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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

Looks that signify intent, this is a source of discontent and nears embarrassment. 2023 Lexus RC 350 AWD F Sport review with The Road Beat Words and pictures by Mitchell Weitzman I don't like this car. There, I said it - you can click back and move on with your life. But, that would nearly be unfair to this pretend sports car from Lexus. What you're looking at is the longstanding RC coupe, now in its tenth year (!), that's been subject to The Fast and the Furious treatment with a glaringly out of place black hood. People will see this car and think it's fast, or that you want to race them - it happened to me - yet the truth is this is not a fast car. Nor is it a sports car - it's not even close to one. What this car is then is a poser's dream, lacking in ways that become frustrating as much as unbecoming of Lexus as a brand. Lexus knows how to build a great performance car. Just look at the mythical and legendary status that the LFA supercar has achieved since release. They also have the fabulous LC 500 grand tourer, and the GS F, one of the best sports sedans ever made (many, including myself, found it to be more charismatic and enjoyable than the BMW M5 of the same time). The RC model range has never been on the cutting edge, tracing lineage back to the IS sedans that first came out in 2006. Heck, this tester even has the same engine as a 2006 IS 350 still, with basically zero changes; Over 15 years on, and the advancements amount to nil. Lexus (and parent company Toyota) are known as maybe the laziest carmaker on the planet, and the RC is living proof. Despite the racy looks, the RC 350 is massively off the pace from six-cylinder competitors, as if its rivals have multiple bottles of NOS. What you do get is a 3.5-liter V6 making 311 horsepower and 280 pounds of torque at a high 4,800 RPM. Paired to a derelict and disappointing six-speed automatic, 0-60 MPH takes a leisurely 5.7 seconds. You might think that doesn't sound so slow, but when you realize a BMW M440i can do 0-60 MPH in four seconds flat, this might as well be a pre-war Beetle. When the V6 does have revs, from 4,500 RPM up, it does make solid enough progress, but it's below that where there is absolutely nothing. Even at 3,000 RPM, putting your foot down greets you with very little in return. What makes it more sad is this V6-powered coupe is slower than rivals when equipped with their base four-cylinder engines. It might sound fun that this is an engine that needs to be worked hard, but the aging and lazy transmission does no favors, and because there's only six gears instead of the now industry-standard eight, it's even harder to keep it in the power band, as each upshift lowers the RPMs too much out of touch. Like I said, you see the F Sport's aggressive bodywork, the black hood, the yellow highlights on the interior and you'll be caught dead wrong in thinking this must be a fast car, but really, you'll be trailing four-banger base Mustangs from the stoplights and beyond. What's worst is that the RC 350 AWD is thirsty, averaging just 20 MPG, actually less than what I achieved in the IS 500 with its big and burbling V8. 7/10ths is where the RC 350 is happy at, with anything higher resulting in scrubbing and unplayful understeer. It's hard to imagine an AWD car like this as being a happy oversteering monster, but you're left with a cruiser that has its hands tied behind its back, embracing the lifestyle of an easy grand tourer. Do quick left and right inputs on the wheel and you'll be met with noticeable body roll that quickly gets unsorted and out of hand. On one of my favorite back roads, roll becomes prevalent through transitions as the outside corners load up at even a moderate pace. Weighing over 4,000 pounds doesn't help, and the modest tires here are not meant to cope either. The steering is just okay, with a tiny bit of feel and I do like the thin leather-wrapped wheel, but at speed it needs more weight and the rest of the car sometimes seems out of tune from your inputs during spirited driving. Again, despite those racy looks outside and in , plus an F Sport badge, the RC 350 is relatively slow on the straights, and wishes to avoid hard cornering. At least the interior features an abundance of supple leather with extremely comfortable seats. The yellow highlights on this example are reminiscent of a common McLaren interior color coordination, but they do reinforce a sporting performance character that the car completely lacks in actuality. At least it looks cool. As well as the cabin is put together, with almost zero rattles nor squeaks on even the worst roads around me, there are some curiously cheap choices sprinkled about. There's the cruise control lever that must be twenty years old now, and a volume knob that's a weird color and has a tacky rubbery feel to it that's out of place and strange to the touch. The sunroof has a manual panel to open, but it's two pieces making it clunky and requires more effort than it should to open because the first half opens easy, and then gets heavier once you're moving both parts. That's not luxury. Back seat space is poor, but it's not the leg room that's as bad as the headroom. My 6' 1" friend volunteered to ride back there and, I kid you not, he had to have his head tilted at a nearly 45-degree angle to keep his head from hitting the ceiling. I also didn't like how the A/C kept resorting randomly to recirculated air when I previously would leave the car in manual control with outside air only. Sometimes restarting the car would reset it to recirc, and other times not. Weird. The trunk sometimes exhibited a horrible creaking noise upon opening, something I would take to the dealer for a fix that belies the usual Lexus build quality. And then there's the center display, a continued abomination with its horrid trackpad controller. Thankfully, it's a touchscreen now which helps things, but only marginally. I say this because at times, you realize the touchscreen can't do everything. When adjusting treble and bass, there's no immediate back button for example; You have to press the physical back button located by the shifter to go one page back. I ran into this obstacle several times and so it seems that they converted it to a touchscreen without actually optimizing it as a touchscreen. There's also the fact that Lexus didn't update the infotainment with the latest version found in most new Lexus and Toyotas, further proof they just don't seem to care. What the Lexus RC does do very well is play the role of a comfortable touring car, with its hushed road and wind noise, comfortable seats, and soft ride quality that allows it to glide over bumps. However, that's also the very problem with this car: It gives the looks of a serious performer, made all the more by details like the black hood and yellow trim nuances inside, but in today's world, this is a $60,000 sports coupe that lacks performance in a myriad of ways. At this point, it becomes a poser's dream: Someone that wants the looks of a fast and serious car, but has no intention or desire to ever drive spiritedly. This is a car to look cool in, but you don't give an ounce about actually driving nor learning how to drive. And I'm sorry, but that just doesn't work for me and leaves a bad taste in one's mouth. This was made all the more apparent when, at a stoplight, a blue RC F, the real RC Lexus sports coupe (that I also was not particularly fond of when tested) rolled up next to me with a carbon fiber hood and wing. While the owner was nice enough to spot me and give a chuckle and nod of approval, I felt like a complete imposter in this wannabe edition. If you want a comfortable cruiser, there are better options still. Shoot, it may be a sedan, but a Genesis G70 is better in literally every way as a car and is highly enjoyable as a performance car. And if you want a real sports car, a BMW M240xi wipes the floor with the RC 350, so does the M440i/xi with its ugly snout, and I'm almost forgetting Mercedes, as you're breaching on the price of the C43 AMG and CLA 45 AMG Benzes at this price. Oh, and there's the Audi S3 and the forthcoming Integra Type S. There's also the GR Supra and, dare I say it, a Camaro SS 1LE. Now, those last two are not luxury cars, but they are similarly priced two door sports coupes that are miles more fun to drive and leagues faster, concluding how many superior choices you have. I honestly don't know why anyone would want this car. And if you do, it'll only mean you solely care about looking cool and nothing else; that you don't care about the journey and just about how you arrive. Basically Instagram verse reality. 2023 Lexus RC 350 AWD F Sport review As-tested price: $61,430 Pros: Racy looks, comfortable cruising Cons: Way slower and less engaging than competitors; $60K

