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This Volkswagen is excitingly pretty, and that might be all that matters 2023 Volkswagen Arteon review with The Road Beat Words and pictures by Mitchell Weitzman Volkswagen, as a corporation and parent company, makes many sexy vehicles from their Porsche portfolio, Lamborghini, some Audis, yet they haven’t really reserved any vehicles with proper sex appeal for themselves. Until this, that is, with their latest Arteon, equipped in this luscious shade of blue that looks straight out of James Cameron's Pandora. What a looker. Is there substance to be had, though? We should address the elephant in the room, though, because this Arteon costs over $50,000 as-tested. That is not a small sum of money, and many might not think one should ever pay that much for ‘just a VW.’ That asking price for this highly-optioned model even crests the performance-bred Golf R on price and is one of the most expensive Volkswagen’s you can buy currently. In some respects, that makes this almost a halo product, and it sure looks like one at least. There are many things that the Arteon does rather well apart from the seductive gaze. For one, drivers and passengers will appreciate the surprisingly enormous amount of space on hand inside the Arteon. While not that large a car externally at 191" and with an 111" wheelbase, the cabin has leg space for days in the back seat, so much that I’d swear it’s more spacious than a BMW 5-series even that stretches five inches further. The back seat itself isn’t even a brick, making for a comfortable experience for occupants. That space advantage extends to the trunk, which is, surprise again, of the hatchback variety. This convenience lends to generous storage and ease of access while also being a contributing factor to the sweetly sloping roofline. I took the Arteon on an overnight trip to Monterey and was shocked at how much I was able to fit in this V-dub. Outside of some electric cars that have their batteries under the floor, this might be the best modern example of maximizing volume, but still being able to look hot and not like a milk carton. Power comes from VW Group’s familiar 2-liter turbocharged and direct-injected four-cylinder that remains an industry-standard when it comes to four-banger refinement. While still not mistaken for a smooth Bavarian six, it's when sampled next to other inline-fours does it becomes apparent that VW continues to definitely lead the pack of these juice blenders for noise, vibration, and harshness levels. Horsepower is an even 300 with a torque figure twisting at a healthy 295 pound-feet. This mill is closely related to that in the Golf R and mated to the familiarly quick and snappy seven-speed dual-clutch DSG transmission only. Further adding similarities to the Golf R, the Arteon in this trim gains 4Motion all-wheel drive. This potent combo contributes to 0-60 MPH times of about 4.8 seconds. Despite the claimed power, I just never felt like the Arteon was actually that quick, lacking that oomph that I would expect by the seat of the pants. The Golf R was the same in this regard, while the mere peasantry (relatively) that is the GTI punched above its weight considerably. Oh well, they’re all plenty and very quick cars, but I thought to be more wowed expecting a harder turbocharged gut-punch with the boost comes on; Perhaps the dual-clutch automatic masks some of that wallop. Also of note is the fuel mileage, averaging 26 MPG during my week with the car, while seeing a steady 32 MPG on the freeway, which I think should be higher given the small-capacity of the engine. For reference, a BMW 330i with its 2-liter turbo does over 40 MPG on the highway. Even a six-cylinder and fast M340i from a few years ago delivered 36 MPG during interstate cruising. Handling works, but this isn’t as a resolved or committed sporting car like a Golf GTI or Civic Type R. So, understandably, it’s not as sharp as its sibling, nor as playful, but this is still a capable steer in its own right that doesn’t lose anything compared to one of those BMW 330is. Steering is lifeless, but I liked the weighting and ratio, the feel of the leather wheel itself, and there are quick responses to be had with little wallowing. If you go into this expecting more of a comfortable spacious grand tourer, then it will both surprise and impress in the handling department, with it’s locked down front and rear ends and only mild doses of understeer. It’s never playful, like even a front-wheel drive GTI or a rear-drive sports car, but it’s capable and competent in its own right. I'm reminded of the AWD Golf R, a car I was disappointed by due to the lack of driver engagement it provided because I wanted it to be harder-edged than it is; too grown up for a Golf R, but not too grown up for an Arteon. If you do go into this thinking this as some kind of sleek super sports car, then it’ll leave a bit to be desired. For what this car is ,though, and its mission as a sexy grand tourer, then I’m totally happy with how the Arteon behaves in the twisty bits when under pressure. I also liked the ride quality, having control, but never overtly firm. The key here is knowing what to expect; sports car this is not, but rather an entry-level grand tourer, and it does that job rather well. Moving to the interior itself, it’s fine. I don’t think it’s quite a $50k interior, and the space does go a long way, quite literally, but this does miss the mark for being a convincing luxury car. Those moving up from something like a Jetta, or even an older Honda Accord or Camry will be impressed, but it still isn’t as nice as a Volvo S60 or Mercedes-quality. I just wish some of the materials were a little softer and plush, and there are flimsy plastics here and there. The big issue with the cabin is in the electronics, though. The infotainment ranks among the worst for UI and UX, plus there are the annoying haptic controls on the steering wheel that don’t work when you want them to, and do work when you don’t want them to as your hand accidentally grazes them at random. The HVAC controls are better because there are more physical controls than on the new Golf luckily, but they’re awkwardly placed and still have the strange slide control to them. Work is needed. I applaud new ideas, but they can't actually have tested this in the real world and went, "ah, yes, this is the future." Much Mercedes' maligned new Formula 1 car, there’s a vision somewhere that’s good, in theory, but the application so far with the newest breed of Volkswagen’s has missed the mark. Modern Volkswagen’s have been a mixed bag for me so far, liking the Golf GTI but not the Golf R for example. I usually tend to enjoy and appreciate their affordable options the most because of the value they provide while the expensive, top-trim levels of other offerings tend to suffer from low-rent interiors and a quality that just doesn’t match their price tags. The Arteon was indeed a risk, as it’s one of the most expensive new VWs today. However, I did enjoy my time with the Arteon. It’s absolutely gorgeous, generating envious gazes like no other People’s Car in history, and has a superbly spacious interior. I do think the interior does still miss the mark, but it’s closer than before. There’s also the question of whether this should even be VW; like a country artist crossing over into pop, this a tipping point of a Volkswagen meeting some Audi glitz and glamour. The main enemy to cars like the Arteon are the barrage of crossovers and SUVs on the road, driven by those who do not need such towering vehicles. The Arteon makes a real alternative due to the space it carries inside, and drives so much better than any lumbering crossover. Let’s be real, though: the Arteon could be a terrible thing to drive and people should and would still want it. Why? Just look at it. 2022 Volkswagen Arteon SEL R-Line 4Motion Price as-tested: $51,240 Pros: Gorgeous styling; spacious cabin Cons: Not all that exciting, tricky touch controls inside.

The NX is all-new and with a frugal, yet potent hybrid powertrain 2023 Lexus NX 350h Luxury review with The Road Beat Words and pictures by Mitchell Weitzman If you were to ask me what the ugliest new cars on the road were 10 short years ago, I would have promptly replied, "Lexus." From their psychotic creases and gaping grilles that correctly mimic the Predator movie villain, just about every car from Toyota's luxury brand were slightly hideous. Ask me the same question today, and Lexus isn't even in the same thought process due to beauties like the LC 500, IS 500, and now the NX crossover. In fact, all three of those models are among the prettiest in their respective classes. Looks can sell - after all, why do you think models are hired for ads and general consumerism? And especially with some tasty colors on the NX, like the olive green and solar orange examples I tested, there's little doubting future sales success of the NX based on the hot looks alone. Affirming their place as premium products, they definitely look and exude a taste of expense that excites in ways few German cars can due to their restrained and mostly boring new design directives. After so many years of contempt towards that gaping grille, the designers have somehow massaged it to be less intrusive and nailed the proportions of the rest of the car to match. The resultant NX is a shape that's tidy and sharp, looking ever compact in age of bulbous flair; it has looks that ready to cut through the air like a katana. Nice. I had the opportunity to drive both the NX 350h and the range-topping NX 450h+, and yes, the + sign is actually part of the official name. One is a hybrid model while the 450 is a plug-in hybrid with extra horsepower and nearly 40 miles of electric-only driving range when juiced up. If you're wondering which you should choose, I'll stop you right there and say the 350h is the better option given the significant price savings and better fuel economy when they both are drinking only gasoline. And to avoid confusion, the green car is the 350, and the orange car is the 450. NX 350h's use a 2.5L inline-four bolstered by three electric motors and AWD for a total combined output of 240 horsepower. I have a strong hunch it's based on the RAV4 Hybrid's powertrain, yet the Lexus is good for 21 additional ponies here. If you were to drag race its Toyota brethren, there isn't much difference against the stop watch, but in normal use, I did find the NX 350h to feel more powerful and responsive than its lesser, pedestrian Toyota relative. Still, 0-60 MPH takes 7.5 seconds, a figure hardly worth shouting about when you consider a BMW X3, with its base 2.0L turbocharged four-cylinder, gets there over a full second faster. Still, the hybrid powertrain is modern in operation and provides smooth and unhindered acceleration in day-to-day driving with zero apparent lag. The CVT transmission also does well in its mission to remain transparent. For fuel mileage, I averaged an outstanding 36 MPG during my week in the NX 350h. Comfort was definitely a high priority in its design and I did find the NX to indeed be very comfortable, with suspension that successfully masks the impurities of the asphalt below well for civil cruising. What the NX doesn't do, though, is have any interest in corners, with an apparent laziness when you get aggressive with the wheel. While this does disappoint me, it must be understood that the target audience likely isn't wanting to take the NX to shred some gnar on canyon roads. The steering itself is fine, with likable weighting and responses, but any speed with an ounce of enthusiasm comes across as reluctant as the tires let go and squeal early. Aggressive traction and stability control intervention certainly doesn't help and prevents getting close to testing out the actual balance, lack thereof as understeer prevails. When I drove the Acura RDX in its sporting A Spec trim a year ago, I found a car that reveled in some freedom and got better the harder you drove it. BMW's offerings also do not fall apart when pushed, as has always been their trademark trait. Most dramatic in change goes to the cabin, featuring a completely new layout not seen in any other Lexus yet. One of the first to receive the updated infotainment with a gargantuan 14" screen, this represents a vast leap and a half forward compared to the old system that was more reminiscent of a parasite infestation. What I didn't enjoy, though, was the lack of a physical home button for the screen as well as the digital, feedback-lacking controls for most of the climate control. Further, the temperature dials are easily mistaken for volume and do look gimmicky sticking out of the screen as they do with the random color highlight encircling them. Still, I like the creativity and the improvement verse the old models. There's a prominent piano black trim that looks nice, but be warned of potential fingerprint-magnet territory. The cabin itself is crafted to typical Lexus standards and are benchmarks for luxury and quality due to the materials used throughout in this Luxury trim level NX. As with any modern Lexus, you get a sense of heft and substance wherever your gaze or touch lands, leaving little doubt to the longevity of the vehicle. In twenty years time even, and with well over 100,000 miles, I reckon this cabin will still look mightily similar and with few rattles. The seats are also quite comfortable to spend time in, and the wheel feels fantastic with its supple leather. Regarding size, I think this is a perfect size for a crossover, too, with enough room in the back seats when needed (though maybe not for long three hour-plus drives), and even a spacious-enough boot that is slightly hindered by the sloping lift gate. Despite only marginal dimensional increases over the small Lexus UX, this 183" long and 106" wheelbase NX does both appear and function as noticeably more spacious inside compared to the lacking UX. However, some of my main gripes with the NX also come from the interior with