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Some of the most storied and historic racing cars assemble again at WeatherTech Raceway Laguna Seca One of Monterey Car Week's annual treats is the ability to see vintage race cars tackle one of the world's greatest and most famous tracks: Laguna Seca. Home of the Corkscrew, the daunting rollercoaster that drops over five stories in a couple hundred feet, it's an example of what it means to be a 'natural terrain' racetrack, nestled atop the rolling hills near Monterey Bay. While others come to Car Week for the lavish shows that feature fast and expensive cars parked and stationary, the Motorsports Reunion allows these gems to be once again in their natural habitat. This is combustion at a most visceral and aural delight. Featuring many diverse classes that include 1930s Grand Prix cars, 1950s sports cars, Group C Le Mans racers, and Niki-Lauda era Formula 1 cars, it's always been a favorite event of mine. Kids, you can go on YouTube to listen to the sound of a 4-rotor Mazda as much as you want, but nothing beats the real thing of a 787 flying by you at full tilt. Nothing. Perhaps one of the best most appealing aspects of racing at Laguna Seca is the open paddock that's available to all ticket-buyers. Unlike your restrictive pass to the Miami Grand Prix that cost an entire car payment, a mere $50 gets you access to any part of the track and you can freely walk the paddock to see all the cars up close. Below are some photo highlights from this year's event. The Monterey Motorsports Reunion will return next August.

Forget the stupidly priced Capstone. This is the Tundra you want Words and photos by Mitchell Weitzman 2022 Toyota Tundra Platinum review by The Road Beat What is it? Platinum might be one of the most valuable precious metals in the world, but the Platinum Tundra is now mid-grade when it comes to pricing in Toyota's new Tundra lineup. This is the second Toyota Tundra I've tested (after the range-topping Capstone) and easily the better of the bunch. It has all the luxury you could want from a truck, and on par with the Capstone, but it costs $10,000 less. There are a few features (that you don't need) that it forgoes, but it's overall the best new Tundra you can buy. If you want a Tundra, that is; competition is fierce. What's good? Toyota's new Tundra drives impressively for a vehicle of such magnitude. Although it's technically a light-duty truck on paper, it's the size of older heavy-duty diesels. Despite that, the steering is accurate and not completely dead. Highway cruising is no problem with almost no wandering, and the ride quality smooths out at speed (can be choppy over bumps at slow velocities). Turn it into some turns aggressively, like the Eureka Rd freeway exit in Roseville, and grip might not be high with the tires giving a deliverance-style squeal, but the balance isn't completely out of whack for a giant pickup truck. Consider me impressed. Throw some Pilot Super Sports on there and let's see what it can really do! The cabin is fashioned from lots of cushy leather wrapping the seats with many pleasing soft touch points. A giant screen dominates the view ahead, though there are some sharp and cheap plastics still randomly spread out that disappoint and contrast the velvety hide. The screen is simple enough to use, but I don't particularly like the graphics and the colors can be harsh at times. Space inside reflects the exterior dimensions: huge; Passengers in the rear seats looked like they were in the back of a Mercedes-Benz S-Class instead. As far as comfort, nobody had complaints. Unlike the Capstone, this did not have the optional hybrid V6, being 3.4-liter twin-turbo with no outside assistance. And, as expected, it's clearly the superior engine option. Output might be down, producing 389 horsepower and 479 foot=-pounds of torque. The hybrid, conversely, makes 437horses and 583 torques. You'd think there'd be a big difference, right? Nope. 0-60 MPH is only a couple tenths slower at 6 seconds (vs 5.8), and in the real world, there is literally no difference. I was so disappointed with the hybrid Tundra because it never gave any immediate shove, instead falling victim to turbo lag and an unaggressive transmission. Well, the lag is still there, but it's no worse. And I somehow averaged 17 MPG, which is 1 MPG better than the hybrid. Huh? Yeah, the hybrid 'MAX' engine option is not worth it, especially when costs over $3,000 more. Yikes. The V6 is very smooth at least, too. Where it lags This is a cheaper truck than a Capstone, but it's still expensive at an eye-watering $65,419. Yes, other rivals can be more expensive, but comparable trims can also be less. $65,000 can buy you the amazing Ram 1500 Laramie, the best driving truck on sale today and with a gorgeous interior. Plus, V8. It's really, really difficult to top today's Ram 1500s for value when they also happen to be the best driving truck in the class and also have gorgeous interiors. The Tundra Platinum's price does undercut that of premium GMC Sierras and Ford F-150s at least, which really goes to show how damn expensive trucks are these days. The storage cubby remains awkward to open and close, and below the screen are a row of buttons and switches, the top half being up/down rockers, and below are hard buttons. It's confusing because at first it seems up would be for the top label, and down for the bottom label. Why have two completely different operation-styles for such clustered buttons? I also found myself adjusting the volume knob countless times instead of the temperature that I meant; the layout is slightly, er, dumbfounding. And none of these feel particularly nice to use, not great in a vehicle this expensive. The built-in touchscreen has navigation, but it requires a subscription to use? Taking a page from BMW, Toyota. Luckily, you can use your phone via Apple CarPlay or Android Auto in its place. Throttle response from a dead stop is considerably poor as well. I found the Tundra constantly lurching when pulling away because the first bits of pedal travel result in nothing momentarily, and then it decides to randomly surge once it clears its conscience. Other turbocharged cars have displayed this recently and it’s a real problem - it makes smooth driving difficult! Why can't a new vehicle have a smooth and linear throttle response? I shouldn't have to "wait for it," that's just bad engineering. Despite achieving improved gas mileage over the outgoing V8 model, other rival pickups can achieve the same efficiency with their V8s as this can. Given the choice of a turbo V6 or a V8 in a pickup truck, I'd want the V8, and it's hard arguing against the sweet-singing 6.2L V8 that GM offers in the Sierra and Silverado. And the towing capacity in this Tundra might be similarly, marginally improved over the old, it doesn't top domestic rivals, with tow capacities around 1,000 pounds less. According to Toyota, this configuration can pull 10,890, which is mighty, but there are mightier. A middle of the road truck By all accounts, the new Tundra is a significant upgrade over the old model. The cabin represents a huge upgrade, it drives nice and it's comfortable, and the economy is only bad now instead of torrentially dreadful. However, it doesn't lead the crowded truck pack in any one segment, just catching up rather than trend-setting. The old Tundra had an ace up its sleeve in that it was considerably cheaper than domestic trucks as the years went on. That is not the case anymore, with pricing that can be painful at times for a product that has too many compromises. It's not a bad truck, it's just that others are so so good now. Still, this remains the top Tundra for now. 2022 Toyota Tundra Platinum CrewMax 4x4 As-tested price: $65,419 Pros: Improved interior; performance and MPG match the expensive hybrid option Cons: Expensive; not class-leading in any one area Verdict: The best Tundra, but not the best light-duty truck