The Tacoma is set for a refresh, and it's clear why 2023 Toyota Tacoma SR5 Trail review with The Road Beat Words and pictures by Mitchell Weitzman Toyota's Tacoma pickup is one of the best-selling vehicles in the United States, but after spending another week in one, I'm left scratching my head as to why. Full disclosure, Toyota has unveiled a completely refreshed Tacoma this past month, and after seeing the new model, it becomes quite clear just how in need this truck was of a redesign. However, to Toyota corporate, they didn't have to change a thing and it'll continue to sell. As one of the laziest carmakers in the world, it is at least reassuring that Toyota cares enough to put some effort in, even if there's so little present in this current truck. Despite my negative feelings towards this small truck, there are a few things the Tacoma does well. For example, the interior exhibited no rattles, with the truck on the whole giving the impression of supreme solidity. Perhaps one of the main reasons why the Tacoma is so well-regarded and revered by consumers is the reputation it has established as one of the most dependable and reliable vehicles ever in the history of the automobile. If I had to cross the remote deserts of somewhere like Namibia (where the latest Mad Max was filmed), I would show no hesitation nor doubt that a Tacoma could make it with literally zero fuss. In other words, in a life or death situation, a Tacoma can be counted on. Which brings me on to the other strength of a Tacoma: they're pretty capable off-road. Models like this Trail version, with aggressive tires, the TRD Off-Road, or the top-dog TRD Pro model, are all quite good when the pavement ends. They're not up to the levels of a Jeep Wrangler or Gladiator due to a lack of ground clearance and a 4-low with a less aggressive gear reduction, but they're pretty impressive on their own. Aftermarket modifications are abundant in choice and selection for Tacomas as well in case you want to go crazy and drain some money into one. Up in my hometown of the Northern California foothills, a place where the Rubicon Trail is just an hour away, I see a number of lifted and kitted Tacomas (and 4Runners, too) on a regular basis. And another big selling point is, when equipped right, like this Trail with its cool bronze wheels and tires, the TRD Pro grille, they look dang cool, and I think its the basic shape that plays a big hand in their desirability and as a truck to desire. So it's dependable and capable, with lots of aftermarket aspirations and options, but this is where the buck stops. Underneath the looks and luster of its legend, it's just not a good vehicle in 2023. The interior is shamefully low-rent, with hard and cheap plastics everywhere (some with flimsy and sharp edges) in a cabin that appears to be from 2010 at first glance. I recently tested a Corolla Hybrid, and the overall quality of the interior is beyond that of this nearly twice as expensive Tacoma. It's not just the cloth seats, those are fine, but it's everything else that is so far behind the times. The center display is reminiscent of an on-sale Best Buy aftermarket unit. On the bright side, at least it doesn't rattle and has modern safety tech and Bluetooth integrated now. The engine and transmission are woeful, being vastly underpowered and with a six-speed automatic transmission that shifts slow and rough. To put this into perspective, to maintain speed on the freeway up about just any hill, the Tacoma requires a big downshift into fourth gear, where it makes an awful and strained noise unbecoming of a modern V6 engine; Many four-cylinder units in other cars are smoother than this V6, a unit that has no place in any truck. To top things off, I averaged a dismal, outrageously terrible, 16.5 MPG during my week with the Tacoma. I'm sorry, but full size trucks with V8 engines get the same or even better. Shoot, even the Tundra with the base twin-turbo V6 got better mileage in the same driving conditions and routes. On the road, the ride is rough at low speeds, bouncing around over rough pavement, and it's quite noisy from wind blasts. The steering has some feedback, but it does see-saw left and right as if you're controlling a boat, taking effort to keep straight at speed. Some might like the old-school driving behavior of the Tacoma, but if you want an experience that's true to form and a real off-road machine, why not commit fully to a Jeep Gladiator? It might have a lot of the similar detracting qualities, some even more-so, but it's a truck that doubles down on the off-road part. Gladiators also have a satisfyingly manual transfer case verse the electronic one found in Tacomas for that extra level of interaction. If you want a compact pickup, something like the Honda Ridgeline or fantastic new GMC Canyon/Chevy Colorado would be smarter choices due to their impressive civility and performance. The interior and power of the Canyon/Colorado in particular blows the doors off the current Tacoma, and there's even an off-road-esque ZR2 with fancy Multimatic spool-valve dampers that are advanced beyond the Bilstein shocks and suspension that a TRD Pro comes on. The forthcoming Tacoma, especially in the silly-named Trail Hunter spec, does bring some modern suspension tech, but we will have to wait and see just how it performs. As for what is available right now today at your local dealer, a Tacoma is so far behind its competition as a new vehicle. With advanced rivals and the replacement model inbound, I simply cannot recommend this truck to anyone based on its merits, or lack of. If you're shopping for a new truck, the Tacoma is one of the worst on paper and only offers plus points in the way of a strong build and classic looks. I guess the visuals and legend of the truck goes just that far enough, though, to warrant this as one of the best-selling new vehicles in the country. I feel like I'm insulting Tacoma buyers and drivers, and it's weird because I know Tacoma drivers who absolutely love their trucks - I just don't know why they do. Somewhere, underneath the surface, there are some intangibles that keep people going back to them. I for one am excited, genuinely, for the new Tacoma because of my belief that it will move the game on significantly and prove the Tacoma to be worthy of its stellar sales numbers. Whether it does so enough will left to be seen. 2023 Toyota Tacoma SR5 Trail review As-tested price: $45,783 Pros: Dependable; Classic looks Cons: Cheap interior; woeful powertrain

The asking price does not match how small this odd hatchback is 2023 Lexus UX 250h F Sport review with The Road Beat Words and pictures by Mitchell Weitzman For every car that makes sense, there are others that do not. If you're interested in the latter, you would probably expect uncompromising supercars like a Lamborghini; something you couldn't fit more than three bags of groceries in, is uncomfortable, but crazy fast and capable on a racetrack. However, Lexus wants to join this elite club, but not with what you'd expect (and definitely not a successor to the LFA): the UX 250h F Sport. In a world of practical and reasonable hatchbacks and crossovers, Lexus has given us one that forgoes sensibility by producing a car that, in return, excels at almost nothing. Overpriced, slow, and cramped, this odd and expensive hatchback makes almost no sense at all. For one, let's examine the price of this UX 250h F Sport: $47,440. This may be the most highly-optioned UX available, but still, nearly fifty grand is a hard pill to swallow for a car this small, with the UX sharing the same platform and short 103.9" wheelbase as a $25,000 Toyota C-HR that affords almost no space in the rear seats. Shoot, a Corolla has a longer wheelbase even! The shocking sticker price of this vehicle will be looped back in again