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

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

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

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

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

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

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

Friday photo highlights from the paddock and pits of the Fanatec GT World Challenge America at Sonoma Raceway. Though the first official day of the race weekend featured little on-track action due to track repairs, the paddock was full and flourishing on a gloriously sunny spring day. See our Friday photo highlights for the 2024 edition of the Sonoma SRO GT World Challenge America race weekend. All photos by Mitchell Weitzman

The updated UX has improved electronics inside and the reduced price for this Premium starts to make more sense 2024 Lexus UX 250h Premium review with The Road Beat Words and pictures by Mitchell Weitzman There's no hiding the fact that I haven't been exactly kind towards the Lexus UX. With a price tag that confounds, and no sporting element to be find in their so-called F-Sport versions I've sampled in the past, not to mention the vile infection of their notorious trackpad, it could never be recommended to spend so much money on such a small, mundane car. Enter 2024 and this (somehow) more affordable Premium trim-level (rather than the faux F-Sport), and now I can see how it makes some sense in its niche. Changes are not plentiful, but they are meaningful. Most noteworthy is the redaction of their horrible mousepad interface and a simple touchscreen replacement item. Going from the worst to one of the easiest is no simple feat, but that's what Lexus has done. It's not a beautiful screen with fancy graphics, and at times is a little too stark in color, but it's easy and that's what matters. This area was the single largest complaint in a variety of recent Lexus, so the amendment is highly welcomed; Nor more risking veering into a ditch just to change the radio! My most recent UX prior was a 2023 F-Sport model that cost an eye-watering $47,440, a price point that questions one's sanity if paid in full. A car, or any product bearing the adjective (and noun in this case) Premium attached as its denoted nomenclature, might be fearful at first, but alas, this Premium version is somehow less premium when it comes to MSRP, retailing at $41,645. That's a huge difference. And after a week with this edition, where the heck does that extra six thousand dollars go in the F Sport besides a poser body kit? On the inside, this UX 250h Premium fulfills its promise with an interior that is easily, you guessed it, quite premium, especially compared to cars like a larger Toyota RAV4 that costs the same. I don't believe the seats are leather, but they're among the best when it comes to imitation cowhide and will fool most people. The steering wheel, however, is indeed leather, and feels great in the hand. Looking to the side, the door panels are somewhat barren and plain, and are the obvious weak point of an otherwise nice interior, but most won't care. Another notice was a cabin that could be ever so slightly quieter on the freeway, exhibiting more road and wind noise than I'd want in a luxury car. What can be concerning to many is an apparent lack of real estate inside. Now, if you're in either of the front seats, both chairs are very comfortable and with room to spare, if a little cozy. However, because the UX shares its platform and wheelbase with a Toyota C-HR at just 103.9", which is two inches shorter than that of even a Corolla, leg room is not quite what you'd call abundant. Put it this way, if your friends (and that's friends plural) are riding with you for over a half hour, they hopefully are too appreciative to complain. Cargo space is even worse, with a shallow depth and tall floor further limited by the sloping rear end. Not what you'd call a spacious vehicle, boasting a smaller cabin than the 177" total length would suggest. A RAV4 is only a few inches longer, but is vastly bigger when it comes to cubic volume. Thankfully, more positives include outstanding fuel economy. With a 181-horsepower hybrid system, you won't be winning any drag races thanks to its long 8.5-second 0-60 MPH jog, but you can expect to average 37 MPG in most mixed driving, a rather fantastic figure. Yet, the downside is this is one of the slower vehicles you can buy for this kind of money, but then again, Lexus' targeted audience likely won't care luckily. An unfortunate side effect of this four-cylinder design is an engine that lacks refinement when wrung out, emitting a noise that is far from pleasing and luxurious. Under brisk acceleration, this front-wheel drive example also displayed a minor amount of play in the steering in the guise of torque steer, as the weight transfers rearwards and lightens the front when you plant your right foot down.. Those seeking driver engagement will also be best advised to look elsewhere. Though it's plenty secure on most all roadways, and with controlled, compliant suspension, steering is completely numb with body responses that reveal a lack of enthusiasm for cornering. Better options are out there if you're seeking dynamic driving, like BMW's X1 or Mazda's CX-30, both of which are massively quicker, too, but the typical Lexus or Toyota customer will find this familiar and pleasant enough. Good news is that this Premium drives unnoticeably different from its wannabe sporty F-Sport sibling, which is part of the reason that particular car is such a sham. And so that brings us back to the price. At $41,645, this now nearly makes sense, being a compact luxury product priced at the bottom of the luxury spectrum. Some drivers might want or even require a small car, but want added comfort and luxury, and the UX delivers that brief with excellent economy to boot. At the $47,440 the prior F-Sport I tried cost, the size is far too compromising to justify spending nearly 50 grand on (and overlaps the superior and larger Lexus NX hybrid), but in this lower bracket, it's a nice little car that might fit a particular niche for some with lots of amenities. I still think the UX 250h is too boring to drive for my own taste, and I'd rather save a few thousand and have the easily more exciting (but relatively thirsty) Mazda CX-30 Turbo, but that's just me. Overall, a nicely made and small hybrid that could make sense to some. 2024 Lexus UX 250h Premium Price as-tested: $41,645 Pros: Great economy; Compact size Cons: Compact size. Lacks driving vigor