some awkward new controls. For example, there are buttons that replace traditional latches for opening the doors on the inside. I find them to be somewhat of a novelty for now, as they don't always work like they should. If you push on the door at the same as pushing the little button, it might not open all the way. Rather, you have to squeeze the button on its own to pop the door, and then push to open. There is, however, a little emergency mechanical lever to also open it, but it's visible and not even hidden, so now you have two controls instead of just the one, and at that point why not just have a normal and nice feeling door metal handle. Also, on the outside, what looks likes a door handle is actually just that with no moving part, as you squeeze a control point on the inside. So it looks like a door handle, but it isn't a normal door handle. Why not fully commit and hide the handle altogether? From both inside and outside it comes across as a little half-baked, unwilling to commit to neither technology. They get better with more use, but I don't understand the point as it's a sideways step rather than one forward. Next to the shifter, you'll also a micro-sized parking brake activator that looks and operates like a window switch, except it's so small, stiff, and lacks leverage to actually engage. I've never complained about a parking brake before, but this Lexus has managed to do it. The real question, perhaps, is how does the NX 350h compare to the NX 450h+: which you should choose and what are the advantages? Upgrading to the 450h+ does net you an additional 60 horsepower, dropping the 0-60MPH by nearly two full seconds, making for a quick vehicle. However, the handling and cornering abilities remain the same so it's almost too much oomph for the NX to handle properly. The increase in straight-line performance is appreciated, but it also just doesn't seem necessary as I had no qualms with the 350h in everyday driving to this regard. You do gain almost 40 miles of electric driving range when fully charged, but for some this might not be viable due to lack of available charging, or with just how slow it charges when plugged into a normal outlet at home (figure about 1.5 miles of range per hour). Those with cheap energy and/or solar might find a use for it, but others might never bother to charge it. Surprisingly, where I did find the 450h+ to be lacking was in fuel economy, averaging 29 MPG during my week in a variety of restrained driving conditions. That number pales next to the excellent 36 I attained in the 350h, and so if you never have any charging aspirations, the 350h delivers substantially better efficiency. Lastly, the largest obstacle of the 450h+ is the swollen price increase. At roughly an extra $8,000 when equipped like-for-like, there's no way its worth that much extra over the 350h. The loaded example I drove carried a sticker price of a shocking $62,780. Conversely, the relatively better equipped (upgraded stereo, power-folding and heated rear seats, and panoramic sunroof were optioned here that were absent on the 450h+) NX 350h I drove had an MSRP of $56,405. Further, you can't even buy an NX 450h+ for less than $58,000 whereas the NX 350h starts at about $45,000 for an entry-level version, a very alluring package and value considering the core quality offered. At over $60,000, the NX just doesn't deliver the chops that it should as an all-round package. So, between these two, I would definitely wager for the NX 350h, happily saving nearly 10 grand in the process in exchange for the worse performance (that you mostly won't notice anyways), but better hybrid fuel economy. Is it the best in its class, though? Depends on what you value. Neither of these Lexus are fun cars to drive; They're very pleasant, but never fun. The looks are a highlight, and the interior is proper luxury, yet some of the controls that you use day-in, day-out can be fussy. There are many improvements to this new NX, with irritants like the infotainment being replaced, yet some new irritants have been introduced. As always, your mileage may vary; Maybe you'll love the new door handles or you never even use the parking brake. I like the new NX a lot, for its hot looks and did enjoy casually hopping in each day to a quiet and comfortable cabin on the move while no German offering comes close to matching the NX 350h when it comes to fuel efficiency. Further, compared to the old NX, these are definitely what would be considered by many as convincing upgrades. Sacrifice the upgraded stereo (the stock one is still plenty fine), the power-folding and heated rear seats, and you'll have a pretty impressively luxury and highly economical crossover for just north of $50,000. 2023 Lexus NX 350h As-tested price: $56,405 Pros: Tight, sharp looks; Excellent fuel economy; Quality cabin Cons: Neither fast nor fun; Annoying touchpoints 2023 Lexus NX 450h+ As-tested price: $62,780 Pros: Quick plug-in hybrid; expensive looks and interior Cons: Less efficient than 350h; annoying touchpoints; Never fun

Not obvious by circumstance, but because it's pretty dang good 2023 Honda Accord Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Take any crowded Target parking lot on any weekend in suburban America, and you're bound to see a statistically accurate sample and representation of the best-selling cars in both the country and local area . For example, my closest Target in El Dorado Hills will likely have a swath of Tesla Model 3s, for those who mistakenly think they bought a luxury car, some new trucks, and then Toyotas and Hondas. You can't really go anywhere these days in suburban landscapes without seeing a Civic, Accord, or Toyota's Camry and Corolla. These type of cars are so popular for lots of rational reasons, but it's the new release of Hondas, first the Civic and now the Accord, that make anyone who buys the usually rational Toyota equivalent look rather irrational. This new Accord Hybrid is so good as a whole and complete package, it's a statement deserving of one's signature on a sales contract. Highs I suppose prospective buyers will want to know about the fuel economy, and it's 40 MPG. What's that, does that seem kind of low? Compared to the window sticker, yes, but hybrids are most often overrated anyways. For an apples to apples, a Camry Hybrid I tested last year achieved 42 MPG, so close enough to not really make any meaningful difference more than a few bucks on your wallet over a year. 40 MPG overall is also an improvement of 2 over the previous generation Accord Hybrid I tested. Harken back a year further when I tested a Hyundai Sonata Hybrid, however, and that car still reigns supreme here when it posted 45 MPG over a week. 2023 Accords receive a complete redesign inside and out, and I think they knocked it out of the park. Instead of the overstyling that has been so common in all kinds of vehicles the past few years, the Accord consists of long, simple, and clean lines. Almost seeming plain at first, its understated elegance grew on me. It's strange that we live in times where to go 'plain' is to go bold, but this toned-down style is what unexpectedly exudes class and a luxury shape in an almost Bauhaus fashion - think Junghans and their Max Bill watch. Many would say how boring it is, while others will love the simplicity on display. The interior takes design cues from the new Civic, appearing almost like a carbon copy at first, but in an enlarged and additionally spacious form. Following the simplicity of the exterior, it's an almost-industrial design that's quite thoughtful while never being plain. I for one love the long grille covering the air vents along the dash, while others might dislike that. Even on this entry Sport model, quality is pretty high, with an assortment of soft-tough materials and plastics that lack the sharp edges that plague many Toyotas. I also love the newly enlarged 12" touchscreen that looks more at home on the dash than the smaller 9" device in other Hondas. In the driver's seat, with the wheel fully extended, ergonomics are exceptional, with controls that wrap around you in short reach to give the best impression of a cockpit in this class. And the seats are rather comfortable, too, plus a huge back seat for passengers. When next to the Camry Hybrid SE I tested last year, at a similar retail, the new Honda completely trounces it for interior quality and design. Where the Accord further stamps its statement is on the road, where it dishes out dynamic qualities normally reserved for a performance vehicle, but here in an everyday hybrid school-runner. Steering is tight and confident, if lacking in feel, but it's made up for with responses that are neither artificially quick nor lazy; it's just about right. Handling itself is surprisingly neutral and doesn't fall apart when you push it past your significant other's passenger-comfort-zone, with lots of commitment from the front end and a long resistance to eventual understeer when the all-season tires decide they have had enough. Even in quick transitions at higher speeds, where the Camry Hybrid becomes a roly-poly, Honda's Accord retains composure and intent. This could be a spectacular platform for an Accord Type R if Honda really wanted to get crazy. Oh, and ride quality is controlled and comfortable and cabin noise is tamed considerably well. Performance also impresses for a hybrid powertrain, with 0-60 MPH taking just under 7 seconds. Meanwhile, both the Camry Hybrid and Hyundai Sonata Hybrid need 8 seconds, a definite win for team Honda, and several tenths quicker than the last Accord Hybrid I tested even. The power unit responds well to inputs from your right foot, and there are paddle shifters (if cheap ones) that can help control different levels of regenerative braking. Considering the handling and performance chops of the Accord Hybrid, it's direct hybrid rivals feel wayward and lazy and just incompetent. This new Accord Hybrid is a pretty swell package. Lows Demerits are few with the updated Accord. What does come as a serious bummer is that the punchy 2-liter turbo is no longer being offered, with this Hybrid model the most powerful choice for the moment. Other engine choices include their great 1.5-liter turbo, making 192 horsepower instead of the 204 on display here. The last Accord was also offered with a manual transmission, an item no longer being offered. I didn't like the rear-view mirror, finding it to be too close to my head and required my eyes to adjust a bit due to the close proximity. Further, I feel it wasn't that crisp, with some distortion visible in the refelctions as other cars moved about behind you. I also found, and this is going deep on the nitpicking, that the button to change the air vents, was not directly under the little digital illustration that shows the current choice. Instead, the front defrost is in that position; It would make sense to have the button that controls the illustration be directly under it, so if those two were switched around, well that would be a job well done. Further, like most all new cars, there is a host of beeps and bongs that are so unnecessary, such as starting the car with your seatbelt not fastened yet, even while you're in park. Why has this become a trend? Toyota used to be the supreme leader of annoying chimes, but everyone else is catching up. The smart choice is the best choice As far as a complete package goes, there's little to dislike here with such a plethora of positives. The only car in its class that rivals the driving dynamics and character on the road is the Mazda 6, but that's a relatively thirsty bugger despite how I much do I like them still. Toyota's Camry is a full leg behind in style now and loses out on the interior quality, too, when comparing their basic entry levels - I'll be curious to see what the Accord Touring is like on the inside next. Combine that with amicable gas mileage that isn't class-leading but great in its own right, and you have a package that oozes rationality and almost even charm. I like the looks, I like the cabin, I like how it drives and performs, and the price is right at just $33,445 as equipped. Check mate? 2023 Honda Accord Hybrid Sport Price as-tested: $33,445 Pros: Well-rounded package that does it all; Great interior and space Cons: Fuel economy not quite as good as Camry or Sonata Hybrid; Potentially polarizing styling 2023 Honda Accord photo gallery