later. You might expect the aggressive and low-slung, pointy styling must mean this UX has some speed, but it does not. With a hybrid powertrain serving up a combined 181 horsepower through all-wheel drive, acceleration is leisurely, taking 8 seconds to dispatch a 0-60 MPH sprint. There is a lot of fake engine noise that does sound okay, but it's a flat out lie and misconception that's done in bad faith to make you think you're in a more serious machine than you are. Appearing as if to resemble some kind of spicy hot crossover hatch like Hyundai's Kona N, it's so far from a hot hatch on a performance front. It is at least vastly faster than the lethargic, non-hybrid version they used to sell, which needed a full 10 seconds to reach 60 MPH. For frame of reference of what a benchmark and actual hot hatch can do, a new Golf GTI does 0-60 MPH in a brisk five seconds flat. The looks and aggressive fake engine sound are misleading at best, and deceiving at worst. The good news is the UX has a capable chassis, but one that only wishes it were given more freedom. The steering is nicely weighted and accurate, and the leather wheel itself makes for a confident and comfortable great grip in the hands. The chassis itself shows promise through a combination of a controlled and comfortable ride quality at speed, only showing some choppiness on slow and rough residential roads. While the overall handling and balance impresses at moderate speeds, yet it's a shame the tires and electronic nannies hold back any possible amount of fun; Turning sharply and aggressively into a 90 degree turn yields tire squealing and understeer. We're left with nice control in usable conditions and scenarios, but it's restricted from any potential of a hot hatch-lite persona. Remember the previously mentioned Kona N? It's an absolute riot in the bends, possessing a willingness to play that is unfortunately restricted here. It's basically like Footloose, but still in need of Kevin Bacon saving us. Despite the F-Sport name and styling, this is only an F-Sport in name only. An area the Lexus inspires is the cabin itself, with a well-crafted and luxurious interior (the red seats look cool and feel great) that lives up to the Lexus name. I don't believe the seats are leather, but you wouldn't be blamed for thinking they're real hide. The infotainment is updated and definitely an improvement over the outgoing monstrosity, though I do think the interface is too stark in color, especially in the day mode. There's a setting for the color to automatically change from day to a dark and soothing night mode, just like your smartphone, but at times I noticed that, upon startup in the evening, it would briefly flash a bright and piercing white before reverting to dark, a glitch that frankly should not exist nor ever happen. The finishing throughout is typical Lexus and of a convincing luxury, and the seats are comfortable, but the real problem here, and the main compromise of this car, is the size, or lack thereof. With that diminutive wheelbase, back seats are highly restrictive for space, making for cramped and unhappy travel companions, but the worst is the hilariously minuscule cargo bay. Going away for a wedding weekend in the UX 250h resulted in the rear being completely stuffed, so much so that, when a friend asked to ride with the two of us home, we had to decline. It's not that the rear cargo isn't deep enough, but rather it's far too shallow, with the floor being objectively too high to boot. Like I said, it's hilariously tiny for a vehicle of this price. If you have kids and are going on a trip, even a short one, you will find yourself playing Tetris to make things fit, likely having to unpack and then just leave things at home. Being a hybrid powertrain, I did average a respectable 35 MPG in the UX 250h, but that's also no better than a Toyota RAV4 Hybrid, a more powerful and larger crossover. That also only just matches the Lexus NX350h, another larger and more powerful crossover from the same brand. Which really begs the question with this car and why the figures and facts just do not add up: Why would you choose this car? Maybe you just love the looks. I find it sorta interesting, but it's definitely not a pretty car per se. You can also have a decently equipped NX 350h for the same price, which drives mostly the same, but has extra oomph, is vastly more spacious, and gets the same economy. You can save a few grand and have either Toyota's Venza or RAV4 Hybrids, which have the same economy, while offering leagues extra interior volume and everyday usability. This is a car that would make sense if it were cheaper, but is instead a vehicle that exists in a class of practically, yet foregoes reason with so many sacrifices while having no bragging rights in any metric. If it were, say, $40,000 as equipped, then it could operate in a unique space for those wanting a small, but luxurious and well-made vehicle. However, it's just so expensive that if you actually were to buy one for this money, spending over fifty grand out the door when all is said and done, you might be in need of a CT scan. If you love it, then that's great, I'll be happy for you, but just remember this a glorified Toyota C-HR for $20,000 extra. There are easily better financial choices to be made in this sector, and ones that also could save you money in the end. So, what's the solution then? Either wake up and grab the Lexus NX or cheaper Toyota alternatives, or skip this top-of-the-line flashy F Sport trim (which comes across very poser-like anyways given the considerable lack of performance) and get into the Premium version for $5,000 less, and at least then you will have less explaining to do when you tell your friends how much you spent. Look, it's not that the UX is a bad car, but it is one that doesn't make any sense given its lack of attributes and the swollen MSRP on this test example that's nearly double the price of the C-HR on which it's based. And it's not like it's a classic case of, "oh, well at least it does this." That this car does nothing special is the harsh truth. If it were weirdly fast, like an actual hot hatch in the vein of a Golf GTI or a fancy Kona N, at least then you could say, "well, at least it's quick and fun," but neither is true. Instead, it's just too small, no economical benefits over other larger Lexus and Toyota hybrids, slower, and too expensive given all those limitations. I'm all for small cars, and a luxury small car has appeal in theory, but this is one equation that refuses to add up. 2023 Lexus UX 250h F Sport As-tested price: $47,440 Pros: Typical Lexus quality Cons: Overpriced; Tiny inside, Could be more efficient

The new and improved Toyota Sequoia still needs work. 2023 Toyota Sequoia Platinum review with The Road Beat Words and picture by Mitchell Weitzman I'm admittedly not all that won over by the new Sequoia. Having previously tried the range-topping Capstone variety of this newly redesigned SUV, I was not impressed by the overpriced lack of quality on offer. This Platinum, however, is only a solitary $1,000 less, which really begs the question, "Why even bother?" There are a few options on this, like the air suspension and power running boards that bring the price up by $5k, but you might as well just go all out for the Capstone at this point and at least have the bragging rights. Despite being a superior vehicle to the one it replaces, I still don't think the new Sequoia does enough to properly challenge its rivals from the big American brands. Powering this gargantuan box is a 3.4L twin-turbo and hybridized V6, replacing the stalwart and beloved 5.7L V8 found in past iterations. Output and torque certainly rise across the board, and is among the most powerful proper SUVs currently available, with 437 horsepower and 583 lbs-ft of torque. Towing is plentiful as expected, with this model good for a substantial 9,100 pounds. 