The Honda HR-V compact crossover has been completely redesigned for 2023. It's pretty good. Mostly. Words and photos by Mitchell Weitzman 2023 Honda HR-V EX-L AWD review What is it? Honda's HR-V, a compact crossover SUV from the Japanese manufacturer. The first-generation HR-V has sold tremendously well in the United States, being a top choice for those wanting to spend under $30,000 on an economical vehicle, but want to sit a little higher. In fact, HR-V literally means 'high-rider revolutionary vehicle.' While not quite a revolution in all sense of the word, the evolution that has occurred here elevates the HR-V to among the cream of the crop for small crossovers. It also buries Toyota's new Corolla Cross into oblivion. What's good? Wearing a completely new face and clothes from top to bottom, inside and out, this is an automotive glow-up done right. While the nose is undeniably similar to Ford's Escape, it's nipped and tucked here to bestow some elegance in an affordable car. Trust me, it looks better in person verse the original press photos. The original HR-V always was renowned for generous interior space front and rear despite such diminutive exterior dimensions, and the new model goes further, with extra room throughout courtesy of a 10" stretch to overall length, now at 180-inches. In fact, that's only two inches shorter than the larger CR-V. Okay, so it's not quite exactly compact anymore, but the price certainly is, with this well-optioned EX-L AWD model coming at $30,590 as-tested. For those wanting to spend less, the base model starts under $25,000. The interior sees a complete overhaul, drawing inspiration and themes from the excellent new Civic sedan. In fact, it really just does feel like a Civic inside, and that's a good thing. While I won't call this luxury, materials are soft throughout and all seems screwed and glued together to a very high standard. The seats on this EX-L are leather, as is the steering wheel, and both are comfortable and feel quite nice. Toyota's new Corolla Cross, even in comparable trim, is downright destitute in comparison, with cheap and grungy materials and a dour design motif. For the same price, this larger HR-V is a revelation. Don't even think about Toyota's weird CH-R. Just don't. Of course, this new HR-V has all the niceties you could hope for, like active safety systems, LED lights, wireless Apple CarPlay and Android Auto, and heated seats to name a few. There really isn't much this doesn't have, and it should satisfy legions of casual car buyers. This example has a 9" touchscreen that is easy enough to use, though the standard 7" would be tough to picture here after using the bigger unit, as it'd look downright wimpy and disappointing in stature. On the road, the HR-V is typical Honda: confident. The steering is direct with a chassis that responds to inputs in a way that resembles a sports car relative to the bloated and blunt SUVs and crossovers of yesteryear. Body control impresses as does the ride quality, likely owing thanks to the complex multi-link rear suspension. Look, you ain't carving canyons in an HR-V, but if you're out in the wilderness and bit by a rattlesnake, you can hustle this thing harder and faster to a hospital than you'd think possible. The surprising part is that the HR-V seems willing for it, too; only its all-season 215 tires really let it down. Whereas a Corolla Cross felt wayward, as if steered by a rudder, the HR-V reminds that Honda knows how to make a car drive well. All-wheel drive here will help in the snow and rain, but most will likely not need it. As good as it is, Mazda's compact CX-30 remains the benchmark for driving dynamics and athleticism in this class. Improvements are needed here: While the pros to this car are abundant, there are issues that can be improved upon. Under the hood is a 2.0-liter inline-four making a modest 158 horsepower, being straight lifted from, you guessed it, the new Civic. This is an increase from the outgoing model's 1.8-liter and 141 horsepower. Is it fast now? No. If anything, it's slower than before. 0-60 MPH takes a long nine seconds, and throttle response from slow speed is gigantically glacial, not helped by a CVT transmission that is programmed for smoothness rather than performance. There was a point where I pulling onto a moving 45 MPH crossroad from a stop sign. I had misjudged the oncoming car's speed, but I was already committed so I planted my foot to the floor and the result was so mundane I thought the car was in a limp mode. I had passengers in the car and when I told them I was floored, they nearly didn't believe me - There was just zero urgency flooring it from a walking pace. Oh, and also, when you do 'nail it' (with more of a mallet than a hammer, really), the motor is far too loud and sounds like an old and struggling electric toothbrush when it finally winds up, and that's not a good thing. The other glaring issue is the resulting fuel economy with the increased-capacity engine and body. During my time with the HR-V, I averaged only 26 MPG, which isn't good enough in 2022 for a car of this size. One of my best friends has the last HR-V, with front-wheel drive, and she regularly averages 32 MPG in hers. This new model with FWD will certainly fare better, maybe 28 MPG, but even with AWD, 26 disappoints. However, for comparison's sake, Toyota's next-size-up RAV4 can average a great 28 MPG on its own, but their lollygagging Corolla Cross also only did 26 MPG despite being the smaller and slower car. Huh. Meanwhile, Honda's CR-V Hybrid averaged 32 MPG in my hands while the RAV4 Hybrid pushes that to 36. Get a better engine in there, Honda. That is all. Highly recommended So okay, the engine is a letdown, but for the average buyer and target market of this vehicle, they really won't care. 26 MPG overall isn't taking home trophies, but it's still fine enough for most; I'd happily trade an MPG or two for the fine handling/road manners and upscale interior of this Honda any day. The core strengths are certainly there and the HR-V is legitimately a nicer car than almost all its competition and more spacious. I'd love to see Honda use their superb 1.5-liter turbo engine instead here, that would give it the spunk it needs and, if anything, might get better gas mileage to boot. 2023 Honda HR-V EX-L All-wheel drive Price as-tested: $30,590 Pros: Great interior quality, spacious, drives really nice Cons: Slow and unimpressive fuel economy Alternatives: Others to consider are the Mazda CX-30, though while smaller on the inside, can be highly optioned with a gutsy 227 horsepower motor and an even nicer interior (for a premium). Also think of the Hyundai Kona and Kia Soul, which drive nice, but their interiors are not up to the standard of the HR-V and are a foot shorter in length. Definitely skip the Toyota Corolla Cross. VW's Tiguan is can be had for cheap and is a similar size, but much more cheaply made and put together except when spending at least $35,000. The small VW Taos was a disappointment. $30,590 for this HR-V, though fully-loaded, isn't a small amount either, and you're not far from stepping up to a decent CR-V Hybrid even at that point.

