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

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

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

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

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

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