0-60 MPH requires a tick under six seconds, which is quite astounding considering how huge this thing is; You could likely out-drag most GR86 owners from a dig! Throttle response also seems noticeably improved from a previously tested Sequoia Capstone and Tundra hybrid (same power unit) that were quite lacking in feedback from your right foot. It still isn't as good as the V8 in a Tahoe or Yukon, but there must be a difference in throttle mapping since my past experiences. I also averaged better gas mileage as well, seeing 19 MPG during my week with the Sequoia that, admittedly, had lots and lots of flat freeway commuting to help achieve that number. However, in more city-oriented driving, I saw that number fall to a dismal 16.5 during a quick reset; Decent on the highway, poor on the surface streets. What still needs refining is the 10-speed transmission and hybrid unit itself, finding shaky jitters and clunks at slow speeds. This was especially prevalent during transitions from coasting/idling at under 5 MPH to then gently applying the throttle, resulting in a shudder when switched from EV mode to combustion as the gas engine fires back up. This rough transition is unbecoming of what is supposed to be a luxury product, and quite disappointing for a company that has been building hybrids for 25 years. Additionally, the transmission does not react quickly enough to abrupt throttle changes, resulting in lengthy pauses when going from cruising with a light throttle, to instantly mashing it in order to pass. Turbo lag is a definite issue as well, with the hybrid system not powerful enough on its own to properly fill in the missing gaps. I also noticed how, no matter how light my throttle input was, the gas engine instantly fires up when leaving a stop, whereas most Toyota hybrid cars pull away in EV mode for the first dozen or so MPH. What can be inferred here is the electric motor simply does not have enough power - not even remotely close - to move the SUV on its own. And if it did allow it to, the battery pack would almost instantly deplete itself from the induced stress. It's just not enough electric motor and battery to make a meaningful hybrid experience. Adding a more powerful electric motor and larger battery pack would greatly improve this power unit. An area where Toyota has made a huge leap forward in is in modernizing the interior. With a humungous center display measuring 14 inches, it aptly mimics the vastness of the exterior. It's a crisp and bright display even if the actual graphics and design are too stark at times. One evening, I started the Sequoia and it flashed a piercing white screen at me momentarily before reverting (correctly) to the automatically-switching dark mode used for nighttime. You never realize how unpleasant a white screen can be at night until you see it at full brightness unexpectedly. Navigation is not active as stanrd and instead requires a subscription, but it's no bother when I have my iPhone synced to CarPlay. However, the principle of a brand like Toyota nickel and diming customers for subscriptions like BMW leaves a sour taste. The seats in this Platinum are leather, but they're too similar to the imitation leather that comes in lesser Sequoias. I've been around a Limited version with its faux leather and liked the fake stuff enough to even consider recommending it over over the leather seen here. The Capstone does bring softer skin that reminds me of a Heart of the Hide Rawlings baseball glove (that's a good thing by the way), but it's also partly white and will get dirty way too easily. The rest of the cabin is a good step forward for sure, but there are still too many cheap and flimsy plastics and controls that don't make a whole lot of sense. A good example is the rattling sliding tray in the center console storage, an item that must cost literally a single penny to produce and looks and feels like it. Then there's the hilariously sagging glovebox. The flimsiness of it is completely unacceptable in a machine costing this much; Toyota, you can do better. Or maybe they can't and this truly is the best they could possibly do. There are a myriad of switches below the center screen in stacked rows, but it's confusing because the top controls are up and down rockers, while the bottom row are push buttons, but it's designed in such a way where you think pushing the rocker up does one label's function, and then down the corresponding bottom label's function. The layout they've chosen here doesn't work because of the proximity to one another and the different means of operation; rocker switches ought to be isolated as require a completely different operation. This is a quantum leap ahead of the Bush-era interior of the previous Sequoia, but an enormous screen isn't enough to keep the Sequoia from the apparent feeling that the quality does not match the price, nor match American rivals. It as least very quiet on the freeway, something the Capstone was not because of a leaking window seal. Want more proof of the interior not standing up to alternative SUVs? For such a massive vehicle, rear seat space isn't exactly similarly massive, and then the third-row is legit disappointing, belying the exterior dimensions and being only suitable for children for something other than a quick journey. With those third row seats in place, opening the liftgate out back reveals a horrifyingly tiny cargo storage, like actually laughable. You might think you can fold down those seats for a significant volume boost, but they don't even fold flat - wait, what's that? Yeah, the seats do not fold flat in the new Sequoia; We're in 2023, and the flagship Toyota SUV still doesn't have flat-folding third-row seats. Honestly, I think that's enough of an everyday buzzkill to walk away entirely from buying a new Sequoia as it strictly limits the convenience and usability each day. What are you doing Toyota? There's also a lack of touch sensitive door locks on the rear doors, only being found on the front doors. Even certain RAV4s have this feature on both doors, let alone the Highlander. Yet, the expensive Sequoia? Nope! Handling is fine for a mammoth SUV in normal driving, with accurate steering on the highway that does away with the wandering waywardness of ancient SUVs. Things don't hold up well when you're pushing the Sequoia past sensibility, deteriorating notably worse than a GMC Yukon or Tahoe, both of whom owe big thanks to their modern independent rear-suspension. Because the Sequoia has a 'live' rear axle, there are horrid thumps and thwacks over speed bumps in parking lots, as the rear suspension is nearly non-existent. It smooths out at speed, but damn is it harsh at low speeds, resulting from a solid axle that just pummels whatever it encounters. The other side effect is the rear suspension set-up takes up more space, which is likely why there aren't flat-folding third-row seats and the lacking storage space. The flip side is that a solid 'live' axle is stronger (used traditionally in trucks for their known strength) and can be attributed to the Sequoia's impressive towing figures. For every day driving, though, it can be a jiggly and rough ride as that rear suspension ungracefully slams into the earth. Think less John Cena and more an uncoordinated Nacho Libre body slam. Now, here are some other, if unquantified (untested) concerns: I don't think the power unit is up for the task of long-term towing. The reason for that is, on any uphill freeway grade I was crossing, the dashboard boost gauge reveals the Sequoia needs about 10 psi just to maintain 70 MPH. Add in 7,000 pounds behind you, and the engine will be making full boost so often that I think the hybrid battery will be too stressed and run out of juice. If that happens, your fuel mileage will tank significantly because you'll then be left with a twin-turbo engine making constant big boost levels to stay alive, while dumping in vast amounts of fuel to match the airflow from the forced induction. Now, these are just hunches, but I have no doubt they are somewhat legitimate in their own right. While the Sequoia is greatly improved over the last model, an SUV that was about due to receive social security, it's sadly still behind in a number of areas instead of catching up to the pack. The lack of flat-folding third-row seats is probably enough for most people to look elsewhere as, once you experience their convenience in other vehicles, it's hard to live without. And for having such a large phycial footprint externally, space isn't even that abundant on the inside. With Toyota set to debut a Grand Highlander, an even larger version of the popular Highlander that is already similar enough in terms of interior volume, I suspect that would be both the bigger vehicle inside and the smarter overall choice for Toyota buyers. I say Toyota buyers because they do seem to be among the most loyal shoppers and tend to stick with their own brand. I'm not going to call it a cult, but they do rarely venture out on their own to explore other options. If you do go ahead to choose a new Sequoia, you'll be doing yourself a disservice to not at least look at some of its superior competitors. 2023 Toyota Sequoia Platinum review As-tested price: $79,089 Pros: On-paper towing; Quick acceleration Cons: Expensive; Interior not fitting of price Specifications: 3.4L twin-turbo V6 with AC electric motor hybrid assist Total system output: 437 horsepower and 583 lb-ft of torque Highway MPG: 20 Average mixed MPG: 16.5 0-60 MPH: 5.8 seconds 208 inches long 122 inch wheelbase 79 inches wide 74 inches tall Curbo weight: about 6,100 pounds