2022 Acura MDX Type S review: better, but not the best Words and photos by Mitchell Weitzman What is it? Acura’s venerable MDX SUV turned up a couple clicks after receiving the ‘Type S’ treatment. Don’t overthink Type S, though, as it’s not the AMG equivalent for Acura (at least not yet, where’s the Type R, Acura?), yet this does bring a raft of hardware and tuning changes to make the most sporting Acura SUV ever. On paper, this new MDX Type S promises to be a more engaging and sporting SUV in their lineup to keep things interesting and hopefully fend off new and updated rivals in the luxury three-row SUV segment. What’s good? Like the standard MDX I tested a year, the MDX Type S does many things very well. It’s attractive for one, with the Type S wearing this gorgeous coat of deep blue paint. Other subtle tweaks to the fascias, different wheels, red brakes, and quad exhaust, easily make this the best looking MDX ever. Can I imagine how pretty the blue is again? Inside is a luxurious and exquisitely crafted interior, with a fit and finish built to the same tight tolerances as the Hadron atom collider. The leather used is marvelously soft and the seats are rather excellent. The driving position itself is spot-on for an SUV with a great steering wheel feel, and this one even has seat massagers (they work decently well, too!). No occupants will complain of the luxury that’s on offer on the inside, though it’s not quite up to the level of the Genesis GV80 for theatre. And for those needing the extra space, this MDX also has a third row of seats. Out goes the old naturally-aspirated V6 in favor of a new, three-liter turbocharged V6 making 355 horsepower for an increase of 65 over other MDXs. Mated to a ten-speed automatic and Acura’s literal super-handling-all-wheel-drive, this MDX can scoot to 60 MPH from rest in 5.5 seconds when you get the blood boiling. At full tilt, that’s only about as quick as a base BMW X5 40i, but it is a huge increase over former MDX models, being nearly a full second quicker to 60. And also, it still has the same serene smooth V6 characteristics coupled with a nice sound when asked. When driving the MDX Type S in normal everyday errands, it doesn’t feel particularly special or engaging through the chassis, until you decide to push things a little, that is. Head to some favorite corners, build up some speed, and I was thoroughly impressed with the competence that this big SUV carries among its mass. I recently tested the smaller RDX and found a similar pattern of it coming alive when driven hard, and the Type S MDX is the same; the harder you drive it, the better it is. The steering is quick with feel to its assuredly weighted effort, and the tires dig in hard. That all-wheel drive works wonders to improve the driving experience, as it helps cancel out understeer and slingshots you out of corners. That same X5 can’t come close to the satisfaction that this chassis can produce. Even rapid transitions are done with grace and ease as the Type S changes direction. Well done here, Acura. What can be better? While the MDX Type S does lots of things well, as is the Acura norm for a being consistent, there are still things it can and should do better. Gas mileage? Yeah, hope you’re not worried about that! Reason being is that I saw a paltry 18 MPG overall when driven quite easily. Don’t be thinking the smaller turbocharged engine gets improved mileage, because it doesn’t. Let’s bring up the X5 again, a car that is as fast in a straight, but it can achieve a real world 23 MPG. There’s more that’s wrong with the engine: explicit turbo lag. Turbo lag can be cool in some high-powered sports cars, but not in an SUV that’s meant for everyday, family driving. It’s expounded by an absolutely trash throttle response in its normal drive mode. When leaving from a stop, for example, I found a delay when adding throttle as nothing happens initially. I ended up applying too much throttle to get it moving at times, which then results in bad lurches as the engine suddenly builds boost and power - this is especially noticeable on hill starts. Turning the drive mode to sport helps, but that also changes the programming for the transmission, too, and will hurt your mileage even more; There’s no excuse for poor throttle response in any car’s standard drive mode these days. Maybe they can fix it in a software flash? Normally, slow turbocharged cars show this characteristic most prevalently because of their weak little motors that solely rely on boost, but this is a big V6 and it’s not acceptable. The 10-speed automatic transmission could be improved in sporting driving. In normal, boring cruising and errand-running, it's fine and does the job needed. But, when upping the pace, the transmission is missing charisma and finesse of the ZF eight-speed auto that is so commonplace these days. Full throttle redline upshifts are satisfying enough, but how often are you going to be doing those? It's the other places that will be far more commonly used where it falls behind the best. What doesn't help are paddle shifters that feel like they must've been pulled out of the Civic parts bin; they have no place in a $70,000+ car. While clicking the 'D' button again for a sports transmission mode increases the overall snappiness of the system; it's just not quite enough to be truly convincing. The transmission also behaves weirdly when changing down gears. Pull the left paddle to drop down a gear, like if you're wanting to produce engine braking on an aggressive corner entry, and the shift not only takes too long, but there’s a pronounced moment in-between gears that resembles neutral, causing freewheeling. If you’re downshifting to help slow the car down, that lapse makes it feel more like the car is accelerating, not slowing down, and it’s quite unnerving. Like the last MDX and recent RDX I drove, this also has Acura’s new touchpad-controlled infotainment that is awkward to use (that's being kind, mind you). It’s uncomfortable not being able to lift your finger (or else it re-centers the cursor) and when you get near the edge of it. Perhaps the theory is there, but the execution isn’t. It also behaves differently when using Apple CarPlay where you (yay!) can lift your finger without re-centering. I also don’t like that I can’t turn off the splitscreen when using Acura’s own native navigation, meaning you can’t have the map on full screen; You’re stuck always having something on the side when I’d prefer a full view of the map to see better. Also, there's a lovely top-view camera, but there's no physical switch to turn on command to help when pulling into parking spots or when pulling alongside a curb. There's at least a setting that allows it to come on automatically when you get close to an object, but I want it when I want it. I found myself shifting into reverse at times for no reason other than to trigger the camera to turn on. Survey Says… It’s a beautiful car inside and out, quite spacious, and the new turbo V6 adds some real thrust. As good as the steering and chassis is, there is no way around how thirsty and unresponsive the new powertrain can be, an average transmission, and a price tag that is, er, sweat-inducing. At $74,000 as-tested, it’s not the typical value you find from Acura. Yes, it’s far less than an SQ7 Audi or X5 M BMW, but those also are on whole other magnitudes of performance. In fact, the pepped-up MDX only really matches the speed of standard offerings from the German brands. The hardest part is justifying the $10,000 increase over the still quite good MDX A-Spec when fully-loaded. It frankly needs more power or some missing fizz to really separate it from the pack. 2022 Acura MDX Type S Pros: Great handling; spacious; nice interior Cons: Genesis GV80 interior is nicer; thirsty; not that fast Verdict: It's a better MDX, but it comes at a cost

Two Mazda crossovers - and two of the best on the market - compared head-to-head Words and photos by Mitchell Weitzman Looking for a new crossover SUV? Mazda makes two of the best with their CX-5 and CX-9 models. Sharing eerily similar styling, you might not be able to tell the two apart even (hint, the blue is the CX-5, and the white is the larger CX-9). The reason for choosing one over the other are differences in size and price. While you're not going wrong with either, as I hold each separately among the top of their own classes, this short guide can maybe help choose which is right for you and your needs. Price With both examples tested in their 'Signature AWD' guises and with the same punchy turbo engines, this makes for a direct apples to apples comparison: The bigger CX-9 retails for $48,830 as equipped while the CX-5 stickers for $40,000. What do you get for your extra $8,830? The most obvious advantage is the size, with the CX-9 being a roomier car throughout and having a third row of seats. I also do find the CX-9 to have an interior built with a slight bit more quality and luxury, though both represent the best in their respective classes when it comes to interior builds. Mazdas are known to border on bona fide luxury that nearly rivals more expensive German alternatives. Seriously, sit in this CX-5 and then a comparable RAV4 Limited and the Toyota materials and details are that of a cheap rental car. Size As mentioned, the CX-9 is the bigger vehicle with its third-row seating, but how much bigger is bigger? It's quite substantial on paper, with the CX-9 hogging 199" of pavement next to the modest 180" taken by the CX-5. The CX-9 is five inches wider at 78 compared to 73 for the CX-5, and it's also two inches taller at 68. The styling reflects this, as the CX-9 does appear stretched, but in a rather elegant manner; The CX-5 is a little stubby for contrast. I love the sensual curves and creases of each, with an understated class when other rivals can be just too fussy when it comes to design. However, it must be said that the CX-9 is not the largest vehicle in its class when it comes to shear volume due to its pretty, yet compromising roofline that gently slopes down. It's a three-row vehicle, sure, but it's far from the biggest inside. If ultimate practicality is what you're after, it's tough to beat Kia's Telluride. On the Road With less weight and size to manage, the CX-5 is the more sporting of the two to drive, with a keen turn-in and natural handling motions. Really, the CX-5, even as a crossover, drives better than most sedans. It's too soft to be an out and out sports car, of course, but it really does make the competition feel so wayward and boring when you throw a barrage of corners at it. Plus, it has the optional and gutsy 2.5L turbocharged inline-four that sends it from 0-60 MPH in 6.2 seconds, worlds faster than any Hyundai Tucson, Honda CR-V, or Toyota RAV4 (excluding the fast and expensive RAV4 Prime model). With this eager and powerful engine option, though, gas mileage isn't the greatest, with an average MPG of 24. If you're looking for the most driving fun, the