The most unlikely fun performance car of the year from a most unlikely origin 2023 Hyundai Elantra N review with The Road Beat Words and pictures by Mitchell Weitzman What is it? When you think of Hyundai, and specifically the Elantra, what do you imagine? If you're picturing a cheap day-rate option at the local Enterprise with coffee-stained seats, you're not alone. However, append the letter N and we're in another level of the multiverse; In this new reality, an Elantra might just be the most fun to drive car under $40,000. Yes, that's a resolute, sweeping declaration, but there is enough to easily reinforce the notion of Elantra the Conqueror. Highs I have not smiled this much in a new car for quite some time. Driving mundane commuters and SUVs dull the experience and excitement of testing cars, so when you receive a manual transmission performance vehicle, the senses can seem exaggerated, but that's not the case here; The hype is real. Only when I tested the significantly pricier Honda Civic Type R later did I have something to trump the N, but pound for pound, dollar for dollar, the Elantra N is just so compulsively compelling. Power comes from a turbocharged 2-liter inline-four, also found in other Hyundais like the Veloster N and Kona N hot hatches. Rated for 276 horsepower and powering only the front wheels through a manual gearbox (a dual-clutch automatic is an option for those who prefer less fun), this is a firecracker when you start behaving irresponsibly. Power is strong from even down low in the rev range before building to a towering plateau from the midrange to redline without any significant falloff that small turbos typically suffer from. Get it right, and you can launch the Elantra N to 60 MPH from rest in about 5.2 seconds , though you will have to combat some wheelspin and torquesteer that never detract from the experience, but rather lend some excitement and flair. It's not the next hot thing for drag racing, but it's just enough fun to provide some real thrills in the real world on real roads. However, having power is not what makes the Elantra N special and unique. For example, a similarly-priced VW Golf GTI is just about as quick and does so with less fuss from a more sophisticated front axle. The charm of the Elantra N comes from the chassis underneath, exemplifying all that made their Veloster N great, but in an exceedingly usable package. Confidence means it can sometimes be too easy to get carried away, but when you do, you'll be glad you did. Approach any corner at seemingly endless velocity, look towards the apex, and suddenly you find yourself right there and ready to plant your right foot to the floor to carry you to your exit. Rinse, repeat. Following in the footsteps of the Veloster N, this Elantra has steering that shames most actual sports cars with some decently useful information, tenacious grip from all tires, and complete abstinence from understeer. Instead of the front pushing and washing away, a trait of front-wheel drive cars since the dawn of time, the Elantra N is mechanically clever enough to drown that stereotype. Hyundai calls their magic front differential, and I kid you not, the N Corner Carving electronic LSD. Whatever crap name given, it works when carving corners. But it's not the front that's fancy, with a sophisticated multi-link rear design that lets the two ends communicate in constant agreement. In quick direction changes, responses are complete and instant from both ends, and with little body roll. If you want to really punish the road, you can switch the dampers into their aggressive track setting for greater control at the expense of your ride quality and back. 14.2" front brakes impress, too, with a strong and firm feel, but without track time, I can't say how long they can keep up full clamping force when pushed for prolonged periods. Also contributing to one's mastery of the Elantra N are supportive bucket seats in the front that, while not quite as impressive as the red units in a Civic Type R, are great inclusions at this price bracket. Gas mileage is even worth bragging about here, averaging a respectable 26 MPG during my week with the car in normal driving conditions. Driven with intent, that number will decrease as you build boost, but in sedate driving, this can fundamentally work as a convincing commuter and climbs to over 30 MPG on the freeway. The price, considered together with the positives above, is the sealing factor that makes the Elantra N the standout performance car it is in such convincing fashion. Price at about $34,500 as equipped, there's nothing else for less money that is as fun on demanding and beckoning roads. Not even a Toyota GR86, mind you. A Golf GTI with the desired options will run you a little bit more, is maybe a little quicker in a straight line, and is more comfortable, but even a fun car like is a dull doldrum when compared to the elite Elantra N. Lows As much as I adored our time together, Elantra N does have some drawbacks that must be noted for consideration. While the manual transmission is such a welcome option and fun to use, the action of the shifter doesn't quite have the NASA-grade precision nor feedback that cars like the Civic Type R or any new 6-speed manual Porsche have. It's good, don't get me wrong, but it's just not as good as the best of the best. Clutch action is light and makes the Elantra N superbly easy to drive from initial meeting, but enthusiasts might prefer some extra weighting there as well. A solid transmission, but I'm only putting this here because a Civic Type R, albeit a more expensive hot hatch, does beat it here. Do not go into this thinking that the Elantra N is a nicely furnished car, because it's not. To keep the price so attractive, corners were cut, hence the abundance of hard and cheap plastics in the interior. At least the seats are great, and the wheel has nice leather, but the rest is convincingly 'rental-grade.' Strictly economy, but it's a compromise many might be worth taking in exchange for the low price and performance offered instead. Aesthetics are a matter of subjective taste, but most would collectively agree that none of the new Elantras are exactly pretty machines. The Elantra is better with its spiced up additions, but the engulfing black grille that seems to act like a black hole of the frontal area and the chiseled door treatment might not be for all. There's no getting around the shear intent from the visuals, and it does exude proper aggression for a performance car, but it's just not a pretty one. At least it is far from boring. Using the full-fat N mode can be abusive on public roads thanks to harsh suspension when set to their stiffest setting. Luckily, you can design your own custom modes, but many casual drivers will be led to believe the N-mode is best because, well, it must be - it's called N-mode after all - don't you want to be cool? But really, you're just making the car purposely uncomfortable. Further, N mode makes the exhaust quite loud, and while it's not a bad sound at all, there are too many burbles and pops that many (including your neighbor) may find an irritant . In fact, the standard exhaust is so loud in this mode that an owner famously was pulled over and told to have their vehicle's exhaust turned back to stock, even though it was the factory OEM exhaust; Be warned and use at your discretion, and I would recommend using custom modes for different driving scenarios. A knockout hit with unbeatable value There's no shying away from the fact the Hyundai Elantra N is a brilliant performance car at a price so hard to ignore. Really, the next step up for a front-drive (or really any kind of performance car) car would be a Civic Type R or a Camaro SS, but you'll need at least another ten-thousand(!) dollars to do so. And it's not like this 'good for front-wheel drive.' No, not at all. I reckon the Elantra N is an overall more fun package and driving experience than even the Toyota GR86 and Subaru BRZ twins. Sacrilege? Who cares. The Elantra N is the fantastic and affordable performance car we didn't know we needed. 2023 Hyundai Elantra N As-tested price: c.$34,500 Pros: Outrageously fun; Properly capable; Price Cons: Looks not for everyone

Corolla Hybrids receive extra power and are now available with AWD and the flashy SE trim 2023 Toyota Corolla Hybrid SE AWD reviewed with The Road Beat Words and pictures by Mitchell Weitzman What is it? The preferred transportation piece of several hundreds of thousands each year, featuring a zap of electricity, style, and AWD ability. The Corolla line has rapidly expanded in the past couple years, with a first-ever Hybrid option in the United States, as well as a Hatchback, AWD options, and even the GR Corolla super-hot-hatch. Not a bad time to be alive for Corollas, with the range of usual mundanity seemingly having a little fun. For 2023, all Corolla Hybrids benefit from extra power and the option for all-weather AWD. There's also a stylish SE trim package that tightens up the looks. Could this be the best Corolla for the everyperson? MSRP on this Corolla Hybrid SE AWD stickers at $30,388 including destination, with options including a $600 JBL speaker option, $1,220 SE Premium Package, and a steep $631 accessory package of floor mats and other random items. Highs It's hard to argue against an overall 40 MPG. Sure, the window sticker states 44 combined, but I managed 40 during our week together. That may fall short of the estimate, but that's usually the case with most hybrid vehicles. No matter what way you look at it, though, 40 MPG is a highly attractive figure that will save you coin down the road and presents a reasonable alternative to the lack of any electric vehicles in this price category. For some, depending on their charging situations, a Corolla Hybrid might even be cheaper to run (let alone much more convenient). The last Corolla Hybrid I tested was a dreadfully slow LE model. Dreadfully is far from an exaggeration when the suspect required over 10 seconds to hit 60 MPH from a standstill. Luckily, the new Corolla Hybrid range all see an increase in horsepower, if a modest one, that noticeably improves acceleration. With power up to 134, a change of 13, but a large torque increase of 51 foot-pounds, 0-60 MPH now takes nine full seconds, still slow, but dramatically quicker than prior Corolla Hybrids. You won't win many drag races out on the boulevard, but you will at least beat other Corolla Hybrids and older Priuses at least! A bold and ingenious move by Toyota is to add all-wheel drive to several consumer sedans like the Camry, the Prius even, and now the Corolla. Besides Subaru's Impreza, there are few other affordable options with AWD that aren't crossovers. So, for those that do live in places like the Pacific Northwest that sees lots of rain, or areas that get a lot of snow each season, cars like the Corolla are now truly viable options. It's not a state-of-the-art system meant to win World Rally Championships, nor would I trust it as much as a Subaru, but it will increase traction desired in everyday scenarios and hopefully would limit how often you need to install chains. I didn't have a chance to test the capabilities myself, but the on-paper versatility is unmatched by cars like the Civic, Jetta, or Sentra. For those concerned about price, the Corolla Hybrid SE with AWD can be had for about $28,000, an entry point that will be accessible by many, though this example has a few options that breach the 30-large mark. What must be noted is that the only Corolla that benefits from AWD (GR Corolla excluded) are the Hybrid models. The Hybrid's AWD comes courtesy of an electric motor that exclusively powers the rear wheels when needed. A simple method that forgoes a long and space-intrusive driveshaft from the engine. The SE package, not previously offered on Corolla Hybrids, also does add some visual tension that do make this an attractive little vehicle. The air scoops in the front are aggressive, some distinct side skirts, and there's even a fake diffuser that makes for the rear valance. It's all show with no go, but hey, decent looks are decent looks, and it does make the LE models look quite pedestrian when parked next to one another. Lows A lot of the positives listed above are coincidentally also the source of most negatives. For example, though this is a faster Corolla Hybrid than before, it's still painfully slow. Peak acceleration also depends largely on the small battery's charge level, with a drop-off that renders it basically just the same as past renditions. Further, the non-Hybrid SE has significantly more power and shaves another full second off the 0-60 MPH sprint at eight seconds dead, and that's performance that remains accessible all the time. 40 MPG is a feat without doubt, but the front-wheel drive Corolla Hybrid LE I tested a year ago averaged an incredible 50 MPG. And when testing this car, I was trying, and I mean really trying to squeeze out every last drop of fuel, and still only saw 40 on the digital gauge. If you don't think you need AWD and want to maximize your range from their modest 11-gallon fuel tanks, skip this model for their more rudimentary Corolla Hybrid and you'll travel a few extra miles further per full tank. If you value increased performance, you can forgo the Hybrid completely and have a 2-liter Corolla SE with FWD and still average nearly 35 MPG. Likewise, the last Honda Civic Touring I tested, with a gutsy 1.5L turbo engine (only offered in FWD), averaged a real 35 MPG. The interior has little to write home about - this is a boring, lacking, and drab environment. Honda and Mazda are both quite a bit ahead when it comes to cabin furnishings, with the Corolla having a basic interior reminiscent of the classic 'rental car.' Regardless of that, the seats are at least comfortable and it has all the features and safety equipment you could want, but it's a very dull experience inside. At least this Corolla has the leather-wrapped wheel, as the standard Corolla unit is similar to coarse cardboard in texture and feel. Space is minimal, especially in the back seat, being considerably cramped for American-sized adults, but the trunk is decent thankfully. Also, be warned that road noise is quite high on the freeway, so be prepared for elevated volumes for both music and talking. Another item that comes across as cheap and distasteful is the gross badging on the rear, with an enlarged red SE badge awkwardly placed above the additionally awkward and large Hybrid emblem, which also appears as crooked. One can't help but think every single name pasted across the trunk came from a generic selection at Autozone or eBay. Despite some spicier looks and accents that come with the SE package, the driving experience is anything but. Toyotas have seen tremendous strides in this category, but they went from really boring to just now only boring. Nothing about the way this car drives is exciting, and the handling can be aloof and reluctant to change direction when you wrangle and attempt to provoke. Traction control intervenes in hasty cornering, too, as the car descends into understeer and naïve transitions. For the average buyer, none of this matters, but alternative choices are deftly graduated to a higher degree and exhibit some form of entertainment. The new Civic and Mazda3 are both further accomplished and engaging vehicles to drive in all manners. Also, don't be left thinking that the AWD system in the Corolla Hybrid will replace all Subarus on the road. Toyotas are also known for annoying beeps and bongs, and the Corollas (unfortunately) delivers here, too. Just turning the car on will result in loud and sanity-depleting warning tones unless both the door is shut and your seatbelt fastened, even with the car completely stationary and in Park. Toyota is far from the only carmaker who does this, but it's just tiring how annoying new cars can be. Worst yet was the reminder for things you may or may not have left in the back seat. While a simple chime used to work as the industry-standard reminder here, Toyota has since decided to implement several loud excessive beeps upon locking the car if you've left something in the back seat. Trouble is, out of the five or six times this alarm sounded off, only ONCE did I actually have anything left abandoned in the rear. So, most of the time, the car simply was just losing its mind which in turn caused me to lose my own mind and look silly in crowded parking lots. Baffling, really, just how poorly executed and irritating these so-called help signals really are. A compromise that will work for many Despite the obvious deficiencies of this otherwise efficient vehicle, the Corolla is an strong choice for the hundreds of thousands that buy them each year. It's not a fun nor compelling vehicle, but it is one that makes sense for those that like Venn diagrams and spreadsheets to make decisions. The Hybrid's gas mileage also adds valid reasons to choose one, with MPG that is only bested by their own Prius. The Hybrid SE AWD here did deliver less MPG than expected, but it is a strong effort still, and the AWD will appeal to those who only ever considered Subaru Imprezas before. In all honesty, many will want the Hybrid SE over the LE just for the looks alone. At least Toyota is an unexpected leader in choice among consumers now with all their model variants. 2023 Toyota Corolla Hybrid SE AWD As-tested price: $30,388 Pros: AWD unique in class; fuel economy Cons: Other Corolla Hybrids get better economy