Ballistically fast, does the XC40 Recharge compel in any other ways? 2023 Volvo XC40 Recharge Twin Ultimate AWD review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Swedish brand Volvo is pushing hard for an EV future, seemingly betting their existence on a slew of pure electric vehicles and plug-in hybrids. Perhaps the most surprising part is just how quick each of their new electrified offers are. While it might not appear so at first glance, this XC40 is maybe the ultimate sleeper, packing over 400 horsepower in an unassuming package, made all the more incognito with this friendly and chic sage green paint. The usual EV obstacles are present, with a high price and a range that shrinks in the real world. But, if it’s brilliant in all the other ways, it could, just maybe, be worth it. Or not. Highs The standout feature that most will never be aware of, besides the driver and your shocked passengers, is the crazy performance. I say crazy because you would never expect this car, a literally green Volvo, to be fast, let alone this fast. With 402 horsepower at your immediate disposal via the instant throttle that comes courtesy of an EV powertrain, this little sage box hauls to 60 MPH from naught in four seconds dead. If anything, it feels even quicker than that, with acceleration tapering off slightly once over 60 MPH, but still maintaining striking velocity. Curiously, I didn’t see any drive modes to choose from, let alone a launch control system to allow more wheelspin from a dig. I reckon if there were such features, that 0-60 MPH could shrink to under four seconds. Just saying, this XC40 is freaking fast. Don’t race one from a stoplight, even in your Mustang GT; you’ll lose to this EV sleeper. You have a choice of one pedal driving, meaning the throttle pedal can both accelerate and control deceleration, too, because of the aggressive regenerative braking. I’m pleased to say that the one pedal driving experience in the XC40 is among the most intuitive I’ve tried and can make for very smooth driving after a short acclimation time. Once you’re used to it, it’s almost strange going back to using a brake pedal for all your stopping. For a compact car dimensionally, the interior is reasonably spacious and I like the fabric seats even, comprising of a luxurious blend of wool fibers that are anything but economy-class, completely unlike anything that you’d find in a cheap Corolla. Convenient storage cubbies are present as well as power outlets, and the panoramic glass roof lends even more volume to the cabin. There’s also this cool material used as trim inserts on the dash and doors that has a topographic map like texture and design, and it even glows at night; A creative and interestingly neat alternative to traditional wood or aluminum trim. Steering is lifeless in terms of feel, but luckily not weightless, providing accurate inputs when on the move. The tires do limit overall cornering and lateral grip, but the handling is decent enough for the enthusiasm of the casual driver. What did impress is the AWD system and its ability to put power down to pavement with zero fuss despite the gobs of straight-line performance. With abilities for the car to send power to either the front or rear axle/electric motor, planting the power down mid turn results in a slingshot to corner exit without pushing wide with understeer. There’s little fun to be had, but the basic characteristics are impressive enough nonetheless. And to top it off, the XC40 has little in the way of wind noise outside and rides comfortably at speed. However, at lower speeds, the XC40 does display some choppiness over bumps that ought to be ironed out in future iterations, probably due to the nearly 5,000 pound curb weight; Batteries sure are heavy. Lows Unfortunately, there are a number of detractors with the XC40, namely the shocking $60,000 asking price as seen here on this Ultimate model. There’s no other way around it, but this isn’t a 60-large car, with lots of hard plastics and other questionable interior pieces. I know, I liked the seats and their material, and the cool, glowing topographic inserts and design motif, but the rest is a let down at this price point. For example, the volume knob makes an audible clicking noise and feels loose to boot, but having driven other Volvos, I know this is normal. Volume knobs should be easy, but it’s among the worst in any new car. Nothing like having a soothing quiet, EV experience, and then hearing that awful clicking noise. No start/stop button is present here, with the XC40 turning on once you’re in the car and with foot on the brake. It then turns off on its own when you leave the car. Multiple times this frustrated me as I wanted the car to stay awake or it wouldn’t turn fully on, like when trying to lower a window during its photo session. It’s a bizarre solution to a problem I don’t think anybody asked for. And, to top it off, there’s a large and ugly blank plastic circle inserted where the vehicle on/off control should be (the gasoline XC40 has a button there). Instead of making a new dash without the hole for it, they plugged it. That’s not a sign of a luxury car to me. I’ve also had numerous electrical problems with Volvos over the years, like freezing navigation screens, glitching climate controls and radios, a car refusing to turn off and lock, and this Volvo is no different, with a notable speaker buzz emanating from the stereo. Changing the volume to zero or pressing the volume to off didn’t make any difference, with the buzz noticeable even at 40 MPH at times. With numerous, annoying problems in what are supposed to be luxury vehicles, I’m at the point where I wouldn’t trust a new Volvo. Even trying to maximize the range, with slow freeway driving under 70 MPH and timid acceleration, the best efficiency I could muster was just 2.6 miles per kWh. Because there’s a 78 kWh battery pack onboard, that’s a theoretical real-world range of just 203 miles. I did utilize some free Level 2 chargers about 3/4ths a miles from my work during a couple days, which was a nice and good excuse to stretch my legs and have a brisk morning and evening stroll, but even plugged in for 8 hours at the charger’s rate of 6 kWh, the range (according to the vehicle's digital display) only jumped about 100 miles during that time instead of an expected 125 when doing the math. I think an EV like this could make a lot of sense for those with conveniently placed charging (even free charging from their employer), or those with cheap electricity rates and a Level 2 installed at home, but for others, this lifestyle might not be for them yet. A fast bummer Yeah, I know, it seems like I’m bagging on this car for simply being an EV, but it’s definitely not only because it’s a electric. Sure, it seems like a nice car, but for 60 grand? I’m just not seeing it. I do like the way it looks and the shocking speed sure can be enjoyable, but the range disappoints, and the electronics are glitchy once again in true Volvo fashion. Being crazy fast is fun, but it’s not enough to mask the other problems here that keep me from recommending the XC40 Recharge. 2023 Volvo XC40 Recharge Twin Ultimate AWD As-tested price: $61,890 Pros: Very, very fast; Chic style Cons: Expensive and small; More electronic gremlins Specifications: 2 electric AC motors 402 horsepower and 486 lb-ft of torque 75 kWh battery pack Real world range: 190-200 miles 0-60 MPH: 4 seconds 174 inches long 73 inches wide 65 inches tall Curb weight: about 4,800 pounds 2023 Volvo XC40 Recharge review.