CX-5 wins over the CX-9. However, many of the traits of the CX-5 remain in the CX-9, with it also being the engaging choice in a crowded field of three-row SUVs. Steering is feelsome and has actual weight to it. Handling is deft for a vehicle this large and one that rides so comfortably with control over bumps; you can carve corners faster than you'll ever need to in a long SUV, minus if you're in a crew of international thieves or spies. Yes, it will use more fuel than the CX-5, with the CX-9 averaging 21 MPG, as there is more mass to motivate. It's also slightly slower for that same reason, needing seven seconds to hit 60 MPH. Both cars have available AWD for optimal traction, too, as tested here. Why choose a Mazda to begin with? Every Mazda currently on sale is at the top, or runner-up in their competitive classes. If you want one of the best driving and most luxurious, quality affordable cars on sale today, Mazdas, especially when equipped in their 'Signature' trim, do not dissappoint. There's simply a connection between the driver and the car/road that other manufacturers fail to identify. Add to that the outstanding, luxury quality that's available that feels more akin to a German offering, and you can see why I'm so fond of Mazdas. There's nothing fussy about them; Just good engineering and good quality. Which is right for you? Neither is the wrong choice, but the choice should be up to your needs and budget. The extra space of the CX-9 could come in handy one day or for some with larger families, but if you know you won't ever need the volume advantage, then perhaps the CX-5 is the better choice. It's more fun and performs better while using less gasoline to boot, but it's not entirely big. Stepping up to the CX-9 does require a not small amount of coin, but if you want the tiny bit of additional luxury and that third row, the CX-9 should be a top choice for its combination of values. 2022 Mazda CX-5 Turbo Signature AWD Price as-tested: $40,000 180″ L x 73″ W x 66″ H 2.5L turbocharged inline-four with 227 horsepower 2022 Mazda CX-9 Turbo Signature AWD Price as-tested: $48,830 199″ L x 78″ W x 68″ H 2.5L turbocharged inline-four with 227 horsepower CX-9 photo gallery CX-5 photo gallery

This popular crossover has impressed in the past, but woeful fuel mileage on this new 2022 model is why you should skip it. 2022 VW Tiguan SEL R-Line 4Motion review by The Road Beat. Unless you’re Patrick Star and living under a rock in a cartoon, gasoline is expensive. Shoot, everything is expensive these days. So, it might make sense that, with many peoples’ monthly gasoline expenditures literally doubling compared to just earlier this year, you might be interested in saving some coin. If that’s what you’re after, this Tiguan is not for you. I have tried two Tiguans in the past and have liked the way they drive and handle, not to mention their spaciousness inside. They’re competitively priced with other crossovers of the same size, and they offer a third-row seat option even, albeit one best reserved for the single-digit age groups. What they have always lacked is performance and class-trailing MPG. While their economy was never truly dreadful, with prior examples averaging 25 MPG (on the same exact some roads as driven here), it just was at the tail-end of a crowded, competitive field. Toyota’s standard RAV4 can do about 27-28 MPG in testing, and their hybrid model can leap all the way to above 35 MPG even. This most recent Tiguan, however? 21. Twenty-one MPG is all it could muster. In a time when combustion is so expensive to ignite, that’s a dog that doesn’t hunt. Even on the highway, MPG never surpassed 25. A much bigger Toyota Highlander, with a comparatively burly V6 engine, gets better MPG than that even. And no, I didn’t drive it like a lunatic - quite the opposite in fact. It’s baffling, really, and I can only hope that maybe I had a bad batch of gas in mine or something bizarre. Maybe they sacrificed efficiency for speed? Nope, as this is one of the slowest new vehicles on sale today. Under its hood is a 2-liter turbocharged four-cylinder making 184 horsepower and notable 221 pounds of torque, but it feels like half that at times. Throttle response in its standard mode is poor to begin with, with sluggish getaways from a stop that are compounded with a transmission that hunts for gears; There might be eight gears, but somehow none are ever the right one with such a puny motor. Leaving a stop sign and merging onto a 45 MPH road, for example, the first instance of throttle does nothing, so you press down a little more, waiting for something, and then you get this lurch of power as the turbocharger’s boost finally builds. It’s not a graceful means of travel, and disappointing that the drivability can be so affected by the weak engine. It’s not noticeable every time, but no car in two-thousand-freaking-twenty-two should exhibit behavior like this. Oh, and 0-60 MPH takes a heady 9.5 seconds. Bummer. But, let’s look on the bright side. The interior has improved somewhat with new digital air con controls that look better than the old, cheap knobs; After one try, I found them easy enough to use. Interior volume impresses, too, with a surprisingly large space inside despite being classified as a ‘compact’ vehicle by some. The Fender-branded stereo is just okay, nothing to shout about, but the logo does earn cool points. The front seats are comfortable, and the steering wheel feels lovely in the hands with its quality leather even if there are too many buttons on the wheel itself. In actuality, the digital cluster is pretty to look at, but it’s so crowded with information that it makes finding what you’re looking for sometimes a chore. On the outside, it’s as handsome as ever, especially in R-Line trim with classy chrome details and badges here and there and sexy alloy wheels; The blue paint on this one is particularly nice, too. The nose has been refreshed and now appears sleeker and more low-slung - this is a good thing. Some might find it still a tad reserved, but it’s an elegant shape no doubt and looks unequivocally German. Tiguan remains a fine handling car for sure, maybe the best in its class. Steering is a tad too light and overboosted for my liking, but it does make driving easy and tireless. Add to the fact it’s also accurate and the chassis responds well to being driven aggressively, and yeah, it drives very fine indeed. I liked that the steering didn’t have as much of a rubbery effect like on a recent Jetta I tried, instead feeling more natural in its operation. Turn into corners with purpose and you’ll be met with a surprising poise and balance, with the 4Motion all-wheel drive system definitely lending a hand when it comes to traction. The ride quality is quite good, and doesn’t get unnerved by bad pavement as bad as, say, Hyundai’s Tucson does. It’s a shame the engine is so dreary, because a Tiguan could easily handle loads more power. There’s no way to sugar-coat this cold, unsweetened truth: I can’t recommend the Tiguan. Not everyone will notice or care that it’s slow or be keen enough to complain about the throttle from slow speeds, but its lackluster fuel economy really does pose huge problems for potential buyers. With other bills and goods all rising around us in our everyday lives, you will feel the difference and it will hurt. That being said, if my fuel economy is an isolated experience and some strange instance of a bad batch of gasoline, then you can throw the entire economy argument out the window. It’s still slow, though. 2022 Volkswagen Tiguan SEL R-Line 4Motion As-tested price: $37,790 Pros: Same handsome exterior, improved interior Cons: Slow and THIRSTY Verdict: The sinking MPG makes it tough to recommend

A recap of last year's 2021 edition of The Quail, A Motorsports Gathering. Full photo gallery of the best of Monterey Car Week - Further proof that this might be the greatest car event on Earth. Words and photos by Mitchell Weitzman and Daniel Blodgett K​ing for a day. That's how I described my first visit to The Quail, A Motosports Gathering in the scenic Carmel Valley, CA, and it still holds true several years later. What's now become a headlining feature during the annual automotive pilgrimage that is Monterey Car Week, The Quail has become my favorite. However, I was at the Quail Lodge and Golf Club before The Quail became The Quail, as it used to be the home for the Concorso Italiano car show. The Italiano since moved to various venues, leaving the Quail to form its own eponymous show in its stead. While it started small in its infancy, it's rapidly grown the past decade to become a tour de force for car lovers. Unlike other car shows, this one is about more than celebrating the automobile - It's the whole lifestyle that we embrace. But, wait! There's more! You don't have to love cars to enjoy The Quail. A foodie and/or drink lover? Your admission gets you unlimited food and beverages. At various corners of the lush, green fairways (in an otherwise drought-stricken California), you'll find large tents that are home to a variety of gourmet dishes to fill your heart's (and stomach's) content, with each location featuring a different theme of food; Greek, French, etc,. Find a bartender, and you can pick between cocktails and wine. While I don't recommend getting piss-faced around a collection of a half-billion dollars worth of cars, you certainly can if you feel entitled enough to. Ranging from classics to modern hypercars, there is plenty to ogle over, so much so that, even after staying for 7 hours, cars had packed up and left that I hadn't gotten the chance to see yet. I even got to meet Jenson Button and Ant Anstead, both of whom were there showing the new Radford Type 62-2, a stunning sports coupe with retro Lotus styling and underpinning from Hethel, too. Oh, both the Englishmen were absolutely amazing to meet and chat with - just normal blokes who love cars. Guntherwerks showed off their new Speedster restomod, Bugatti had the Bolide track-only hypercar on display (that they just confirmed to build, too, no less), plus there were the Koenigsegg Gemera and Jesko megacars, and of course a multitude of Paganis. I don't mean it to sound like an afterthought, but it's just because of HOW many brands were represented there, but Rimac was also present as was Hennessey's new F5 and the Pininfarina Battista (which is based on said Rimac). I almost even forgot the new Countach. It's so much to take in, same with the food. I have a decent appetite and yet I was unable to convert on each food tent, settling for just two of them; I ought to fast the entire day before next time! And next time I do hope for, as The Quail has become my pinnacle event of Monterey Car Week. Some people look forward to Christmas or their birthdays, but nothing comes close to The Quail for me. King for a day - it feels nice. I eagerly already await next year's edition. Until then, please enjoy and indulge in the full photo gallery below.