The Highlander now comes with a 2.4L turbocharged four-cylinder, and it's not the best Highlander out there Words and pictures by Mitchell Weitzman 2023 Toyota Highlander 2.4 review with The Road Beat What is it? The Toyota Highlander, a three-row SUV aimed at the masses, and costs $50,210 as equipped for this higher-reaching Limited AWD model. The big development is the venerable 3.5L V6 having been thrown out in favor of a 2.4L turbocharged inline-four. Following the Tundra and Sequoia pickup, it's another modern Toyota to receive downsizing and turbocharging, such is the current trend in vehicles on a global scale. Horsepower might be down, but efficiency should be up, in theory at least. After being available for three years now, how does the Highlander hold up on the whole and with its brand new engine? What's it like? The Highlander is one of those ubiqutious certainties in the world, and one usually made from mundanity. But, there's a little excitement to be had here because of the introduction of the Cypress paint foliage shown here, as well as a turbo engine. Turbo you heard? Yeah, this thing's got a turbo. Best not to mistake this for a Supra with a 2JZ GTE, as it's not that kind of turbocharged rocket. Compared to the enduring naturally aspirated V6, this new engine loses two cylinders as part of the downsizing process, but adds a turbocharging to gain back some grunt. With two fewer combustion chambers, though, 30 total horsepower are sacrificed with this new mill, which disappoints on paper. On that contrary, torque is up by almost 50 pounds-feet, and that should inject some improved everyday drivability. On the stopwatch, the new turbo does lag behind the old V6 version, needing a full second extra during 0-60 MPH sprints, clocked now at eight seconds. When pressed and squeezed, the four-banger also emits noises that are not as pleasant nor as smooth as its V6 forefather, but this is at least somewhat further refined than the trash compactors fours in other Toyotas and from many other makes. Midrange performance sees a nice bump, however, which makes for easier driving and accelerating in normal conditions. The net result is one that functions better in the real world, because how often are you wringing your Highlander out to the redline? Still, I miss the velvety and dependable V6. Where the real misfire lies is in a lack of significant fuel economy improvement. Despite displacing over a whole liter less, and pumping two less pistons, my MPG over a week was a soft 23, only a solitary one higher than I last experienced in a V6 Highlander Platinum three years ago. In theory, downsizing is supposed to use less gasoline, but this is another example where it fails to convert, making for what is also likely a more expensive - not to mention more complex - engine that yields few worthwhile dividends. A reason for a lack of gains can be simplified in that the small little engine is just having to work too hard to motivate a vehicle of this size. Forced induction can be thought as artificial displacement, and when the engine is asked to work and produce power, it's shoving in extra air with fuel to match because of a need to maintain fuel/air mixture ratios. For a 2.4L, this new motor is just frankly too weak to deal; I'd rather have the old V6 instead. Here's a top tip If you want a new Highlander, skip this model with the new 2.4L and go for the Hybrid instead. The Hybrid is barely any slower, is also a four-cylinder, but can average an amazing 32 MPG when I previously tested a Hybrid Platinum. End of review? I'll keep going, as it applies to other Highlanders, too, like the Hybrid. Inside there's a well-garnished cabin that has aged well, but perhaps comes up a little short against a Kia Telluride and Hyundai Palisade when it comes to overall quality and packaging, not to mention the luxurious, but pinched-for-space Mazda CX-9. Still, this is a nice car, with comfortable chairs, a pretty and big screen in the center that is easy enough to learn (even if the volume knob is waaayy over in right field stupidly), and has all the features you could think of wanting in a new vehicle. There's also a really nifty storage shelf for wirelessly charging your phone below the HVAC controls. I actually would say this interior is basically on par with the vastly expensive and disappointing Sequoia Capstone I tested recently in terms of luxury and raw materials used and definitely has fewer flimsy elements. Space in the Highlander's first two rows is abundant, with room and hospitality that can last for hours with ease. The third-row is a different story, with that best left for emergencies, but they do fold flat to get out of your way to take advantage of the big cargo space at the stern (a Sequoia cannot fold flat lol). If you want the most convenience and interior volume, nothing beats a minivan like the Sienna, which has a third row that I endured for eight hours with only minor complaints on a trip to Joshua Tree last month. Yeah, it's a minivan, but it can't be bettered for maximizing interior capacity. Back to the Highlander, I do find this SUV to be one of the best driving new Toyotas, with good steering that is helped by the finely leather-wrapped wheel that provides perfect thickness and placement in your hands. The Highlander responds well to inputs, following your command as you go, and even has some surprising perkiness when you're in a hurry on some back roads; No new benchmarks are set for the class, but the current iteration does shame prior Highlanders. The ride quality can be choppy over uneven surfaces, but works most of the time to keep you and occupants in order. Contributing to overall comfort is reasonably low wind noise that makes for a soothing environment during morning rush hour. For the record, Mazda still reigns supreme for handling and dynamics with the fab CX-9. It might be on the thirstier side, but if you like driving, it's a beauty that has a portfolio of talents. Verdict I like new Highlanders for the most part, as they drive nice enough and the interiors are pretty good on the Limited and Platinum models, but my biggest takeaway here is that you'd be mad to not choose the Hybrid model instead for an additional $1,500. With performance that's close enough, 50% better MPG is an increase that cannot be ignored and makes for a huge talking point when compared to any rival. While I prefer the Telluride and Mazda CX-9 overall for being more enjoyable vehicles to drive and be in, they're thirsty by comparison, which might be the deciding factor for many prospective buyers. Depending what your priorities are, the gas savings of the Hybrid might swing a Highlander as your choice. What must also be considered here are the rising prices of Highlanders and other vehicles in this class: This Limited model costs a whopping $50,210, and that seems like a lot for an everyday Toyota family-hauler. You'd be right to think so, but then again, all breach 50-large as well when equipped to match. What can't be denied, though, is that this is maybe the worst Highlander currently available now, simply due to the presence of the superior Hybrid variant. The interesting green certainly helps the Highlander, but it's still not an attractive vehicle from the outside with its wayward and haphazard styling and proportions. At least it does have nice interior furnishings and drives among the best Toyotas ever. It's a safe choice that makes for few surprises, but perhaps the only surprise is by how much the Hybrid wins over this model, and at just the slight price premium of about $1,500. In fact, unless it's due to production and battery supply limitations, I'm not sure why the Highlander Hybrid isn't the only Highlander to choose from. 2023 Toyota Highlander 2.4L Limited As-tested price: $50,210 Pros: Solid and spacious transportation; cool green paint Cons: Negligible MPG gains from new engine; the Hybrid is better

This new range-topping trim of the redesigned Sequoia is overpriced and lacks the outright luxury quality it aspires to Words and pictures by Mitchell Weitzman 2023 Toyota Sequoia Capstone review with The Road Beat Toyota finally did it, twice! Not only did they release an all-new Tundra pickup this past year, but they also replaced the aging Sequoia SUV. Both existing models had been in service since before the housing and financial crisis, which is to say a long time. For younger people to relate to just how vast that amount of time is, the previous generation had been on sale since before the MCU even existed; Think about that for a second and it ages the siblings dramatically. Needless to say, a redo was needed desperately and here we have the all-new Sequoia. Toyota would like to say that it’s improved in almost every way, and they'd be correct. However, that’s not good enough. The Capstone is a new trim level for both Tundra and the closely-related Sequoia, now acting as the de facto top-of-the-line model; If you want the best, you choose Capstone, and it's been priced accordingly. Very accordingly. All Sequoias comes standard with Toyota's 3.4L twin-turbo V6 hybrid power unit, dubbed the iForce MAX (and emblazoned on the hood for all to see that you're a MAX kind of person). Whereas the Tundra can come with a nonhybrid 3.4L twin-turbo V6, all Sequoias are the hybrid MAX configuration. Numbers are impressive on the specification sheet, with horsepower rated at 414 along with a healthy 573 pounds-feet of torque. The reason for the downsizing from the old 5.7L V8 found in past iterations follows a familiar theme among new cars: as a quest to use less fuel while providing similar if not improved performance, allegedly. Styling is brand new, and looks muscular and purposeful from the outside with a modern interior that brings the big three-row SUV into the correct decade. With revised electronics, the center display screen no longer has the graphics from a PlayStation 2, with sharp resolution and a large 14” touchscreen. It’s as big as ever, too, with three rows of seating and roomy second row of seats. If you need to tow, most models can haul about 9,000 pounds, too, which is highly impressive. The biggest criticism against the exterior styling is the ridiculous Sequoia badging on the rear. The letters are spaced so far apart, and in capitals, that it comes across more like an acronym. In person, the badge looks even larger and more outlandish somehow. Now, this might all sound quite promising apart from that badge, but I’m not afraid to tell you how disappointed I was with the Sequoia Capstone after living with it for a week. There are positive aspects, but there are no areas where the Sequoia beats its competition and many attributes where it falls short. An improvement over the outgoing Sequoia, sure, but it hasn’t caught up all the way to the competition, and the Capstone itself is a hard sell considering the eye-watering $80,000 sticker price that makes no case for itself. Though priced like a luxury item, there is little here that gives the impression and context of a premium product apart from some fancy leather seat covers. Why do I say this? It’s just not nice enough inside to justify the price. The leather is delightfully soft, and the dash has some nice padding to it, but that’s it. The steering wheel has sharp edges around the cheaply made plastics, the center console has a severely flimsy tray and has a release for it that not only is awkward to use, but it’s button also feels like it should be a switch on an easy-bake oven. The glovebox sags noticeably and will definitely be a source of future rattles, the leather-wrapped A-pillar handle to help you in has coarse stitching with sharp ends that are more akin of sinew, and lots of other parts are just cheap, scratchy plastic. Put simply, this is the interior of maybe a $60,000 SUV with some seat covers and a big screen, and there's no evident step up overall than a new and far cheaper Highlander Platinum even. I’ve spent quite a bit of time in rivals from GMC, and their Yukon Denali is notably more convincing of a luxurious environment and with a higher build-quality. Bleeding further, only the front doors have