The Passport feels too old 2024 Honda Passport Black Edition Review by The Road Beat Words and pictures: Mitchell Weitzman Honda's Passport is a perfect example of a pleasant vehicle that is unfortunately too behind the times against its changing competition. Even this spiffy Black Edition fails to mitigate its losses against more modern and efficient alternatives. Honda's own CR-V and Pilot have seen significant revamps recently, and even though the Passport neatly slots in-between them in terms of physical size, it still very much feels like a big, full-size vehicle on the road. To retain relevance and help warrant the sales success that the Passport has seen, this SUV is in need of a makeover of its own soon. Refrain from calling me a cynic, but the simple matter of the fact is the Passport has too many shortcomings to remain unchanged for another calendar year. It's hard to believe a facelift (only cosmetic) happened just only over two short years ago, but this Passport can't be valid for travel much longer before expiration. Even some of the pluses come with compromise, such as the sweet-singing V6 engine. It might sound far better than any grainy four-cylinder, and its smooth operation is paired with an enthusiastic top-end that delivers convincing power. Boasting 290-horsepower and your foot to the floor, 0-60 MPH can happen in as little as six seconds flat, a time that exceeds my expectations and puts it right to the front of its mainstream rivals. But, and here's the first of the buts, this big V6 makes weak power at low RPMs thus necessitating frequent downshifts, and its binges through gasoline at a rate of 20 MPG. As a result, engines like Toyota's new 2.4L turbocharged inline-four might be slower outright, but in the real world, it's a torquier prospect that's stronger down low when needed and burns less gas even in the larger three-row Highlander. I love and prefer a charismatic V6 to a small turbo four, but this V6 lacks the punchy torque you'd hope from a big 3.5L engine. Despite a lack of engine flexibility, the Passport is rated for a stout 5,000 pound tow rating. What also doesn't help in contribution is a lethargic nine-speed automatic transmission that prefers an extended holiday buffet to a brisk workout session. With slow shuffling upshifts, the biggest demerit comes with downshifting. especially when using the plastic paddle shifters to do so. When trying to control speed on downhill sections, I would regularly ask the Passport to change down a couple gears to take advantage of engine braking. However, when you ask that of this Honda's nine-speed, between each downshift is accompanied by a long neutral pause where the Passport unexpectedly surges forward and freewheels momentarily before it actually completes the gear change. I was watching the speedometer, and in-between downshifts, I would sometimes see a one to even two MPH speed gain when engine breaking is meant to slow you down. I've only felt this sensation in other Honda and Acura SUVs, and this behavior is both disconcerting and unacceptable in 2024, it also certainly wouldn't help when towing up to 5,000 additional pounds behind you. Where these kind of more archaic traits do pay off are in the steering and handling, of which the Passport is a seasoned and experienced traveler. The thin-rimmed leather wheel feels great in the hand and offers excellent tactility, but the real delight is with steering that has almost real feeling and instills great control and confidence. Whereas other SUVs of the sort feel like you're almost driving a toy, the Passport feels like a car, with substance. The ride quality is composed at all velocities, and the handling might not encourage enthusiastic cornering, but does at least welcome bends in its stride. It's a shame that the engine and transmission can be confusing or lost at times because the rest of the driving characteristics are quite successful. Cabin and cargo space was clearly a priority when constructing the Passport, but it does seem wasteful to have something this large that will never be able to have extra passengers in its fictitious third-row. It is 10 inches shorter than the three-row Pilot, but its just as wide and tall so it feels like it has the exact same footprint on the road, which is big to say the least. A CR-V might only be four inches shorter than the Passport at 185, but it's a sizable five inches both shorter and narrower in what is already a plenty spacious vehicle for five. Because the Pilot doesn't really feel any bigger driven around, you might as well get the Pilot and have the third-row for when needed. The Pilot also gets an improved 10-speed automatic and, from my own testing experience, also doesn't use any extra fuel despite the added length. While the interior is made and put together with high precision and build quality, it's not exactly luxurious in feel (and this is the top-line Black Edition) and features a tiny little eight-inch touchscreen in the center that is oddly tilted upwards towards the roof. Why it's angled in any such a direction is beyond my understanding (other Honda's also have this odd character) as it makes a small screen even harder to see. It's not that the screen is so small, but with so much information crammed onto it at once, it can appear too cluttered and busy, and most consumers will prefer the big 10 and above inch screens that competitors offer. The small, crowded, and canted display also dates the cabin significantly, which might be the most critical aspect of it; this just doesn't look like a new car from 2024. Even just the shapes of the buttons all over, including those on the steering wheel, are not modern enough. Admittedly, the Pilot also suffers with its own too small nine-inch screen that looks somewhat like an aftermarket add-on from Best Buy. What can at least be said is to reinforce how easily accommodating the Passport is to travelers, with gratuitous amounts of space in the second-row of seats and all the safety and tech features you could hope for in a $50,000 vehicle. While it might lack modernity, the Passport (and other Hondas) remain top of the game with it comes to comfort and space . With its interactive steering and sorted chassis, the Passport is an SUV that has great potential to be the driver's choice of the field, but the lacking transmission, dated interior, and weak low-end power are holding it back from being the complete package. And with an MSRP just shy of $50,000, it's as expensive as even bigger SUVs that have convenient third-row seating.. By no means is the Passport a bad car, well the transmission is can be concerning at times, but it's already overdue again for a pretty major refresh to bring it firmly into the mid-2020s. 2024 Honda Passport Black Edition As-tested price: $49,365 Pros: Great chassis and dynamics Cons: Thirsty; Aging interior design