This loaded up Jetta has one big trick up its sleeve: good gas mileage. 2022 Volkswagen Jetta SEL review by The Road Beat. Words and pictures by Mitchell Weitzman. What is it? Volkswagen's Jetta, their compact sedan that's proved extremely popular the past two decades, here in fully-optioned SEL trim. It's simple, small, and reasonably sedated. If sipping gas is what you're after, but don't want a Japanese hybrid, you might be interested in this German offering. It starts at a lowly $21,460 with this tester coming it at $29,190. What's good? For those after conservative styling inside and out, the Jetta will deliver. While this is a con for some, it definitely remains a strong plus point for others. There's no denying it's a handsome shape while basic. Standard Corollas look stubby and Sentras look overdone. Honda's new Civic blends a best balance of class and restraint, but the Jetta will be ideal for many. Boring for others, but aesthetic for the rest. It's all personal preference. It also has a VW badge and its German identity going for it; Other German brands will require significantly more money to play. The biggest reason to want a Jetta like this is the fantastic fuel mileage. Though not as fantastic as other Volkswagen cars I've tested with the older 1.4-liter engine, it's still quite exemplary for a gas-powered, non-hybrid machine. With a highway mileage of 44 MPG at 70 MPH and averaging 33 overall, it's friendly on your wallet in the age of $6.00/gallon gasoline in the States. For the record, a Golf and another Jetta last year reached 50 MPG on the highway at times even. Performance is decent, even if it never feels particularly quick. With 158 horsepower and 184 foot-pounds of torque from its turbocharged 1.5-liter engine, 0-60 MPH takes 7.3 seconds. That's quicker than almost all competitors including the Civic and Corolla. The 8-speed automatic also works well with no annoying characteristics. The interior is comfortable and spacious given the tight exterior dimensions and shallow footprint on the road, and the trunk is enormous. I actually drove the Jetta with a 80-pound Labrador in the back seat for an hour and a half, and even he had a plethora of space. If you have a large dog or two, the Jetta's rear accommodations are more than adequate for your fluffers. The front seats are fine, just too flat, but they're well acquitted enough for this class of vehicle. The SEL's leather wheel feels fabulous in your hands, and the wheel itself is a nice shape and size - none of that inconvenient flat-bottom crap found here. Compared to other cheaper Golfs and Jettas I've had, this SEL definitely shows a marked improvement in overall quality. The Volcano Brown interior with real leather seats add some flair to avoid being too drab, which the black interior option would create. While still no luxury car, and a loaded Mazda3 and Civic Touring are still the kings here for this size of car, you can appreciate the effort VW has made to refine this proven formula. Point the Jetta at some bends, and it is unexpectedly happy when shown corners. In normal driving, the steering can feel too light and rubbery, but the chassis does perform reasonably well when asked and comes about in a natural and fluid manner. Understeer is minimal, with literally zero torque-steer, and the front differential does well to help guide you through and out of turns as you apply the power. While not class-leading, for a small, economy sedan, it does drive well enough when asked, and the ride quality is superb, too. What's not? Beeps and bongs are aplenty in the Jetta, with perhaps the loudest single bong in any new car. If you're like me and always start your car with the door open (to let air in on hot days), you will be greeted (wait no, greeted would imply its friendly...) by a blaring bong alerting you your door is open, even though the car is in park. Basically all cars do this, but this sound is like a megaphone in your ear - it's so loud. I looked to adjust the volume and you can't. Which brings me to the next point, and that's the settings menu of the vehicle is only accessible when parked - not even a passenger can do it for you. That also means you have to stop to access the digital traction controls. Oh, and you also can't drive off with the door open, with the automatic transmission forcing you into park. This might sound like a stupid complaint, but what if I'm parallel parking and want to open the door to see the curb? Nope, it won't let you move. To be fair, many new cars also do this, but I thought the Germans would think higher of their drivers. The interior has been improved, but there are some cheap plastics still present, like the air conditioning controls for example, and the style of the cabin needs a fresh update after classy and swoopy-cool updates from Honda and Hyundai recently. It's just a bit boring. If you do spec a black interior, it'd feel like a bleak dungeon inside. I do like the way the car drives when some aggression is added, but in normal driving, this is a very boring prospect to say the least. Behind the wheel, this is pure Novocain during a morning commute. And the steering does seem to have used Jell-O in place of bushings, something the average consumer won't notice, but it does lack the confidence and direct nature of Honda's new Civic. Strange that an economy car like this is weirdly better to drive hard than softly. A better Jetta? Or a never Jetta? The Jetta is a good choice for many needing an affordable and economical car. It gets great gas mileage and is spacious on the inside. The entry price is very attractive, too, but this SEL raises the admission to a questionable amount when there are other very alluring players to contend with. As an overall package, the new Civic is unbeaten. It's nicer to drive, has a better interior, and is also wondrously efficient; It really does it all. But, for those wanting something a little more German in character, that 'Das Auto' life, the SEL Jetta is a better Jetta with the added touches and quality it includes. However, if you're really set on a Volkswagen of any kind, go for the GLI or Golf GTI, both of which are absolutely electric to drive in comparison and properly fast and only another $3,000. And they still get plenty good mileage. You'll thank me later. 2022 Volkswagen Jetta 1.5t SEL As-tested price: $29,160 Pros: Great economy, quicker than rivals Cons: Interior is improved, but rivals best it; kinda boring Verdict: Efficient, affordable, and unexciting transportation Dimensions: 187″ L x 71″ W x 58″ H

2022 Lexus LC 500h review by Mitchell Weitzman and The Road Beat What is it? Lexus' LC 500 grand tourer of extravagance, now a half-decade old, and marching on here in hybrid form. Denoted by the 'h' moniker at the end of LC 500h, what we have here is a 295HP 3.5L naturally-aspirated V6 engine that's further bolstered by a pair of electric motors. Total output is a modest 354 horsepower and 369 pounds of torque connected to a strange continuously-variable transmission. A unique case of trans-ception, it’s a transmission within a transmission (there's a four-speed auto inside of a CVT. Weird, right?). But, most significantly, this is an ultra-luxury GT machine designed for dining on miles in total serenity and style. It costs $115,285 as equipped, so it better be nice. What's hot Now, this is going to be a different kind of review, simply because there's so much that's right with the LC 500 in general, but there are glaring frustrations abound, too. At the core of it, though, this is a fabulous machine - it's strikingly beautiful, has an interior that's worthy of a $200,000 price tag, and it's supremely comfortable. It feels special to put it plainly. Lexus' LC is the type of vehicle that just climbing in and sitting down instills a dreamy sense of marked occasion. You want to look and feel cool and a Porsche or BMW just doesn't do it for you? Here you go. Now, I know what might be thinking, but rest assured that if orange isn’t for you, you don’t have to have an orange interior. As a Bespoke Build packaged car, there’s also lots of carbon fiber including the roof and the rear spoiler to go with the unique interior color. Driving dynamics have been a hallmark feature of the LC since its birth, with accurate and