the touch-sensitive proximity access. This is known as the SmartKey on a Toyota, where, as long as the key is in your pocket or near you, you can simply grab the door handle to open it, or touch the marked indents to lock, never having to both fumbling with a physical key. However, the Sequoia has it only the front doors, which is a huge oversight and inconvenience. For example, to show why this is so disappointing, most all $40,000 crossovers, including Toyota’s own RAV4 in select trim levels, have this feature on all four doors. Did they actually forget to add it to the rear doors? Seriously, Toyota? Be sure to also investigate the photos of the the third row seats, which do not even come close to folding flat. This restricts crucial cargo space and might be a real concern for those that do big shopping hauls at certain supermarkets that sell in bulk. A Yukon has leagues more volume in the back and many rivals have had flat-folding third-row seats for over a decade. I spent a few minutes looking at a Sequoia Limited recently, priced at a full $10,000 less, and there’s little to no difference in quality. The Limited might have faux leather seats, but they’re still quite nice; Upgrading to the Capstone does not seem worth it one bit. I wish I could say that at least the Sequoia was quiet and soothing, but I’d be lying because the normally very dependable Toyota build quality has let it down, too, with a loud whistling coming from the driver’s side window. Probably a bad seal, but come on, this is a Toyota here, a brand renowned for their quality and consistency. An LX600, another luxury SUV from their Lexus sister brand, suffered from a leaking and whistling sunroof when I tested it earlier last year. These are the only two vehicles I've tested in the past few years that have had whistling/air leaks, and they're two of the most expensive as well. There’s also the annoying implementation of a subscription-based navigation. If you want built-in navigation, that’ll be $12/month. I guess it could be worse, but seems like a slight when it’s a Toyota who seems to be taking more inspiration from BMW by the day. The good news is the Sequoia Capstone is very well equipped with all the options you could want, including active safety systems, a panoramic sunroof and so on. There are power folding running boards, but they're at a awkward height and stick out too much as to just get in the way. I ended up turning them off after bashing my shin into one (something I also did with the Tundra Capstone). I also did enjoy the large flat shelf that makes up the top of the door panels. Awkward looking at first, it's wide enough and at the perfect height to make an unexpectedly great armrest for while driving. At least the Sequoia drives mostly well, too, with the new frame providing accurate steering and decent handling and command for a big and heavy SUV in normal conditions and speeds.. No longer does the Sequoia feel like a lumbering geriatric in the corners, but now has some verve and honest composure to it when at a moderate pace. Upping the aggression induces a heavy case of the wallows, but that driving style isn't exactly applicable in a big SUV and how most will drive it. Though, you know what else has been improved recently? The GMC Yukon. I’m sorry if this is getting old, but while this is a far better driving and handling Sequoia than those of old, it’s still not as civilized as a Yukon when it comes to ride quality and outright cornering thanks to that model’s new independent rear suspension, which also bestows it with increased precious rear cargo volume and seat space to boot. The ride quality on the Sequoia is good at speed, but when at 20 MPH and below, it can be choppy and is not a fan of speedbumps; In a parking lot, the front suspension will gladly glide over a speedbump, but the live rear axle rear goes for a more pile-driver approach as it body slams it annoyingly. You might be hoping the new motor is a win, but in the real world it comes up short. Even when driving smoothly and slowly, as if I had Charles III as my passenger, I averaged a dismal 16.5 MPG in the new Sequoia, failing to match its EPA estimate of 20 combined. This number is nigh-identical to that I achieve in the Tundra Capstone, too, but what’s so interesting (and bad) is the non-hybrid Tundra Limited I drove had averaged an extra 1 MPG over these two. The big Lexus LX600, which also has the same non-hybrid version, had averaged a comforting 20 MPG even. Basically, the hybrid powertrain component yields no gains in efficiency, and actually accounts for less MPG in practice. So, what’s the point of engine downsizing and the hybrid again? Even with that towering torque figure, there was never moments of wow, with the 10-speed transmission too busy shuffling gears rather than trying to actually use that available torque and power afforded by the complex system. A great benefit of a hybrid is to help compensate for turbo lag, but it doesn't succeed. A good test and indicator of how the power unit and transmission work together is to drive at a steady speed of 50 MPH and do a passing test, that is, cruising in a high gear and spontaneously smashing the gas pedal to see how long it takes to react. In the new Sequoia, like the hybrid Tundra Capstone, there is a pause that lasts well over a full second before anything happens. Instead of the electric motor providing some instant thrust to keep things moving, you get next to nothing. It's not a slow SUV by any means, with 0-60 MPH taking 5.7 seconds when boostin' and goosin' the Sequoia from a standstill, but the lack of response when you need it negates the power that is hiding there somewhere. It’s such a bummer because I’ve driven hybridized and turbocharged sports cars, like the BMW i8, where this combo works to wonderful effect. Perhaps the solution is to include a larger and more capable electric motor, as the electric unit here can only muster 48 horsepower; No wonder it does little to mask turbo lag as it's completely overwhelmed by the mass. Because the Sequoia weighs about 6,000 pounds, only one time did it ever leave a stop sign or stoplight in its automatically switching electric mode because basically anytime the throttle is pressed, the combustion engine is needed to make any kind of forward progress to move this mobile mountain. Spec sheets be damned, as no matter how impressive the numbers might sound, how it works in the real world is totally different. This would be a more affordable, simpler, and just better vehicle (possibly more efficient based on my Tundra tests) to have the hybrid system omitted. I don’t want to dislike this car, because I’d much rather be happy than disappointed - Who doesn't want to be happy? Toyota has made great strides here in the Sequoia to bring it into the age of a new Administration, whilst a hybrid power unit could attract some buyers. Yet little of it works to make a case for itself, and though it is an improvement in lots of ways, the price for this Capstone is silly and rivals have moved on to another generation of refinement already. It seems then that the Sequoia is already on the backfoot and, after a week with one, does little to compel any prospects away from rivals SUVs. I think existing Sequoia/Toyota owners will be interested, but those considering other brands have few reasons to consider one. If this was a value-laden prospect, meaning a top-line model that undercut key foes in price significantly enough, then it could be a different story. And in fact, the Sequoia Limited is definitely a more enticing prospect and more in line with a Yukon SLT. But, priced to match, this just doesn’t cut it for 80 grand. A Yukon Denali with some desirable options will cost more, same with a top-shelf Expedition or even an entry-level Escalade, but they're on another level of build and luxury, which is what you want when you're spending this many Benjamins. If you don't plan on ever towing anything, you might be better off in a Highlander Platinum even, which has a similar quality and isn't that far off in interior space. Let me mention another vehicle I haven't yet, that rules the roost for luxury big SUVs between $70,000 and $80,000: The Wagoneer. Never heard of it? Confused if it's a Jeep or not? Doesn't matter, just try one. The interior (especially on at least the series II) will make you a believer and is probably the best value right now among this class. If you want a Sequoia, then great, it's the best one yet, but do yourself a favor and at least skip the Capstone in favor of the Limited. 2023 Toyota Sequoia Capstone As-tested price: $80,481 Pros: Modernized big Toyota SUV (finally) Cons: Capstone comes at an unjustified price

It's got gobs of power, but there are other areas that hold the S60 back 2023 Volvo S60 Recharge Ultimate Black Edition review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Swedish carmaker Volvo's latest S60 sedan, revitalized with a storming powertrain that is one part combustion, one part electric. As a plug-in hybrid with a usable 40 miles of electric range in the real world, options have never been so flexible between choosing from a gas-powered or an electric vehicle. Competition is never easy, though, for compact 'executive' sedans, with BMW's 3-series, Audi's A4, and the Mercedes C-class as the ever-venerable German trio of default-choice. Unlike the kraut crowd, this Volvo has heaps more power than comparable models, and comes in even as good value on paper. The price as-tested for this ultimate Ultimate Black Edition is $63,690. Impressive performance The Volvo S60 Recharge packs their new 455-horsepower power system, comprising of turbocharging, supercharging, and electric propulsion that contribute to that astounding figure - Not bad for a luxury costing only just north of 60 grand! For on-paper bragging rights, BMW's M340i, which is only turbocharged, makes 382-horsepower. How does this super-hybrid contraption work in the real world? It's quite effective, with 0-60 MPH dashes happening in a brisk 4.2 seconds. So quick, in fact, that passengers will likely be second-guessing if this is indeed a Volvo to begin with. With the 'power' mode engaged, helping the immediacy of all powertrain components involved, throttle response is perky, with minimal turbo lag that's largely masked by the retorts of both the supercharger and electricity, comparing favorably to the traditionally (and inherent) lagging nature of turbochargers. However, as quick as this may be, that same BMW, with a 70 horsepower disadvantage on the spec shet, is actually no slower. Then again, I've always felt that modern BMW's all have grossly underrated horsepower figures. A very impressive and complex powertrain in the Volvo still only just matches the simple six-cylinder turbo from Bavaria. Economies of scale With a trick hybrid and electric powertrain, you might be expecting the S60 to not use a whole lot of gasoline. And you'd be right, with the S60 averaging 29 MPG during my time, and that's with it never being plugged in to charge the 14.9 kWh battery pack. So, you could potentially never plug in this plug-in hybrid, and still average close to 30 MPG. I noticed on trips that the MPG was substantially worse when the ICE motor was strained, such as hills on a highway, but on level freeway, the Volvo does damn-near 40 MPG when it's relaxed and cruising. If you do choose to recharge the S60 Recharge, you can unlock about a usable 40 miles of electric range, versatile for many drivers and their commutes. So, if you have access to free or cheap electricity, you could potentially do lots of driving without ever using any gasoline and save the combustion for only longer journeys and road trips. Though, if we're bringing up that BMW M340i again, that pesky German, without any hybrid assistance, will also average about...28 MPG in my experience. Despite all the added tech and components of the Volvo's power-unit, an M340i is just as fast and can do about the exact same fuel economy still. If you're planning to plug-in, though, that's where the Volvo will have a distinct efficiency advantage. Cozy and comfortably luxurious Volvo continues to have class-leading seat and steering wheel warmers in all their products, with the wheel warm enough to feel through gloves even; Great for those in snowbound climates. Overall, the S60 has a charming cabin filled with high quality materials and fabulous metal detailing. The shift knob is crystal, though it is prone to fingerprint smudges and mine did have a noticeably sharp edge on one corner - not sure if damage from a prior occupant or it just narrowly escaped final inspection. The Bowers & Wilkens sound has gorgeous speaker covers, and it does indeed sound terrific, but you will have to really appreciate hi-fi to justify the $3,200 that this upgraded stereo costs. Space is abundant throughout, helped by the long 113" wheelbase, and the seats are all quite comfortable. Noise is low on the highway, too, all helping make this Swede a classically consummate cruiser. Open the trunk, and you'll find plenty of luggage room for the whole family, too. But, there are some rather unfortunate limitations that contradict the otherwise apparent roominess, such as the absolutely tiny center console storage. Maybe it's the transmission or battery pack below that intrudes, but the center console, just aft of the shifter, is only deep enough for a pair of glasses. Glasses in their case? Nope, it won't close. It's so shallow that it will be limiting for those that like to keep certain items in easy reach; At least a standard pack of gum fits. The glove box ahead of the passenger seat has typical storage space, but it also doesn't have a lock on it which I quite like in other luxury cars. Technical difficulties In the center of the dash you'll find a large display that is a sure-fire item for grabbing attention, with touchscreen capabilities for all media, settings, and navigation (including Google Maps integration). But, there are some issues: You have this