly luxurious and fuel efficient, and that's it. 2022 Lexus ES 300h F Sport review with The Road Beat Words and pictures by Mitchell Weitzman If you want a luxurious full-size sedan that rations gasoline for around $50,000, then congratulations - you found it. There might an 'F Sport' badge and moniker attached, but rest assured that this Lexus is a sport in name only and appearance. As an upscale alternative to the now-discontinued Toyota Avalon, this front-wheel drive barge is one of the most expensive front-drive cars you can buy, but that doesn't make it a bad choice. Sure, you can have German offerings for the same price, but they're not going to be nearly as large and they won't have any options attached. If wanting a true and vast luxury car, this is a pretty bona fide pick for that 50-large mark, but just don't go thinking it's going to be a fun one, too. If you're the creative type, look away, but if you want safe and dependable, something I would consider boring, this is a solid choice. The headlining feature of the ES 300h is the hybrid powertrain that achieved 39 MPG during our week together. That number does fall five short of the EPA's estimate displayed on the window sticker, but 39 is no slouch nonetheless, handily beating any alternative in this class of vehicles. So, now you can spend extra on that luxurious car, and also save some money at the pump, too. What you do sacrifice is any ounce of real performance, as this four-cylinder miser produces a combined 215 horsepower combined with the modest electric motors. 0-60 MPH does take 8 seconds, so it's not hopeless, but it belies any notion of sport, rendering the F Sport badge meaningless. That said, the powertrain is very smooth in operation, and the four-cylinder is behaved most of the time, with the traditionally nasty coarseness (inherent in four-cylinders) well-suppressed in this application. Handling is competent in normal driving, with accurate and surprisingly good steering, but anything further is met with reluctance. Again, the F Sport badge is highly misleading and should not be treated as anything extra than a cool bit of body kit. What the ES 300h does excel at is highway cruising, and really just any kind of relaxed normal driving. With soft suspension and low wind noise, this makes for a extremely comfortable car in a variety of conditions. With how important comfort is for a luxury car, I'd call that a job done well. Inside is a leather-wrapped interior fashioned to the high-quality that you would come to expect from Lexus. It's not an exciting interior, but everything you come into contact with feels substantial and just plain-old nice. The leather and dash and door panel coverings are all supple as well, not to mention the seats being perfected for lounging. Leg room in the back seat is also quite abundant, making it an ideal car for long drives for multiple passengers on this business-class leisure express. It's a shame that this 2022 model still had the horrid, just horrid Lexus infotainment system that became a staple of their very identity. I'm so tired of explaining, so I'll just say it's an abomination plain and simple. Luckily (!), the 2024 model will see it replaced with a vastly improved system, even if it still isn't without fault; this does fix one the primary complaints with living with a modern Lexus. And so there you go. It's a large sedan that is very comfortable, it's well-made luxury paired to a roomy, quiet, and relaxing demeanor on the road. What it's missing, though, is anything resembling the notion of fun. I like the F Sport for the sharp looks alone, but don't go thinking this can compete with a BMW with an M badge, or a Benz flashing AMG on its rump. Where you will win is in trips to the pump. With the ability to average almost 40 MPG, you can spend on a nice car plus save some cash in the long run. What's an alternative? Check out the Genesis G80. It basically does everything the same except it looks better, murders the ES in raw performance and is a hoot to drive quickly when you want, but its four-cylinder averages only 27 MPG versus nearly 40. The ES is not for everyone, and it might be commonly associated with the elderly for lots of the reasons I mentioned. It's a good car that delivers fantastic gas mileage, but by lacking everywhere else including driving pleasure, the Genesis G80 is the class of the field at a killer entry price. 2022 Lexus ES 300h F Sport As-tested price: $52,695 Pros: Efficient, comfortable, quality Cons: Slow and not fun