confident, though not entirely feelsome steering. While weight is certainly an issue, with the tires burdened by some 4,440 estimated pounds, handling is shockingly good and has a sporting intent when you desire. Switch the car into sport+ for improved responses and you can carve canyons to your heart's content. At 7-8/10ths, things are very controlled and comfortable - and thoroughly enjoyable - but, push harder and the experience does become sloppy as the tires and soft suspension just can't cope with the weight. It's happy to cruise, but this is a car that's also happy to play – to a certain extent. And cruising is what it does best, munching miles like a gourmet salad bar. Leather, and leather worthy of HRH Prince Charles' personal armchair in his study, is abound everywhere, and those seats are oh so comfortable; The entire cockpit encompasses you in an intimate way as the ambience casts a spell on you. Because it's a hybrid, fuel economy is pretty decent for a vehicle that looks as wild as this, with myself averaging 32 MPG on a 200-mile trip to Walnut Creek and back (with lots of traffic, mind you), and about 26 MPG overall. What's not This is the third LC 500 I've tested now, and while I do genuinely like the car, more and more has stood out to me that hinders the real livability of the car, and especially because you expect more from something of this prestige. Speed isn't everything, but the LC 500h just isn't quick enough to match its looks and rivals. 0-60MPH is a rapid 4.5 seconds, but that doesn't tell the whole story. It's only that quick to 60 because it gets off the line well with lots of electrical assist from the hybrid system. After 50 MPH, things really slow down, with real-world, in-gear acceleration only similar to that of a Nissan 370Z. For comparison, BMW’s M850i will annihilate the quarter two seconds quicker while traveling 20(!) MPH faster. A base Porsche 911 Carrera will blast through the quarter mile with a trap speed some 15 MPH faster, and the V8 model of the LC even with nearly 10 MPH more velocity. This hybrid is too slow sadly, leaving one always wanting more when you put your foot down, with very little happening below 4,000 RPM due to the V6 engine's lack of flexibility. The truth of the matter is the car isn't fast enough in relation to what it costs. And especially based on looks alone, you might expect it to be a rocket ship, but it isn't. The V8 also lacks outright power next to rivals, but it is at least enjoyably enough in its own right due to the snarling character of its motor. The odd CVT transmission is rather junk, too. When driving spiritedly, the virtual shifts are slow both up and down, and there are too many ratios to click through when using the paddles behind the wheel (very nice items, by the way). If you want to downshift for a decent braking zone, you'll have to pull the left paddle some six or seven times - it's just too many. I also didn't like the car's insistence to downshift on any slight downhill slope (this is without initiating cruise control). Instead of coasting in top gear, it will choose 3-4,000 RPM instead, which causes excess engine noise (annoying) when you're wanting to just cruise, and it's also not smooth - you feel the gears adjust abruptly. At times, I would pull the right paddle to choose a taller ratio in this exact instance to defeat this nonsense, but then the car just downshifts right back on me! It freaking immediately overrode me - DENIED - every single time unless I moved the actual console shift lever into the 'M' manual mode first. What trash programming that is. Going hand in hand is an inconsistent cruise control. I experienced bad cruise control on another Lexus hybrid, the LS 500h sedan, and it carries over here, too. Say you select 72 MPH on the highway. Well, the actually operating range will be anywhere from 70-74; How is it so hard to just maintain one speed? And to go over my set speed? And no, it doesn't exceed your set speed downhill, but uphill. It actually caused me anxiety as I passed a CHP at a risky speed on one occasion, but it was the car that went faster on its own than I had asked it to. Further, the distance control for the radar portion is too much of an on/off switch, meaning that the car never will coast up to a vehicle in front, but rather just aggressively hit the brakes and downshift - zero, and I mean zero, intelligence involved there. I found it so annoying that I drove most highway journeys without cruise. $115,285 and the cruise control isn't functional enough. Ha. There are a number of oversights on the inside of the car that affect usability, including a serious lack of trunk space. For a grand touring car, the type where you say, "hey, let's go Palm Springs for weekend!"you'd expect some decent space for your luggage and golf clubs, but you will have to pack light. Luckily, you can use the rear seats for extra storage since no human will actually want to ever sit back there. Lexus is moving away to a new infotainment system in some models, but that leaves the LC still with the tumor that is its infamous track pad. Even after time in a multitude of cars with it, it belongs in an incinerator. Clunky and distracting, it's like no one actually ever tested it before it went into production. The ideology is there - make it like a laptop, sounds great?! - but it lives in yikesville alone. While there might be several physical controls for music and climate, lots of essentials are buried within the computer. The most frustrating of which is the A/C button. Yes, to turn air conditioning on and off, you have to do three to four clicks at times to toggle it on and off inside the mainframe. Same goes for seat warmers and coolers. Also, the car would randomly default to recirculated air at times when I had previously had it selected to outside air the last journey. I also didn't like that this car has a rearview camera seemingly from 2005 (is that like 240p resolution? lol), but also has a lack of surround-view/360-degree cameras. This is a big car, with a long nose - it sure would helpful if this $100,000+ car had a freaking camera that some $40,000 Toyotas now come with. Yeesh. Let's see, there's also no wireless charging that I could find (though most are rubbish anyways these days since phone's camera bumps/arrays cause weak charging), and the center console has a weird functionality that, to open fully, you have to push and then pull at two different points - not very well designed and cumbersome. The shifter is clunky to use, and then also there are certain beeps and bongs that happen at strange times. If you have a door open and then completely turn the car off, it will beep endlessly. But if you turn it off and then open the door, it won’t beep at all. This sounds like a dump complaint, but why wouldn’t it be the same? The car is off – don’t beep! Like other Lexus models, you have to be completely stopped to turn off traction control. Lame. Wait, so you hate it? No, I don't hate the car. It's just that, after testing three different LC 500s now over the years, there are things that start to stick out. And because I like the core of the car quite a lot, these annoying bits are a disappointment that I really, really want Lexus to address. Forget the hybrid model, too. It costs too much over the V8, isn't as fun, and the gas savings vanish anyways because of the significant price reduction for the ‘standard’ V8 version. It's the better car full stop, and has better cruise control and noticeably improved automatic transmission. Still, the other aspects that trouble me remain. Am I nitpicking? Perhaps, but you have to when it costs this much because of the associated expectations. The LC 500 is a fabulous car in many ways, but it's getting long in the tooth. With faster, more technologically advanced (not to mention well-thought-out) rivals abound, the shortcomings are more noticeable than ever because it's just harder to make a case for it now. Great car, but in need of several updates to stay as fresh as it still looks. 2022 Lexus LC 500h As-tested price: $115,285 Pros: Lovely to look at, lovely to be in Cons: Not that fast. Expensive. Frustrating tech bits Verdict: It could be a masterpiece, but attention is needed to do so