large center display, but why can't it display both the rear-view and top-view cameras at the same time? So many other cars do it (even a Toyota RAV4), and the screen has the real estate for it, so there's definitely room to display both simultaneously. There's obviously space as, when the rear view is shown, the top half of the screen has a vehicle outlined from above with a black background showing color-coded proximity sensors, but not the actual live image. It can be oh so useful when in certain parking situations rather than having to click back and forth between the two views, like when parallel parking. Is it a necessity to see both? No, but if you have both, why can't you see both? This is also true in other Volvos. Also of note is the highly erratic range/miles-to-empty counter. No ICE-powered vehicle gives range anxiety quite like a Volvo. For example, when the S60 was delivered, the estimated range with a full tank was 330 miles. One 40 mile drive later and that figure climbed to 530 miles - almost double. Driving that same 40 miles back home, and I'm back to 300. You're telling me I gained and lost 230 of range that quick? And mind you, at this point with the car, I was still averaging a combined 31 MPG. Math is easy, and no other cars are this crazy with jumping by the literal hundreds at times when it comes to range estimates. It's worse when the fuel gets low, because after leaving my house with 100 miles showing one evening, I drove 30 miles to Sacramento, averaging 38 MPG on that trip alone per the trip computer, and I arrived with now 180 miles showing. Great! When leaving, upon turning one block, the range dropped to 120 - in just one block! I get to work and now it's just 60 (40 miles of freeway later). I later take a 2 mile trip to the post office during lunch and now we're at 80. I leave the post office, and it's now just 20 before climbing back to 50. Like, this is absolutely crazy. When the fuel gets low, how can you have any confidence in how far you can go when it jumps around so much? You can literally go from one minute of being oh we're doing alright, nothing to worry, to whoa, we need some gas! Imagine being on a road trip in a remote area...It just doesn't make sense, and a range computer shouldn't be this difficult to design. Shoot, my old 1993 BMW 325i had a range computer that was far more accurate - 30 years ago! This might sound like dumb nitpicking, but how can oversight like this be allowed? During the entire time with the S60, the Google Maps navigation was permanently stuck in Richmond, CA, so it proved zero use. Even though the gauge cluster can neatly display the map while driving for a quick view, it was fixed in the Bay Area as well. That's not to mention the other technical glitch where the head-up display could not be rotated. In the settings, there are means of adjusting the HUD by both height and rotation. I noticed the display was slightly crooked so I ventured to the settings to adjust and, lo and behold, it proved futile. On-display Instructions were given for which steering wheel controls were supposed to be used and no such success. I attempted to rotate it multiple times and failed at each. The height adjustment worked just fine, but rotation? Nope. Other tech tidbits I didn't like were having to go through the center display with multiple clicks to change the drive mode from hybrid to power, some outdated graphics in the settings, and a cruise control that had trouble maintaining your set speed at times. Tame driving While the S60 Recharge has boatloads of power, the chassis is not meant to match that generous firepower. The AWD system provides lots of confidence and enough grip for fast freeway entrances, but it lacks the fidelity of more focused sedans and is met with electronic intervention too often. Volvo has the option for a Polestar chassis upgrade for more sporting intent, but that's an option that alone costs well over $10,000. Yikes. Having driven both, BMW's M340i does provide greater thrills, and the Lexus IS 500 exceeds both in terms of pure theater and charisma and with spectacular steering feel to boot. But, that bombastic V8 Lexus averages under 20 MPG in the pursuit of its star character. I was impressed with the ride quality, finding it comfortable on basically all road surfaces, but the steering is just okay even with a setting for 'firm' engaged, missing a connection to the front wheels. In highway driving, I did find the S60 to wander slightly more than other recent cars I've driven due to the somewhat aloof steering. With the electrified powertrain, there are modes for regenerative braking that allows for one-pedal driving, meaning it decelerates as you release the throttle as means of recharging the batteries. I did find this one-pedal integration to be smooth and easy to adapt. A complicated verdict and complicated taxes Look, this is thoroughly nice vehicle and offered at a wonderful price, starting below $55,000 with this potent power-unit. Add (or, minus) the generous $7,500 US federal tax credit the Volvo can qualify for and it's really a quite amazing deal considering the power on showcase. If the concerns I mentioned are of no worry to you, then it's difficult to overlook in terms of value for such a luxurious and fast car. However, the new tax rules put a cap at vehicles costing $55,000 new before destination, meaning this Ultimate package does not make the cut and will receive no tax credit. If you're after value, bag the cheapest S60 Recharge you can buy as it still comes with the same powertrain and enjoy huge tax credit savings. If you want the goodies, be prepared for no government subsidized assistance, though. Against the BMW? I prefer how the BMW drives, its electronics inside, and its real world MPG and performance is basically identical (if you don't charge the Volvo), but it's also pretty boring and isn't a looker. Your preference may be personal, but the best S60 might be the cheapest one thanks to qualifying for that federal tax incentive. 2023 Volvo S60 Recharge Ultimate Black Edition Price as-tested: $63,690 Pros: Economical and powerful, exceptional value Cons: Tech issues and oversights, rivals are more fun

A battle of crossover siblings, and a complicated family affair of rationality. 2023 Toyota RAV4 Hybrid compared to the RAV4 Prime Words and photos by Mitchell Weitzman What are they? Compact SUVs, or crossovers, made for the mainstream and rational person. If you take trucks out of the equation, the RAV4 has been the best-selling vehicle in the United States multiple years on the trot. The Hybrid model combines a gasoline engine with a small dose of electricity for increased efficiency and headlining MPG claims, while the rival Prime model ups the energy with a larger battery pack and a trio of increasingly potent electric motors for monumental performance gains and a 40 mile electric-only driving range. But, the Prime costs a large chunk of change more, retailing at a nearly $8,500 premium over the Hybrid I tested. So the question then: is it worth it? The premier choice, and what is right for you, is wholly subject to application as we'll discover. For apples to apples, too, both RAV4s I tried were AWD XSE trims for an optimal matchup. MPG This might be what most are interested in when choosing either. The RAV4 Hybrid XSE with AWD averaged 36 MPG during our week together. This was a mix of mostly freeway driving with some city thrown in. It falls four MPG of the window sticker's estimate, but 36 is mighty still for a spacious crossover. I tested the Prime version about a month later, and driving the exact same routes, I averaged a disappointing 30 MPG, some way short of the 38 MPG EPA estimate. Now, I did purposely drive the RAV4 Prime without any charge to see how it would fare as just a hybrid vehicle for comparison, and when driven this way, efficiency does pale next to the regular RAV4 Hybrid. The story changes, though, if you charge your RAV4 Prime, and after spending time with one, that's really the only way this powertrain makes sense. If you do plug it in to charge the 18 kWh battery pack (will take about 12 hours from naught if you use a standard electrical outlet at home with the provided cable), you can expect about 40 miles of electric driving without using a drop of gasoline if you desired, tipping the scales decisively to the expensive Prime. So, my take is this: if you have no interest in charging a car, the RAV4 Prime makes no sense for you unless you just want the added performance (more on that later and why it's mostly irrelevant). Otherwise, to just put in gas and go, the cheaper RAV4 Hybrid is unmatched here and somewhat more convenient. Power Where the RAV4 Prime XSE categorically dominates is when it comes to performance, thanks to its towering 302 horsepower which dwarfs the modest 219 from the Hybrid XSE. This should come as little surprise given an 83-horsepower advantage. What is a surprise, however, is by just how wide of a margin, with the 7.5 second 0-60 MPH sprint of the Hybrid dropping to a startling 5.5 seconds. As a result, the RAV4 Prime is definitely capable of speeds that casual Toyotas of the past were not equipped to do, except it's still not quite equipped as such or meant for speed. What do I mean? Well simply put, the RAV4 Prime might have boatloads of extra punch, but nothing else has been tuned or changed to match; The performance gains begin and end with the horsepower. The brakes? Poor pedal feel certainly doesn't help here (something both suffer from), nor does the lacking braking performance in general. Mechanical grip in the corners hasn't changed, either, and it has the same cushioned ride quality that helps for comfort, but limits overall ability as it starts to wallow around. So, while the RAV4 Prime certainly has speed when going straight, the handling and braking abilities are not upgraded to match this newfound velocity; Don't go thinking this some kind of RAV4 AMG in other words. A real world example would be if you're in a hurry on a winding backroad in a RAV4 Prime, be careful to not overcook it in the corners and braking points out of misjudgment. Yes, it's faster, but it's not useful anywhere except when merging onto a tricky freeway or something similar. I think most owners are not trying to drive quickly or drag race onto highways in their RAV4 anyways, so the power aspect can almost be seen as negligible just in the case of the prospective buyer's needs. I happen to think the RAV4 Hybrid is too slow, but I don't think existing RAV4 Hybrid owners necessarily think the same nor actively complain about it. Power is compelling, sure, but it's not as worthwhile as one might think. Driving impressions Well, both RAV4 Hybrid and Prime drive pretty identically; They're simple and effective modes of transportation. The steering in each has benefitted greatly from Toyota's new focus on making better driving vehicles, with direct responses that give confidence on most roads. They drive arrow straight on the freeway, too, are reasonably quiet, and have a nice and comfortable ride. For traveling one place to the next, any RAV4 makes a compelling case, as basic transit is what Toyota has done so well for so long. It just so happens that by now, fortunately, the cars are actually decent to drive on your commutes. These positive attributes are limited to normal motoring, though, with rival cars like the Mazda CX-50 being the benchmark when it comes to driving dynamics and handling. As highlighted above, the RAV4 Hybrid is perfectly competent in basic citizenry, and even holds some composure when more is asked, but once you try a Mazda, it just doesn't come close. It's the RAV4 Prime that falls shorter here, not because it's worse, but rather because it's not any better. Despite all that extra performance, there's no more braking nor cornering ability than the much slower, 'lesser' RAV4s. With the available speed, you might just expect more of the RAV4 Prime. Interiors Inside, these are basically genetic-copies of one another, made more certain by the fact both are XSE trim levels. One of the only ways to spot any difference is one has some blue stitching while the other a sort or orange color. While stopping short of some niceties that the top-level Limited models have, both these crossovers have well-made interiors even if they do fall shy in terms of some cheap plastics here and there and an outdated infotainment screen with large bezels. The knobs for the climate temperature have a tactile feel to them and are large for a nice grasp, so I did enjoy that. There were also no rattles in either vehicle so, while maybe some cheap components, it's at least assembled well. I do, however, much prefer Toyota's own Venza, based on the RAV4, when it comes in and out style with a cabin fashioned to a higher standard. The unfortunate reality is that neither interior backs up their respective retail prices of $42,296 and especially $50,731; They're nice for a RAV4, but are missing the premium build and materials that ought to be expected now. The competition has moved further on, like the huge updates and upgrades in Honda's new CR-V, in ways that legitimately question where the money is going here, not to the mention the gorgeous cabins of Mazda's CX-5 and CX-50. Luckily, comfortable seats are common place in all RAV4s, as are spacious rear seats and cargo holds. Over the years, the RAV4 has grown considerably, and unless you need a vehicle with three rows of seating, you really might question why anyone could need a larger car than this. A place where the RAV4 Hybrid was weirdly and distinctly worse when it comes to interior quality was the inclusion of the nastiest seat warmer rocker switches in any new car. Located under the HVAC controls, the buttons are large and somewhat stiff to press, feel like cheap plastic, and make a loud, and I mean loud, click and clack when pressed. They don't match anything else in the car so it gives the impression they were almost forgotten about at the last