The Volvo XC60 is a superbly fast hybrid that might be the imperfect compromise many are comfortable with 2023 Volvo XC60 Recharge AWD Ultimate review with The Road Beat Words and pictures by Mitchell Weitzman I have a hit and miss relationship with a certain stylish Swedish carmaker. Volvos often offer understated, Bauhaus styling that looks modern without any effort, and lavishly luxurious interiors that can rival any other competing brand in their space. They're not without issue, though, with a majority of Volvos tested exhibiting wonky electronics that are unacceptably unreliable in 2023, such as doors not locking, center display lockups, maps freezing, and buzzing speakers. Luckily, this XC60 showed none of that, so I was able to enjoy in its full strength. What might be most eye-opening about this particular hybrid XC60 is just how freaking fast it is. The price might make your pupils pop, too, with this range-topping Recharge Ultimate model costing $74,690. 455 horsepower and 523 lbs-ft of torque are the headlining figures, and there's no way to deny just how impressive that is. Translating to a 4.3 second 0-60 MPH dash, there are no clues as to just how rapid this compact SUV is until you smash the go-pedal. Utilizing turbocharging for the four-cylinder main unit, this is further backed by an electric motor with a 18.8 kWh battery capacity. Yes, this is a plug-in hybrid, meaning a full charge will give you about 35 miles of electric range. Unlike some other plug-in hybrids, you can drive on the freeway even in full silence. You lose lots of performance, as the electric component makes only 143 horsepower on its own, but it's enough for normal commuting. Essentially, if your daily driving habits are on the short side, you could drive the Volvo as an electric car semi-permanently; I like plug-in hybrids for this added versatility as you can drive any distance without fear of having to charge. When driven as a hybrid, the power unit is among the smoothest four-cylinders ever in a production car, forgoing most of the nastiness associated with the garbage disposals found in cheap economy cars. Throttle response impresses for a turbocharged engine thanks to that instant electric motor filling the gaps of any turbo lag, if not quite as instant as the previous iteration of this mill that combined a turbo with the immediacy of a supercharger. There are some rumblings at times as the combustion goes in and out of use, automatically switching between EV and hybrid mode that could use further polishing. Due to how quickly the XC60 can be when at full acceleration, passing is a total breeze when you need to get going and the system cooperates. Once the battery pack does deplete, the XC60 behaves like a traditional hybrid, utilizing a combination of gasoline and electricity as it sees fit. During this time, over a variety of city and freeway driving, I averaged 26 MPG, which is a nice number considering just how fast and capable this power unit is, but it's also curiously 1 MPG less than the larger (and heavier) XC90 Recharge with the exact same propulsion system. I think I personally would have liked to have seen 30 MPG in this scenario from a more compact SUV like this. Volvos do not disappoint in their interiors, and the XC60 continues this trend. While maybe you could expect or hope for some extra specialness from this Ultimate model costing over 70-large, it's a very nice and pleasant cabin experience with lots of wonderful Nappa leather draped all over. I've always admired the simplicity in Volvo's interiors with their understated elegance that is the furthest thing from barren. Nice metal work, too, especially those speaker grilles on the doors. The center display is sharp and crisp, and is mostly easy to use. However, some settings are harder to access with the the display needing sideways and vertical swipes like a smartphone, but it doesn't work as well in a car. At least the digital climate controls are a single click away at all times. What I didn't like about the climate are the fan speed controls, where level 1 is too low, and then level 2 jumps up to what feels like a high setting. There were times I felt choosing level 5 didn't make a difference from level 2 - what did I say again about Volvos and their electronics...I don't think this is a problem, but just a quirk of how their fan speed operates. For those in colder climates, the seat warmers can nearly boil water, while the heated steering wheel can be felt through gloves even. It's also quiet at speed, and with enough space in the second row of seats and a plentiful enough cargo volume. XC60s have always been pleasant vehicles to drive, with tidy handling characteristics and a good ride quality. The steering is completely devoid of feeling, but it's accurate and quick which gives decent confidence in your placement on the road and through corners. Grip isn't huge, but the balance is surprisingly good combined with an AWD system that allows you to smoothly apply power and hold your line through fast, sweeping turns. The only real downside is the chassis really hasn't seen any noticeable upgrades to match the courageous power output. A curb weight of nearly 5,000 pounds certainly doesn't lend a helping hand either. So while you can attack straights with sports car levels of acceleration, the same can't be said for corners, so just be wary of your speed as the XC60 is no match for more focused performance SUVs from some of the German brands with AMG or M badges when braking and turning is required. In routine, daily driving, the XC60 is very nice and easy car to drive. Where things do get tricky is the price, because $74,690 is a lot for a compact SUV. If you want a fast compact SUV, that price gets you in the door for a BMW X3 M, a real full-fat M car that will blow the doors off this Swede in any direction. Genesis has their GV70, which is a little bit smaller, but actually beats it on interior quality and style inside and out. And, they just came out with a full EV model with nearly 500 horsepower and over 200 miles of range for a similar price as this. So if you want to take the full-EV plunge, perhaps that's the more captivating option. Either way, one can rest assured here knowing you're getting a bona fide luxurious product that comes with electric driving ability and some stoplight drag-racing ability. 2023 Volvo XC60 Recharge AWD Ultimate review As-tested price: $74,690 Pros: Fast and pretty efficient Cons: Handling doesn't match the speed; Expensive Volvo XC60 Recharge full photo gallery Length: 185" Width: 79" Height: 65" Combined horsepower: 455 Combined torque: 523 lbs-ft 0-60 MPH: 4.3 seconds Average MPG: 26

An alternative hybrid vehicle with divisive looks that delivers 45 MPG 2023 Hyundai Elantra Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman Are you tired and bored of choosing a Honda or Toyota hybrid vehicle? Have commitment issues and not yet sure you want to take that plunge with the plug to 100% electric? Then Hyundai’s Elantra Hybrid is a car worth considering, granted that you can get past the divisive looks. Do I like them? Eh, it’s certainly distinct and stands out, but you might find this car really repulsive. There is good news on that front, though, as a refreshed update is coming out later this year with a new front fascia that is immediately more attractive - just a heads up. But, back to the current Elantra Hybrid. What you do get here is a compact sedan that has markedly more room in the back seats than a Corolla, making for a usably spacious car for many. I like the seats, making a comfortable place to spend time, and the controls and layout of the interior give a decent impression of a cockpit as they wrap around you. I like the driving position and the steering wheel, wrapped in leather on this example, feels great in the hand. There’s still this weird HAL-9000-esque