2022 Honda Civic Hatchback Review Photos and in-depth review of the all-new Civic Hatchback by Mitchell Weitzman for The Road Beat What is it? The hatchback version of Honda's excellent new Civic compact sedan. This particular example is equipped as a highline Touring, meaning it has the 1.5L turbocharged four-cylinder engine and equipped with basically everything you could have on a new Civic. There are no additional options available - this has it all, and costs $31,145 with destination. The hatchback shape will appeal to those looking to maximize the space of a compact vehicle, but also forgoes looking like your great-aunt's station wagon. What's good? So much. Really, this is a fabulous car. If you wanted to, honestly, just stop reading and know that this is maybe the best compact car in the world right now. There is next to nothing that it does wrong, and so much that it does right. For a small car, the Civic Hatchback is rather spacious, with ample front and rear seat space. Compared to the current Corolla, the back seats and leg room are enormous. How do I test that? I take my adult friends for drives in all the cars I test and I ask them for their real world opinion. They were way more comfortable in the Civic and weren't in need of chiropractors for their legs afterwards. The hatchback body also bestows extra cargo storage in the back and makes for easier access to things such as your recent Home Goods haul. Simply put, hatchbacks are more convenient and practical than sedans. To top it off, I think the hatchback shape suits the new Civic rather well. Which reminds me, the new Civic is, for my near-sighted eyes, vastly prettier than the old model. Whereas the past Civic Hatchback appeared like a Civic Hunchback, the new, bigger booty meshes seamlessly with the rest of the design language and looks thoroughly integrated. It's a nice looking car. Admittedly, this is the Touring - the nicest Civic money can buy - but the interior is a bona fide lovely place to be for an affordable car. The seats (great and supportive chairs, by the way), steering wheel, and shifter are trimmed in nice leather that feels great to the touch, and the driving position itself is quite lovely, too. Yes, it's a comfortable car, and even reasonably quiet as well. I've done long drives in another Civic Touring (the sedan) that held up great over the course of a long day. Looking elsewhere, the rest of the cabin is finely trimmed and endowed with a serious quality that leaves Toyota's offerings in the last decade. Shoot, look at the detailing on the metal grate that helps hide the air vents, but also gives a well-executed industrial interior design flair (industrial lofts are all the rage these days) to it. There is very little in this car that, when you touch, feels cheap. The only competitor that meets this, and actually slightly surpasses the Civic, is the Mazda3 premium. But, compared to Hyundais, Volkswagens, Toyotas, and American offerings, the Civic wins here. And lo and behold, the Civic Hatchback remains great to drive like other recently sampled Civics. The steering is expertly judged, with an intuitive response and weighting to make for extremely accurate and confidence-filled driving. You would also never know the Civic is front-wheel drive, with no discernible torque steer and minimal understeer when driven hard. Handling is exemplary for an everyday 'normal' car, easily besting most rivals and matching the ever-fluid Mazdas, with its commanding front-end and usable grip. It's just such as easy car to point through a corner at speed with no fuss. And yet, the ride quality is still refined and controlled. I still haven't driven a Civic Si, but it must be incredible based on how good these pedestrian Civics are. Honda's 1.5-liter engine continues to be a standout of this competitive class, with enough performance (0-60 MPH takes 7.7 seconds) for the everyday driver and exemplary fuel economy. Shoot, even the CVT didn't draw any criticisms, and I hate CVTs traditionally. The engine is smooth with little, noticeable turbo lag, too. On the highway, the Civic returned 40 MPG and averaged 33 overall. With gas so expensive, that's sure to save you some coin. What can be improved? Not much. To be really critical, the infotainment and center display is easy enough to use, but it's on the small side of things. Other comparable rivals don't have larger screens, but the rest of the interior is so well put together that the screen becomes the weak point; It could be a way for a Civic to stand out even further. There are lots of digital buttons and controls on the screen itself that do take up some digital real estate and can make it 'crowded,' so a big 10 or 12" screen wouldn't be unwelcome. And finally, perhaps the biggest and only red flag here for this Civic is the price. Now, this is still an affordable vehicle, but not quite like it used to be. With an as-tested price of $31,145, the Civic Hatchback Touring has certainly crept up in price. Now, you could save $5,000 on a cheaper Sport version, but the Touring is the Civic you'll want after spending time in one. Heck, even the sporty and powerful Si model costs less than this. Strange times we live in, where a Civic can cost over 30-gees. The results are in, the Civic will be re-elected The Civic, now in Hatchback form, remains one of the best choices for a compact car for many. It's stylish, has a wonderful interior quality (especially this Touring), and drives exceptionally well. Affordable, small cars have never been more desirable based on merit alone than this. I prefer the Hatchback model over the sedan just for the added space it does grant, while also making it easier access to larger belongings in the rear. To sum up, if you're wanting a new compact car, put the new Civic at the top of your list. 2022 Honda Civic Hatchback Touring 1.5T As-tested price: $31,145 Pros: Great to drive, great interior...lots of great things Cons: It costs over 30-grand? Verdict: The price went up, but so has the quality and ability on display here

Words and pictures by Mitchell Weitzman 2022 Volkswagen Atlas Cross Sport Review What is it? Volkswagen's Atlas Cross Sport, the stylish 'coupe' cousin of the Atlas SUV. Gone are the third-row seats, making this a less practical version, but also strikingly stylish and reminiscent of its expensive, luxury Audi brethren. I had an Atlas Cross Sport before, a loaded up SEL model that I frankly somewhat torched in my review by having junk quality for its $50,000 price tag. This sedated SE model still has all the essentials, yet it costs only $40,000, representing big value for such a big car. What’s Good? If you’re looking dollar/cubic foot, the Atlas, both in normal and in Cross Sport configuration, deliver in Costco bulk-sized spades. Even as only a five-passenger vehicle, this is a gargantuan machine, with seemingly more interior space than a New York studio apartment. The front passenger can recline their seats, move it back, and an adult behind them will still have room to be comfortable. And yes, you could fit A LOT of things in the cargo area from your recent Trader Joe’s and Home Goods combo run (they do seem to always be next to each other conveniently). You will love just how huge this car really is. And for the price, I don’t think there is anything larger available besides maybe a Chevy Traverse. Many find the Atlas Cross Sport an exceptionally stylish piece of kit. With its sloped back to give a ‘sporty’ appearance that deftly replicates that of an Audi Q8, it can be a wonderfully stylish fashion accessory despite its bargain price. You can get larger wheels if you’d like on a higher trim, but I wouldn’t want to get too glitzed out. Like seriously, how many ‘MKs’ does your Michael Kors bag really need? On the road, the Atlas is comfortable with a cushioned ride quality to its suspension and is very easy to drive with its light controls. It’s quiet, too, and you can even adjust your seat super low in the car to avoid the ‘driving a bus’ feeling of other SUVs. If you decide you need to make up time on a twisty road, the Atlas Cross Sport has a surprisingly good balance to it, with natural progressions to understeer and even a little bit of lift-off oversteer if you want to be really aggressive. It isn’t too dissimilar from a VW Golf in handling