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

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

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

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

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

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

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

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

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

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