The RZ 450e is a luxurious Lexus, but it's weak range simply doesn't work as an everyday vehicle 2023 Lexus RZ 450e review with The Road Beat Words and pictures by Mitchell Weitzman Lexus has entered the increasingly crowded market for electric propulsion, with this luxurious crossover dubbed the RZ 450e. It's based around Toyota's bZ4X, but with far better looks and furnishings on this Luxury-badged trim level. Being an EV, and having the word luxury in its actual name, it's priced all too appropriately, ringing the register at a premium $67,270 as-tested with all the bells and whistles ordered. Competition is fiercer with each coming month, and the RZ 450e mostly works as an electric Lexus, but offers little reason to choose over more accomplished luxury EVs. Most troubling with the RZ 450e is a lack of driving range. With a battery measuring only 63.4 kWh in capacity, I can just about guarantee that you will never see more than 200 miles of range on a full charge (even the notoriously over-optimistic EPA estimate is 196). Fully juiced, the onboard computer declared an available 188 miles, but the moment I turned on the air, that number dropped below 150 instantly. Therefore, the only way to get even close to cracking 200 miles is to drive with the climate fully disabled, as just having it vent outside air (with A/C off) drops your expected distance considerably according to the onboard computer. Maybe the Lexus' estimate is plainly wrong, because I can't imagine why simply venting air would cost 20% of your range, but that also gives zero confidence to the driver in what's supposed to be a smart and futuristic car. I'm sorry, but spending this much to only be able to go that far is a severe compromise as alternative EVs offer increased range with higher efficiency. Another knock is when it comes to charging, as the RZ 450e can only do a claimed 150 KW level 3 fast charging, a figure way less than what rivals can do. The onboard charger is also only a paltry 6.6 KW unit, meaning not only does the RZ 450e have weak driving range, but it also takes longer to charge, too. Many other new EVs are able to take advantage of considerably more powerful 350 KW chargers, so the RZ debuting late to the game, and with older charging standards is a real disappointment and already outdates the car. Dual motors make for a perky powertrain amid a combined 309 horsepower rating, and I found the RZ 450e is able to dispatch 0-60 MPH in a breezy 4.7 seconds. That seems impressive until you realize that a Genesis GV70 Electrified has an additional 174 ponies on tap. Look, it's quick enough, but it's just not setting any records is what you need to know. Unfortunately, we do live in a world where consumers mostly do care about bragging rights and top trumps when it comes to the spec sheet. Luckily, the powertrain is wondrously smooth and easy to operate, as I've found basically all other EVs to share this trait, and there are also steering wheel-mounted paddles to adjust your level regenerative braking as you so please. Not featured on this tester is the yoke steering wheel and steer-by-wire tech that will soon become available. With a traditional (and superior) wheel, the steering here is too light in effort for my liking, and there's an uncertainty to movements slightly off-center. The light weight makes for easy motoring and cruising, but it also takes out any eagerness. And that's a shame, because if you do chuck the RZ 450e hard into a corner, the balance is pretty good when combined with its AWD traction that can really slingshot you in and out turns quite surprisingly. There's sadly zero joy in doing so, making for what is a very boring vehicle to drive and operate despite decent speed and ability. More in line with a Lexus, though, is the high level of comfort and quality on display. The seats are supportive and comfortable, swathed in a delightful microsuede, while the ride quality is luxuriously cushy and with little road noise intruding even on the highway. Lexus has made a thoroughly accommodating and hospitable car here, earning its credentials as a convincing Lexus and luxury vehicle. The back seat and cargo space is also quite usable and spacious for passengers and errands. Yet, there are some quirks to the RZ 450e that must be mentioned. The door handles on the outside and inside are electronic and take time to get used to - I still prefer traditional items. Further, the buttons on the steering wheel are controlled/seen via the heads-up display, which are clunky to use and also can't be easily seen with polarized sunglasses. And I can't understand why the gauge for the battery does not include an exact percentage number at all times. Unfortunately, despite the areas where the RZ 450e does succeed, it ultimately doesn't make sense to consider one when shopping for an electric car. The lacking range and slowish charging limit usability compared to rivals, and when range is still the main obstacle for some even considering an electric car, it just doesn't allow the RZ 450e to be competitive in this space. For only a couple thousand dollars more, I'd much rather recommend the Genesis GV70 Electrified, with its increased range, gobs of performance and driving enthusiasm, style, and it's even more luxurious to boot, not to mention an exquisite shape and design. With some updated tech and a bigger, more efficient battery and electric motor, Lexus could have something compelling here, but it's just not there yet. Consider this a beta test of firmware, but for this price and this point in time, beta-spec is not good enough. 2023 Lexus RZ 450e Luxury AWD As-tested price: $67,270 Pros: Luxurious interior Cons: Crippling poor range