graphic display to the left of the gauges that I kept waiting to animate and say, “I’m sorry, Mitchell.” This blank space comes across as a waste here (it does display information in the hotshot, overachieving, spectacular N model) on a car that otherwise has an attractive and modern looking interior with nicely integrated screens elsewhere. Overall, while there are some plastics strewn here and there and with some rough edges due to cheap, injection-molded manufacturing processes. It’s definitely a fine place to be, not really any better than most rivals in its class, but notably behind the current class leaders that are the Mazda3 and Honda Civic. Compared to a ubiquitous Corolla or the new Prius, I do find the Elantra more spacious at least and more interesting inside. It's even reasonably quiet for an economy car when on the highway. Performance is nothing to shout about, with 0-60 MPH taking a slow 8.5 seconds, but that’s expected in this application. The new Prius, however, smokes all its hybrid peers with a seven second 0-60 MPH run; Who would have thought the Prius would be destined to be the fast hybrid of the bunch! Luckily, noise and vibrations are damped and controlled, well relatively at least for a four-banger, and the transmission is mostly transparent. MPG is the big ticket item here, with the Elantra Hybrid returning a commendable 45 MPG during our week together, even if that does come up short a few MPG compared to the window sticker’s estimate. This number trumps the latest Corolla SE Hybrid, which disappointed at 39 MPG, though that model was AWD. On a level playing field and both sporting FWD, I imagine they will be about neck and neck. The new (and fast) Prius promises 50 MPG, handily besting both on paper. Taken command on the road, the Elantra Hybrid is a sedated affair, offering little in terms of excitement (the very essence of the Elantra N super sedan) so don’t come looking for fun here. Handling is, well, you turn the wheel and it changes direction most of the time, just without any vigor nor enthusiasm. On the whole, when comparing a basic Elantra next to a basic Civic, the Honda does offer more in terms of driving fun and dynamics, as the Elantra has little interest in cornering from its lack of grip and easily approachable understeer. At least the steering is nicely weighted and is direct, more so than a Corolla, but it’s honestly really hard to talk about how the Elantra Hybrid drives because of how boring it is. Look, you get in the car, it starts, and it’ll take you to where you want - yet, this what 99% of buyers of this type of car are looking for. The ride quality is comfortable most of the time, with some choppy roads exposing some weaknesses, but it’s at least a nicer car to drive than a Corolla, mostly down to the more intimate cabin and environment. Look, it’s definitely easier to write about fun and exciting cars because they just exude magic throughout the car that transfers to you. The Elantra Hybrid, unlike the special Elantra N, is one of those cars; this is a vehicle made for transportation and using as little fuel to save you money. On that front, it succeeds. However, I’d rather have the yet-unreleased Honda Insight (a Civic Hybrid essentially), or the new Prius. Yes, I said Prius, but for the right reasons, including shockingly attractive looks, greater performance, and possibly an even thriftier engine, though the Prius is a little cramped inside. There’s no real way to do wrong with any of these mundane choices, but while the Elantra Hybrid might not be my favorite hybrid or small commuter sedan, it’s nonetheless a comprehensively and objectively capable one. If you hate the looks, you probably wouldn’t consider it anyways, but if you love them, then it’s the perfect car for you as a way to stand out from the sea of unimaginative Corollas. 2023 Hyundai Elantra Hybrid As-tested price: $30,305 Pros: Mild-mannered; Great economy Cons: Mild-mannered; looks not for everyone 2023 Hyundai Elantra Hybrid review.

The Lexus LC 500, armed with a firestorm V8, is terrific, but is there reason to buy one new? 2023 Lexus LC 500 V8 review with The Road Beat Words and pictures by Mitchell Weitzman I love the V8-equipped Lexus LC 500. Worth of cherish, lust, and adoration, this is a monumentally fabulous car and achievement by Lexus. Yet, for how much I love it, the car is simply too old to recommend buying brand new. Reason for this sentiment is the hard fact that the LC 500 has been on sale now, basically unchanged, for over seven years. For that matter alone, and given the archaic electronics inside, you can easily still buy the exact same car for tens of thousands less with some miles already on it and hope it stands up to Lexus' renowned, lasting quality and reliability. A bit of dinosaur in 2023, this is a super-GT that knows which heartstrings to tug. Often, I start with the positives and then work to the negatives, but I want to get the detractors out of the way first as to not dwell on the inconveniences that sadly do plague this magnificent creation. Really, though, there's just one glaring aspect that affects the entire user interface and experience: the electronics. It's no secret that I have despised the infotainment/center display systems in Lexus vehicles (and I'm far, far from alone), and the LC 500, despite the sensational outward and inward appearance, has the most unusable and badly designed interface in a car today. Utilizing a finicky mousepad for control that lacks accuracy, this stupid system requires way more concentration than should be given during driving; It frankly sucks. Sorry for the informality, but it's so cumbersome in use that it's appalling it was ever released to the public, let alone make it out of the beta stage. Good luck trying to adjust your climate or heated seats while driving without a Jedi-level of connection through the Force. Shoot, to turn off air conditioning, you even have to dig through the menus because that all-important item was left off from the physical climate keys below for whatever dumb reason. Instead, you get an off button for the climate, because the up or down arrows to increase and decrease the fan speed can't actually be adjusted to zero. As with all Lexus, there are beeps and bongs galore, too, so be extra mindful of enduring that aural ambush on the daily. I further dislike that you have to be stopped to completely disable traction control in what is an inherently sporting car. Speaking of being a sporting car, and this might seem far-fetched, but the LC 500 isn't that fast. I'd say "isn't that fast anymore," but it was never that quick to begin with. These days, a Mustang GT or Camaro SS will deliver a TKO to you at the traffic lights while any direct rival, like a base Porsche 911 or a BMW M850i, will leave you absolutely scatter-brained and disappointed in your new purchase despite the thunderous noise. For those concerned about numbers rather than experiences, the 467 horsepower V8 does motivate the LC 500 from 0-60 MPH in 4.2 seconds. It is fast, but it just isn't that fast in the face of ever-improving competitors. Oh, and the trunk ought to be larger. Annoying drivel and realities aside, I am completely still head over heels for a V8-powered LC 500. I mean, just look at it - it's sensational, like it's traveling a million miles an hour standing still. Taking cues from the LFA supercar, the LC still looks like an all-star runway model nearly a full decade after the original show-stopping concept was released. And then there's a cabin that is crafted to such a high level of quality, with the most supple leather and Cartier-grade metals this side of $200,000. I've sat in an Aston Martin DB11 before, and in terms of pure luxury and craftsmanship, the Lexus gives up almost nothing to the Aston. In other words, you could stick a Bentley badge on the steering