characteristics, which is a good thing. You can get yours in all-wheel drive if you go to the snow, but the FWD version here drove plenty fine, with only front wheelspin from low speeds if you’re aggressive with the throttle. What can be improved? There are many reasons to buy or lease an Atlas Cross Sport, but there are also reasons why you might not want to. One of these chief reasons might be the standard Atlas. With an extra row of seats, it’s the more practical of the two. The boxier shape also means more storage space in the rear. You’re trading style for seats, so that might be a big factor in your choice. While some drivers will find the easy and light steering to be a luxury, I do feel the steering is too boosted and rubbery in practice. Yes, you can drive it with literally your pinky finger – it’s that light, but it can also resemble a toy. I like heavier steering, but I do see the appeal to those who might like this style of driving, those who won’t notice the difference in other words. The interior, for the price, is only fine, with hard plastics here and there and vinyl surfaces. The outright design of it is boring and outdated, too, lacking the quality and adventurous character of recent Hyundai offerings. One of the reasons I disliked the SEL option so much was because the interior simply did not match the price, being a spruced-up economy car for a luxury price. While this SE doesn't have a better interior in any tangible way over the SEL, it is better because it’s essentially the exact same as that pricey step-up, just for a lot less. Heck, the leatherette seats are pretty close to the real thing. Even then, it could still be improved and is due for an update against fresher rivals. The Atlas can be had with either a turbocharged four-cylinder or a 3.6L V6. I have still not tried the four-cylinder variant, but this V6 is probably not a good choice for many for one ever-worryingly reason: gas mileage. The Atlas is not an economical car, but one can expect that given its dimensions. However, I didn’t think it’d be this bad. Highway mileage, when level and steady, showed 25 MPG, but the overall economy I achieved was only 19. With gas over $6.00/gallon now in most of California, that hurts. A 80-mile round trip to Sacramento and back for me would be a $24 proposition. Ouch. At least the 276 horsepowerV6 is smooth as glass even if it isn’t particularly quick, with 0-60 MPH needing 7.5 seconds. Verdict If style and space is what you desire, the Atlas Cross Sport fits the bill while also being reasonably affordable. Do not get the higher trim levels as they disappoint in quality – stick to the SE trim as you get basically all the goodies you could need. If you’re spending more, I would steer you to a Kia Telluride or Hyundai Palisade instead. But, for those more concerned with style and appearance and want optimal space inside, the Atlas Cross Sport might deliver what you want. 2022 VW Atlas Cross Sport V6 SE As-tested price: $40,480 Pros: Big and stylish Cons: No third-row, thirsty Verdict: Big on style and space for a not so big price

2022 Genesis G80 Sport review by The Road Beat. Words and pictures by Mitchell Weitzman What is it? The mid-size (though it's quite big) sedan from South Korean brand Genesis, the luxury arm of Hyundai. This G80 Sport now has the potent 3.5L twin-turbo V6 under the hood with all-wheel drive. Should be pretty capable, no? Not to mention quite good considering how fond I was of the entry four-cylinder model a year prior. What's good? The G80 is a tremendous car in general. Built to compete against the Germans, it compromises next to nothing while undercutting them in price. This example will run you a remorseful $72,170 with every option box ticked to your indulgent desire, but that still is less than a comparably equipped Mercedes or BMW. And yes, as you can surely see for yourself, this is a beautiful car inside and out and also intricately well-made, with all-star luxury quality oozing out of every corner and crevice. Artful and soulful, I'd call it. This certainly meets and exceeds any requirements to be considered a luxury car. Like the cheaper model before it, the G80 Sport is mightily fine on the road. On highways, the cabin is hushed to keep you and any occupants relaxed; The plush ride quality and comfortable seats help there, too. Yet, the steering has actual weight to it, and when you dig deep into the throttle and approach corners at very non-luxurious speeds, the G80 doesn't as much submit as it charges on with enthusiasm. Despite the soft suspension, the G80 is a car that likes being driven hard, showcasing a deft balance that is reminiscent of old BMWs, and that's about the highest possible compliment you can give to a saloon car. The luxury softness at each corner allows you to really lean on each spring and tire, instilling confidence in you behind the wheel. Outright lateral grip is really only average, but it's the way it goes about its business, being more charismatic and personal than what a BMW 540i gives you, which is a robotic experience to say the least. Performance has been raised to respectable heights, as this is a naughtily quick car with 375 horsepower. 0-60 MPH needs 4.8 seconds, just about matching that same offering from Bavaria. Of course, your neighbor with their Model S Tesla will obliterate it, but let's not get dragged down in numbers; there's more to a car than just numbers. What's isn't good... Unfortunately, despite the praise I just gave, I didn't warm up to this G80 nearly as much as I expected. And really, there's only one explanation for that: the G80. Confused? Let me put it this way: this G80 costs significantly more ($20,000!) than the complete strippy base model of a G80 I tested a year ago, and the truth is that it just isn't worth the upgrades. That car had zero options, with a fake leather interior, but all the essentials I would want were present. The fake leather was even fantastic, besting real leather from many other cars. A four-cylinder it may have had with only 300 horsepower, but it was still plenty quick. Honestly, the numbers say this is a speedy machine, but it never really felt that fast to me. When driving around and trying to exploit the midrange punch of the twin-turbo engine, I never got the wallop I was wishing for. So, faster it may be, but it didn't ever feel that impressive to me behind the wheel. The fuel economy is also appalling. With gas becoming over $6.00 a gallon here in California, averaging only 20 MPG hurts, and that's because that's all I could muster from this in several days of pretty sedate driving. On the highway, that number will stretch to 28, but the 2.5L four-banger model averaged an impressive 28 MPG in my hands and did 39 MPG on the highway. While this is an issue for all Genesis models and not just this particular G80, the rotating wheel for the entertainment inside the cabin is still awkward to use. Reason for this is the user has to grip it from the inside rather than from the outside like a traditional knob. It's shaped like a plate, and while low-profile and unobtrusive to make it pretty, usability is lacking. A few other ergonomics are questionable such as the placement of the volume knob for example. Once you recall where things are it's better, but there is a learning curve for sure. It's not hard to use, just different. Skip it for the cheaper model Genesis' G80 Sport is mighty, but it just doesn't impress the way the affordable base model does. Once you add this engine and options, it's still good value against rivals, but that price does creep up fast and is not worth the upgrade over the standard four-cylinder. Combine that with dreadful fuel mileage, and then it seems like bad value even. Make no mistake, the interior is basically a luxury art installation; sumptuous, adventurous, and original. However, it remains that the cheaper car is also the better package and value in this case. For this much money, you might as well even step up to the ultra-luxurious G90. 2022 Genesis G80 AWD 3.5T Sport Prestige As-tested price: $72,170 Pros: Beautiful inside and out, well-made, driving dynamics Cons: Expensive, poor economy, the four-cylinder is already so good Verdict: A great vehicle that is undermined by its price and cheaper sibling