minute. The RAV4 Prime, also an XSE was much more pleasant when it came to seat warmer operation. Remember, even this RAV4 Hybrid is an over-$42,000 vehicle - crap buttons like this don't cut it. Both do have all the safety systems one would expect now from a modern car in this class, and both these XSE trims had the large panoramic sunroofs. There is a lane/steering assist that you can activate, but I found it woeful and seemed to want to actually leave your lane rather than stay in it. Hyundai leads the way here when it comes to lane/steering assists at this price bracket. Tech foibles A few niggles I noticed were present in both cars and seem to be traits not isolated to just these Toyotas. There were several times where I had to squeeze the tailgate release three or four times for it to open and I'm not sure why there isn't a button to both close and lock it at the same time, too, as many other vehicles now have this. I already mentioned the dated center entertainment, but I also do not like the overly and overtly busy nature of the digital instrument cluster, with far too much information that takes away from your key elements; A barrage of numbers, colors, and shapes that add nothing and only detract. Further, I found both cars to have too many beeps and bongs for things like simply just starting the car, and the cruise control consistently would not maintain the speed I chose. Often the car would be traveling 1 MPH under my set speed even on level ground, and this is only noticeable and annoying because when you glance down at the gauges, you're now seeing two different numbers next to one another. A weird and recurring problem with these and some other Toyota hybrids is the vastly inaccurate fuel gauges. While simple math of the MPG multiplied by the fuel tank's capacity should yield driving ranges of around 500 miles in either model, both of them struggled to forecast even 400 miles. It's one thing to be conservative, but to be off by 100 miles is just ridiculous. Doesn't Toyota want their customers to be confident in how far their car can travel? Value and a (previously) unfair advantage This is where the tricky gets trickier. The RAV4 Prime, with its absurd price tag, is just that: absurd. When talking about the interiors above, this is where the RAV4 Prime really gets slaughtered: nowhere in any vicinity does this resemble a car that costs over 50 grand. it's the same RAV4 interior and quality that you get for 40-large, just inflated by 25%. I'm sorry, but this just isn't a fifty-thousand dollar vehicle; There might be a price gap between the two, yet there is no quality gap. But, this is where an unfair advantage used to take shape: in the United States, a RAV4 Prime used to qualify for a whopping $7,500 federal tax credit, markedly closing the price difference between the two. At that point, for only a thousand dollars extra, why wouldn't you have gone for the faster one that can also do electric driving? If you plan on actually charging it and utilizing that aspect, then it'd be a no-brainer. If you don't, then I think most will be totally content with the Hybrid and its better gas-only MPG. However, that federal tax credit no longer exists as the RAV4 Prime (and every plug-in and EV Toyota is made in Japan and therefore fails to meet the established criteria. Because the RAV4 Prime no longer gains that unfair advantage, there is now no reason to splurge that much extra over the RAV4 Hybrid; It's just not worth it. A verdict of confusion If the Federal Tax Credit comes back, it might change the outcome. It's also not my position to speculate on government subsidies that may or may not even exist in the first. Right now and for the forseeable future, the RAV4 Hybrid is the better buy due to its substantially cheaper price tag and, apart from the straight-line speed aspect, is basically the same car (apart from those horrid seat warmer switches). For that reason, I'm declaring the RAV4 Hybrid the winner in this matchup because the Prime does not do enough to justify the price increase. Also, be sure to check your local dealers for pesky markups, as the relative rarity of the Prime might incur large and disappointing markups, another external factor that may ultimate influence your decision. Other choices you may want to consider are the Mazda CX-50, a fabulous machine inside and out that leaves every other alternative in the dust when it comes to driving dynamics and fun, not to mention a thoroughly upscale interior. Only problem is, the MPG isn't very good without a hybrid option. Honda has a new and stylish CR-V Hybrid that has their top-spec Sport Touring hybrid model at under $40,000, making for excellent value, though it also has notably worse economy than the RAV4 Hybrid in my own testing (think an average of 30 vs 36). Hyundai also has their own Tucson Hybrid with love-it-or-hate-it styling. 2023 Toyota RAV4 Hybrid XSE As-tested price: $42,296 2023 Toyota RAV4 Prime XSE As-tested price: $50,731 2023 Toyota RAV4 Hybrid photo gallery 2023 Toyota RAV4 Prime photo gallery

I love the current Miata, but it's nigh time for a new one 2022 Mazda Miata RF Club review with The Road Beat Words and pictures by Mitchell Weitzman What is it? The Mazda MX-5 Miata, the venerable roadster that invented the modern and affordable RWD sports car. The ND-generation, now on sale since 2015 already, or, when Avengers: Age of Ultron came out, now sees updated rivals and a changing landscape that make Miatas the old guard of the bunch. This RF has the power-folding hard targa top, so it's not quite a real roadster like a standard MX-5, and has the refined Grand Touring package rather than the Brembo and Recaro-equipped Club models. Oh, and this one has a six-speed manual and stickers for $36,015 with destination factored in. What's good? The Miata remains a driver-focused sports car to the fullest, thanks to its mission of giving you more by the way of less. It's light on mass, with an estimated curb weight of around only 2,500 pounds, an enchanting number in an age of heavyweight vehicles (did you read that the new C63 AMG weighs damn-near 5,000 pounds?!?). The Miata is physically tiny, too, at just 154" long to make use of compact parking spots to great effect while also making it incredibly easy to place on the road. Behind the wheel of any new Miata gives you the innate sense of being completely in command of your machine and craft - not a bad trait for a sports car. As I've said before of past Miatas, this RF impresses with its sweet yet playful handling, letting the driver carve whatever line they choose through a corner. The steering is quick and precise, and isn't annoyingly light either, adding some substance to the controls. The gearshift is easy to learn and the shifter rod slots into each gear with textbook definition and tactility. Some might find the throws a little long, but I rather like the old-school feedback obtained from the shift pattern. Heel-toe downshifts and throttle blips are done like second-nature, being hard to resist at any and every opportunity, especially to display that you chose right and bought a manually-equipped example #savethemanuals. Throw the Miata into a series of bends, and with some authority (speed), and you'll be delighted by the moderate grip on offer and soft suspension, both working together to give endearing feedback to the driver. By having some body roll and non-sticky tires, it gives the chance to really lean on a corner and approach the limits of adhesion with ease; Grippy tires and no roll would actually ruin the character and rip the fun right out of this car. When you do go a little too hard, or if it's damp out, rotation can come a little abruptly due to the short wheelbase and dimensions, but it's always calm and effortless to either hold it or bring back in line. Traction control can (thank the heavens) be disabled at any time when you so please. When you think of how a sports car should behave in the curves, Miatas continue to set a stirring and sterling example in the traditional sense. There's no electronic wizardry happening here, just plain, old-fashioned fun and balance. Fuel economy is great from the 2-liter engine, too, averaging a commendable 32 MPG during my week with the little Mazda. If you're looking to save on gas, a Miata can also be your answer for that as well. What can be improved The Miata delivers such amazing goods in the driving department, but there are many, many flaws that are growingly worrisome as 2023 is now here. It just isn't that fast. Sure, Miatas received a power update two years back that raised horsepower to 181, but it just never feels that quick. Don't get me wrong - you can have TONS of fun in one as it is, but after driving the new Toyota 86, it's closest competitor, the Miata's lack of outright oomph is definitely a weak link, made even more apparent by the legions of fast new hatchbacks that are all embracing turbocharging. I like naturally-aspirated engines, so maybe what can be done is either a small electric motor can be added for a substantial 50-horsepower boost, though that would bring unwanted weight, or let engine capacity grow to an 86-matching 2.4-liters as well. I vote the latter. An extra 30-horsepower everywhere would let the Miata sing the same tune, but better, for the rest of the decade. Kind of like the Taylor's Version of her seminal Red album. The interior is decent for a Miata, but there are many cheap and flimsy bits that now fall short of what I would want in a brand new car in 2023 costing this much. It's quite cramped, too, a given with a Miata, so just be sure you are able to sacrifice this much space and practicality in your own purchase. Trunk space is actually quite usable at least, even with a folding roof eating up volume. There is a storage between the backs of both seats, but this is awkward to use and with rickety plastics as well. A GR86 isn't necessarily a nicer car on the inside, but it is definitely more solid and modern, and one with less rattles. In the center of the dash is a small infotainment display screen that is not touch-sensitive, so lovers of touchscreens will have to resort to the rotary dial that works pretty well at least. However, the display itself can lag and be slow to respond, often times needing a full second or more to load the next screen. This electronic performance in particular ages the Miata significantly, like bad CGI in older movies. Even though I praised the soft suspension of the MX-5 that allows for greater driver confidence, the reality is that the ride quality itself is rather poor, being stiff and jiggly on many roads, even emitting a few rattles for a brand new car. You would hope for a cushioned ride because of the featherweight narrative and exhibited body roll, but it's bouncy and rigid on rough roads. Also of note, in relation to the folding roof, were windows that do not automatically go all the way back up upon putting the roof in place. So, when I had the roof off and the windows up, folding the panel back into the closed position sees to the windows slightly lowering during operation, likely to help make room for and make a better seal against the roof piece upon completion. However, the windows do not go up back once the roof is firmly in place, meaning you have to then roll the windows up yourself. This is very weird considering I had the windows all the way to begin with. Furthermore, I noticed that the windows didn't always go all the back up after simply opening and closing the door. I often would start driving and hear some wind whistles and, sure enough, the windows were cracked (it's normal for two-door cars to have the windows drop a half inch any time the door is opened as they usually don't have a frame around the glass like sedans and other cars usually do). So again, the windows drop a tiny amount, but then didn't go up after closing the door and setting off. Another item that cannot be ignored is how loud the Miata is. Please be sure you know what you're buying into, as the Miata, with roof up or down, is not a quiet vehicle. With the roof panel folded away, I noticed a strong buffeting behind my left ear for example, and music has to be turned up to surprisingly strong levels to even hear it at all. The RF itself has a roof that can only be electronically operated at walking speeds, so be prepared to slow all the right down when changing your mind or when you want to sing along to Blink-182, but don't want the neighborhood to hear it out of embarrassment. You can forgo the electric roof of the RF for the soft-top standard Miata as well, using simple and effective manual labor instead to tune of only a few seconds. A confusing verdict What the Miata does well, it does almost extraordinarily well. For no-frills motoring, wind in your hair, a real mechanical connection between you and the road, the Miata provides all the thrills. But, and this is a big but, the competition for a budget RWD driver's car has surpassed the performance and refinement greatly in the shape of the new 86 and BRZ. And it's not like they're boring now because they're all 'grown-up.' In fact, it's quite the opposite; They're better than ever. And for a totally different flavor of performance car, add to that the arrival of the completely unexpected and impressive Hyundai Elantra N, a FWD sedan with stonking power and an attitude that gets you sent to the Principal's office. However, none of those give the pleasure and sensation of wind-in-you-hair motoring. Actually, with that in mind, the Miata has no rivals except the significantly more expensive BMW Z4 and Porsche Boxster. If you want an affordable convertible sports car, the Miata remains the only choice. For those looking for extra value and want a bare bones, but still mightily fun experience of one, the soft top Miata starts at under $30,000 for a base Sport model. 2022 Mazda MX-5 Miata RF Grand Touring As-tested price: $36,015 Pros: Fantastic handling; Driver connection Cons: Unrefined compared to new and updated rivals