Sharp looks, excellent MPG, and a nice interior make for Toyota's best everyday offering 2023 Toyota Venza Nightshade review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota's Venza crossover, a hybrid-only vehicle based on the RAV4, but with its own unique (and improved) design language and an upscale interior. Interior dimensions might be down compared to its RAV4 sibling, but it's still plenty for the everyday person and family. Selecting the Nightshade brings some cool finishing touches to the exterior, easily identifiable by gloss black trim pieces scattered about. While it's not sold in the same numbers as the RAV4, I find the Venza to not only be the more desirable option, but maybe the best volume vehicle that Toyota currently makes (Considering Toyota does not manufacturer the Supra, that would be BMW). Buy it for... The exceptional mileage the Venza achieves. During a week of mixed and tame driving, I averaged a stellar 34 MPG overall, a number consistent with past Venzas tested. You might be thinking that the advertised economy on a Venza is nearly 40, and you'd be right, but in the real world, a still-stellar 34 is a realistic expectation. For the record, the last RAV4 Hybrid I tested also recorded 34 MPG. Either way, you cannot go wrong with choosing a Venza and keeping efficiency in mind; It's simply one of the most efficient crossovers ever made. While not keen on performance, the hybrid powertrain is superbly integrated and makes for smooth transitions between temporary electric and then normal hybrid/combustion modes. Other systems in rival hybrids (even Toyota's new Tundra hybrid) can have hiccups or shudders as the ICE fires up each time, but not the Venza. Toyota has been making hybrids for over 20 years, and their expertise here shows in making a seamless and transparent powertrain. Style is another strong suit shared by the Venza, with a rounded, proportional shape augmented by sharp creases front and rear, appearing more elegant than the boxy RAV4. The exterior shape is highly reminiscent of a Lexus in terms of styling cues, just minus the gaping spindly grille, which is a compliment considering a Lexus is a luxury product. The fashion continues on the inside with an interior built to an appreciable degree of finesse and quality compared to what you'd get in a RAV4. Mazda continues to reign supreme here, with the cabins in their CX-5 and CX-50 Signature trims approaching that of actual luxury German offerings, but the Venza is a nice step on from a RAV4 and with a personality all its own. It's smaller on the inside than its corporate sibling, but this is a car that is large enough for almost all tasks and everyday needs. If a fully-grown yellow lab can fit in here with total comfort, then it's big enough. Venza also packs all the safety and technology amenities you could ask for in 2023, including blind spot and collision monitoring and wireless Apple CarPlay. More on this later, but on the spec sheet, there's a lot going for it. Mainstream Toyotas are usually boring to drive, and the Venza is no different, but that's what most motorists are looking for in a car like this. The steering is accurate and easy to place on the road, even if there's no feel, and the handling has enough going for it to keep you on the road even in relatively brisk cornering with little fuss. Ride quality also impresses and makes for a comfortable and quiet cruiser on the highway for long hauls. Adding a panoramic sunroof adds to the appeal to increase the perceived