wheel, you nobody would second guess it. Additionally, beyond the shear caliber of richness, there are endearing swoops and curves that envelope the doors and occupants in dramatic, baroque fashion. In fact, if Bernini himself was said to have sculpted this exquisite shape (or at least have inspired it), I wouldn't bat an eye. So, it looks expensive inside and out - far beyond the asking price - nearly making it seem like a bargain in that case. However, once fired up, it's the engine that dominates the driving experience. Yes, I said the car isn't that fast, but does it really matter when it has this much character? Neglecting modern turbocharging, this five-liter beauty revs to over 7,000 RPM and sounds like a constant barrage of artillery fire as it bangs through the gears with quick succession. You know when the Rohirrim charges at the Pelennor Fields? I reckon it must've sounded a bit like this. At least the orcs heard a good noise at their end. Response is impressive, too, acting instantaneously to your right foot's inputs with one of the sport driving modes selected, and there is a smoothness, too, with no abrupt fueling issues nor a transmission lost-in-translation. This 10-speed is exceptionally good for a torque-converter unit, behaving far more civilized, yet also miles snappier than the eight-speed auto in lesser Lexus models, like the GS F or RC F for example. And you know what? It's slow compared to rivals, but it's hardly a slow car, with each journey through the first few gears exuding an exuberance and level of joy because of this charming character that few others can match. Handling isn't razor-sharp in terms of outright ability, but the LC 500 still behaves wondrously given its luxurious, grand touring mission and over-4,000 curb weight. As long as you don't expect a Lotus Elise, because it isn't one, then the LC 500 is a mighty instrument capable of subverting expectations. The steering is always alert, yet never darty in any drive mode, and possesses naturally neutral weighting that builds with confidence as steering effort increases. There are a few degrees of body roll when pushing, owing to the porky scale reading and soft suspension, but it's never out of control, making for tidy transitions. When the car does lean, that increases assurance and confidence, too, as the driver can feel the car and what it's doing below and around them. Understeer will win out when the tires have been overworked, but it's really hard to get that point and a real chore to make happen on public roads. Note: this is not a track car, yet I have no doubt it will still perform admirably in its abilities. With some track experience, one can easily upset many new unassuming, casual Porsche owners. One of my favorite roads, a local gem for car and motorcycle enthusiasts alike called Salmon Falls, was a perfect setting to wring the LC 500 a little. Driven at 8/10ths, the big Lexus is in its sweet spot, not yet overwhelming its tires and able to carry hellacious pace, all with a massive grin on your face as you go up and down the gears. For a luxury grand touring machine, the involvement available is what transcends this car beyond the expectations of being just a sloppy happy cruiser. This test vehicle came equipped with the $10,000 Dynamic Handling Package, and though pricey, the rear wheel steering that's included does noticeably increase agility, most prevalent at lower speeds where it pivots around you, and the Torsen limited-slip differential does a wonderful job putting power down with little fuss. Even with the traction control still enabled on Salmon Falls, power was rarely cut as the rear end was able to distribute energy efficiently to the right places for surprising traction. Some traction controls can be total killjoys, but the traction hardly intervened as it didn't have to. You know a diff and chassis are mechanically working well together when the traction control hardly interferes with a 5-liter V8. Perhaps the most impressive trait, considering the performance and fun that are available when asked, the LC 500 is one of the most comfortable and quietest cars I've driven. The ride quality is surreal, seemingly gliding over bumps like Aladdin's carpet, and when cruising over 70 MPH on the freeway, you can carry conversations in whispers. It's a so soothing and relaxing experience as the leather chairs wrap around you like a tailored suit. You don't sit in the seats as much as you wear them. And because there are 10 gears, the V8 spins just 1,500 RPM on the highway, barely above idle, and will return close to 30 MPG on these long distances. Which brings us back to that possibly alarming opening statement and sentiment. Despite its best efforts to thwart my love via the horrible electronics inside, my love for the LC 500 remains undiminished and reaffirms how much more enjoyable and impressive the 'standard' V8 model is instead of the underpowered V6 hybrid model. Problem is, the car has been out for six years and is more or less unchanged. It's still good value at $100K because of how luxurious it is, but because there's no advancements in the model, I'm not sure it's worth still buying new. Lexus has a new infotainment system in other models that is a massive upgrade, except it's mysteriously absent here thus far. Buy a lightly used one (or a CPO even) and you can save tens of thousands of dollars in what then becomes the luxurious GT bargain of the century. You can also wait for the expected updated model soon. Or, say sod it, and buy one brand new and be happy and enjoy your life. I know my life seemed better with an LC 500 in it... 2023 Lexus LC 500 As-tested price: $106,885 Pros: Gorgeous inside and out; Character-rich V8; many, many other things Cons: Far outdated electronics; rivals are faster View photo gallery

Photos from the Sonoma Raceway round of the 2023 SRO GT World Challenge America racing series. I love racing, and nothing (well, I guess besides actually being the one to drive the cars) beats being trackside at a photo hole in the catch fence or behind the k-wall waiting for exotic race cars to storm right by you. It's been a hot minute that since I've photographed a professional racing series, and two years since my last visit to Sonoma for GT World Challenge America. Luckily, we were blessed again to have the race scheduled in the spring, and thanks to a uncomfortably rainy, well, rain season here in California, that meant the rolling hills of Sonoma were picturesque perfect. With deep green grass and wildflowers in every direction, this is the beauty of California that only appears a short time each year before the hot and dry summers. What were some favorite cars of mine? It's hard to beat the flat-six and naturally aspirated wail of a Porsche 911 GT3 R. That said, the Aston Martin Vantage AMR GT3 is drop dead gorgeous on track, and wile normally ugly as a road car, the BMW M4 GT3 looks quite fantastic as a race car, with the livery on the Samantha Tan Racing STR38 Motorsports car looking especially epic. Working for the legendary photographer Halston Pitman -halstonpitman.com - this was my first foray into capturing images for a multitude of the top professional racing teams and drivers in sports car racing. While it was grueling work, as expected, with 16 hour days including driving, and I was beyond exhausted each night, I can't wait for the next opportunity to capture one of my greatest loves. Motorsports are not just fast cars - it's so much more than that. Seeing the blood, sweat, and tears - all quite literally - poured into the effort of all trackside is as much an art as anything. Being able to combine passions for racing with that of photography to make an unprecedented and unexpected level of art is a dream come true. Looking over my photos now, I can take some pride in the work I was able to produce. gt-world-challenge-america.com