And this one even has spicy bronze wheels 2023 Toyota Camry Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Can you believe the current generation Toyota Camry is already five years old? Time flies - 2018 was when Avengers: Infinity War came out, after all. The 2018 Camry was indeed a Thanos-sized leap forward for America's default affordable sedan, with the Camry continuing to slaughter the Accord and other competitors in sales. Such is the success of the current Camry that it's almost like all rival offerings were snapped-away and vanished completely. Tested here is the 2023 model, in eye-catching (or repulsive to some) SE Nightshade trim with Reservoir Blue paint and bronze wheels, and the efficient hybrid powertrain. All in, this example stickers for a reasonable $32,839. What's good? Toyota's hybrid powertrain delivers here in this Camry, averaging a commendable 42 MPG overall during my week with it. While that number falls short of the 46 shown on the sticker, it's still a fantastic result that serves as a viable alternative to the lack of a truly affordable electric vehicle. In some markets, where electricity can be expensive, an EV might cost even more to run now that gasoline is back under $4/gallon here in my neck of California. Helping the economy is the ability to run as a fully-electric vehicle at speeds below 25 MPH, though you have to be uber gentle on the throttle to avoid firing the combustion motor. Camry's are spacious vehicles, with this example having generous amounts of room found in the rear seats and a sizable boot to hide your junk. On the highway, I found it reasonably quiet and very comfortable, with a soft ride quality that made a 300 mile one day trip to San Francisco and back feel like a quick trip to Target. It also tracks straight and is easy to drive at freeway speeds, too. Climbing up to the famous Twin Peaks lookout, above San Francisco, I luckily had a series of twisting spaghetti to myself, helping explore the handling characteristics. I think most Camry owners will be pleasantly surprised to know how balanced and capable their commuter really is on this front, with most Camrys reserved to just mundane highway traffic. The steering is accurate and has a morsel of weight to it, adding some confidence, and the front is quite willing to go wherever you choose. Grip is limited by the economy tires, but the actual balance is impressive for a vehicle that's never been once thought of as 'sporty' in prior generations. Abilities are limited at higher speeds, though, where a quick flick for a hard 50 MPH kink was met with a delayed shift in weight transfer that just didn't feel at home as the left front was not happy to deal with so much inertia at once. So, at slower speeds the handling is surprisingly good, but it's at higher velocities where the soft suspension and tires do deflate and reveal some shortcomings. The Camry TRD impresses in this regard. What can be improved? As good as the economy is on the Camry Hybrid, a few years back I tested a Sonata Hybrid, in the more luxurious and heavier Limited trim, and that car averaged 45 MPG. So, I do think the fuel economy crown for this class of vehicle has passed on from the Camry if you're looking for the most in fuel savings in a mid-size sedan. Both are great and deliver excellent efficiency, but the Camry MPG fell short of what I hoped for and what rivals are capable of. Stepping inside the Camry and, while it's not a totally derelict disaster, I did find the overall materials not as nice as other rivals, like that from Hyundai or Mazda. There are nicer trims you can choose from, like an XLE for example, but in my experience in an XLE even, the interior bores and doesn't give off the pseudo-luxury vibe that alternatives now deliver. When this generation first debuted, it was revelation among Toyotas, but five years on, it's shine has waned and I reckon the just-announced new Honda Accord will also signifacantly move its own game on beyond the Camry for interior refinement. Another annoyance is the ever-presence barrage of beeps that Toyotas are now known for, including a chime to remind you about potentially leaving items in the rear seats. This sounds useful, but most of the time there's a chime and reminder to check the back when there's literally nothing there. It's okay, other cars behave exactly the same, but still annoying. It does, however, instill a sense of quality, and I mean in the sense of being put together well and a lack of rattles, so it'll likely last at least. Furthermore, the center infotainment display is a generation behind, and is definitely in need of some new graphics and features. A comfortable vehicle to be in, but it does too good of an impression of a rental car at this point. What is really needed is a conversational talking point to stand out. Performance is neither good nor bad, for this class of hybrids, but a 0-60 MPH of 8 seconds doesn't set the world on fire. The engine can be annoying at higher revs as well, making a racket that I'd prefer to not hear, but this is a trait of almost every four-cylinder vehicle including that of any competitor. This is a case of where the silence and smoothness of a fully EV-powertrain would be welcome. Perhaps the biggest issue is the oncoming of the - gulp - new Prius. Have you seen the new Prius? Yeah, it looks actually kind of hot. It also now has performance that can keep up with the Camry Hybrid (if anything, it should be faster) while also achieving an estimated 10 MPG better in the real world. Given the choice of a Camry Hybrid or a Prius, I never thought I would say this, but I would take that new Prius in a heartbeat for its exciting looks and superior economy. You'll lose out on space, but that's a concession I'm willing to make with ease for the looks and performance alone of the Prius. A solid choice - but not the best Choosing a Camry Hybrid is far from a failed decision, but it is one that lacks imagination and driver satisfaction. I personally prefer the Sonata Hybrid for its better MPG and the nicer interior. However, the Hyundai has polarizing looks, with many thinking the Sonata is an ugly duckling - to each their own. The Camry here has been spiced up with blue paint and bronze wheels, but it hasn't done enough to mask its underlying age. And for the record, the bronze wheels are a highly acquired taste and are fortunately not a required choice. This is a five year old product now, and I'd either hold out for the next one in a year or two, or go for that cool new Prius instead. If you do pick the Camry right now, rest assured that you have made a sensible choice still, albeit, a somewhat boring one. 2023 Toyota Camry Hybrid SE Nightshade As-tested price: $32,839 Pros: Optional bronze wheels; comfortable and efficient Cons: Bronze wheels; more efficient choices; the new Prius

It costs a heck of a lot, but this is a seriously impressive luxury SUV 2022 Volvo XC90 T8 review with The Road Beat Words and pictures by Mitchell Weitzman What is it? By price, Volvo's flagship vehicle: the $84,090 XC90 SUV. Yes, it's far from affordable, but this is a properly luxurious machine with loads of space given its three-row seating arrangement. Under the hood and powering all four wheels is a hybrid of hybrids, with supercharging, turbocharging, and a usable battery pack with an electric motor. To say it's complex is simplification, but it works in the real-world, and rather well. After this review, you might want to rethink that German purchase and choose something a little more Scandi - Ikea this is not! The highs Where to start - How about a gorgeously sculpted and crafted interior featuring some of the best raw materials in any car under $100,000. The style is typically Scandinavian minimalist without also being both barren nor cold (not all Scandi style is based off of George Lucas' THX 1138). You want leather? You'll find lots here. Suede headliner to pet while sitting frustrated in traffic as a tactile calming device? Check. You want wood that even Ron Swanson would be proud of? You got it. The screen is large and dominating, but also refrains from being outright vulgar and remains well-integrated. Did I mention the adjustable, massaging front seats? Yeah, those were a necessity during each drive and my girlfriend loved them. Oh and the shift knob is actually crystal. And it's pretty (if a bit of a finger print magnet). You'll also be sure to notice the exquisite metal detailing throughout the living environment including the gorgeous Bowers & Wilkins speaker covers. Even without fancy, fizzing seats, the chairs themselves are exceedingly comfortable and there's next to nothing that feels cheap upon contact with your hands and fingers. Space is generous in the second row plus there's a retracting third row when needed. With the third row folded flat, cargo volume is about class-standard and is easily enough for large grocery gets and/or a Mastiff (if they can make the jump). I also particularly love the understated exterior design that makes up most all new Volvos. It's sharp and modern without being gaudy and nor are there excessively large grilles up front. It's the same basic shape that defined the original XC90 over 20 years ago, but it's been tailored to a slim fit that Savile Row would approve of. Performance is fantastic from the hybrid-hybrid powertrain (remember, it's turbocharged, supercharged, and electrified). With 455 combined horsepower at disposal, it is largely dependent on your driving mode to get the full effect, but select the proper setting and 0-60 MPH is discharged in a scantily impressive 4.5 seconds. For a big car, this thing moves with a velocity that not even the 6.2-liter V8 in a Chevy Tahoe can match. The real party trick is the efficiency of this rig, though. With an onboard battery pack for the electric motor that can do nearly 30 miles on a full charge, it does add flexibility for owners who have access to cheap electricity or even free charging (depending on your place of work). Even without plugging it in, this XC90 averaged a wonderful 26 MPG, a truly impressive figure given the amount of performance on offer from the powertrain. This number is even more notable when BMW's own X5 45e plug-in SUV only returns about 21 MPG when driven normally as a hybrid (not plugging it in. It will, however, deliver a similar electric range if one does charge this Bavarian competitor). Fear not, as the XC90 is also a formidable and refined vehicle on the road. Steering is precise and the suspension forgoes any excessive wallows in corners, with the tires biting unexpectedly hard into the pavement when pushed. In true luxury practice, the ride quality itself is always nice, keeping harsh and annoying bumps isolated from occupants, and it's quiet, too. The chassis could perhaps be better honed to take advantage of the engine and electric power on tap, but this is a thoroughly nice driving car and delight to be in at all times. Could Volvo make an AMG or M equivalent? Sure, but that's not quite their clientele (even if it could be). The lows Where the XC90 comes up short is in price and the electronics package. The steering wheel takes time to learn as none of the buttons have words or pictures on them, relying on just shapes such as lines and circles that artists will perhaps love. Eventually you learn them, but at first acquaintance, it does take some practice. In the middle of the dash is a large screen that looks the part when you first open the door, but upon closer inspection you realize that the display is lower-res than it should be and the graphics do look slightly dated. Similar to being on an older iOS on your iPhone, the graphics and interface could use a refresh to bring things up to date. It's easy enough to use (even if multiple other Volvos have had displays literally freeze at times), but it just should be sharper and more inline with the rest of it all. And also, why in the world can't the top-view camera and the rear-view camera be displayed at the same time? There's clearly room to show both, but instead you're left with one or the other. And when the rear-view is shown, the top half is a CGI vehicle with black all around it. Why can't it be both cameras? Other cars do that feature just fine... I did find the cruise control to not be entirely consistent, often times dropping below my set speed even on level freeway, and the fuel range estimate can vary literally by the hundred at times. I left my house at one point with 300 miles of indicated range, drove 30 miles to Sacramento, and then it displayed over 400 miles of range. Upon returning to Cameron Park, the range was then at 270. It shouldn't fluctuate that much in such short periods. The other concern is the price. At well over $80,000 for this fully-loaded Inscription trim, it certainly comes at a cost and really isn't any less than BMW's offering even. I happen to love the big Genesis GV80 SUV that comes superbly equipped for about $10,000 less. It might get an appalling 18 MPG, but hey, you're saving 10 grand up front at least and the design inside and out is arguably even more majestic. BMW also has the new iX all-electric SUV that's just now going on sale. You might think it's absolutely atrocious in design, but the actual driving dynamics and efficiency has impressed early reviewers. It starts at around $85,000 (though expect to pay at least 100 grand for one with decent options). Verdict If you don't want to fall in line with the raft of others who continually pick German out of habit, the XC90 remains a well-thought choice that performs well and with luxury to brag about. This specific model is unique in the crowd with its considerable fuel economy and the ability to plug it in if you choose for even greater savings. It's hard to go wrong with any of the European luxury prospects, really, but picking the Volvo can luckily be done on legit merit. 2022 Volvo XC90 Recharge T8 Inscription As-tested price: $84,090 Pros: Power and efficiency; great interior Cons: Last decade infotainment; expensive