space inside. Skip because... You want something actually exciting. Apart from an attractive shape, there's little to excite the consumer here, being a dull driving experience. If you're looking for a vehicle that gives you a fizz you're craving, nobody does fizz at this price point better than Mazda. Acceleration is also weak, with 0-60 MPH requiring 8 seconds. This rarely hinders day-to-day usability, but if you mash your foot down to pass someone, you will be disappointed at the lack of oomph available. Despite all the technology onboard, I found the collision warning too aggressive, with myself incurring the wrath of temporary limp mode, triggered from following a car in front too close (I really wasn't that close) when pulling away from a red light. It's quite annoying and forces you to have delayed responses to not have the car shut down on you. It also prohibits your movement longer than necessary as cars behind me honked once, even with my foot flat to the floor trying to go, held back by collision avoidance keeping me in limbo. I don't know what to tell you, when a light turns green, I release the brake to go. Just if the car in front hasn't released the brake yet or is slow to respond, be warned you could trigger the collision system. I do the find the updated infotainment mostly easy to use, but some of the graphics, as written before about Toyotas, are too stark and I even once got the unfortunate pleasure of having the bright white daylight mode flash and blind me upon startup in the evening, before reverting correctly to the easy-on-the-eyes night mode. Also, the bezels around the display are quite thick. On a hot 100-degree day, there were four of us in the car for about an hour while driving to Lodi, CA, and we all thought the air conditioning was rather weak. I understand it was really hot, but this is a brand new car, and even on full blast, we never felt actually cool even after a full hour in the car. Further, the air coming out of the vents never felt that cold. You end up hearing the fans churning and turning, but it never felt comparatively effective. I also just drove a new Toyota Tundra hybrid that exhibited the same behavior. Space should be adequate for most anyone, but if you are wanting to maximize interior volume, a RAV4 or even Highlander could be the better decision. From that tapered and sloping roofline, yes, you do have to make some concessions on overall space, but it's perfectly suited for most people. A Hybrid for everyone Venza continues to be a solid choice for anyone considering a crossover and compact utility vehicle. The fact it's a hybrid sweetens the deal in the age of rising gasoline prices, also making for a great first hybrid for those that have not experienced one before. Cons and problems aside, this is easily one of, if not the best volume models Toyota currently produces. Due to its lower popularity than the RAV4, it's nearly a Toyota that can allow one to stand out. A shame that the slower sales of the Venza are leading to its discontinuation at the end of the 2024 model year. I personally prefer Mazda's CX-50, but that doesn't get close to the 34 MPG Venza can master, even healthily beating out the 29 MPG the latest Honda CR-V Hybrid achieved. A somewhat boring car, this, but a very accomplished one and with some added Nightshade-pizzazz. 2023 Toyota Venza XLE Nightshade Price as-tested: $41,665 Pros: Excellent economy; Interior more refined than a RAV4 Cons: Being discontinued; Overtly aggressive collision warnings