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Boring automatic aside on this example, this wonderful sports car is even better in its new guise Review of the 2022 Toyota GR86 Words and pictures by Mitchell Weitzman. What is it? Toyota's GR86, the successor to the Scion/Toyota FR-S/86 and the fraternal twin of Subaru's BRZ. It's more than just a facelift, with lots of changes underneath to the chassis and a potent new 2.4L naturally-aspirated engine under the hood. It's designed as a back-to-basics sports car, with an emphasis on its lightweight ethos and driver involvement. You want to drift like Takumi? This is your ride. And for this well-equipped Premium automatic model, the price is just $33,250 all-in. What's good? I won't bore you, this is an exemplary driving tool. Why do I call it a tool you ask? Because it allows the driver to exact his vision on any paved road. Like a camera is to a photographer, this is a means of realizing your creative and artistic potential via rolling propulsion. It does this this through several ways that come together in a modest little symphony. Steering is bonkers good. While it lacks the raw feedback through the wheel that, say, an old Porsche 911 gives, it's scary accurate and direct. I swear the USB plugs inside aren't for charging your phone but to instead connect your brain into the car so you can drive via telepathy. Actually, that isn't necessary, as it's already so connected just out of good engineering. Here, you don't turn the wheel as much as you simply think it. Responses from every minute input are scientifically yet passionately transposed to the car and road, changing direction like a rabid squirrel. And the weighting is perfect; Not light nor is it a chore, it's the best weight I've felt on any new car today and only increases your confidence. What does that confidence give you? Encouragement to go around every corner sideways. Okay, that's highly dangerous, but the devil inside you in this red car will give you the yearning you need and want. Despite skinny 215-section Michelin Pilot Sport tires, the GR86 does not understeer. With its low center of gravity (thanks low-hanging flat-four engine!) and low curb weight, the front bites and bites, with the rear end instead being the one easily overwhelmed. But, it's how organically the rear end is overwhelmed, like Yo-Yo Ma coming to a sweet and serene crescendo on his cello, the back tires come to a slippery conclusion in such a smooth and progressive manner. Simply giving an aggressive turn-in through any 90-degree intersection invokes this surreal sensation, and if you want the cops to give you a timeout, just squeeze the throttle to unleash your desire. As the rear swings wide, your instincts immediately turn the wheel the opposite direction the perfect amount and then suddenly the car just seems to sort itself out; Without any thinking, you find yourself going straight again and in order. "Sorry, officer, my foot slipped!" It's a thing of beauty, this; This is a car that wants to live its best life sideways. No other way to shape it, it's likely the best handling new car on sale today at any price, with such a graceful balance and alacrity. Under the hood is an improved flat-four 'boxer' engine, now measuring 2.4L for a 400cc increase in displacement. While that might not sound like much, its improvements result in a 28 horsepower gain and a substantial 33 pounds of torque extra that comes at a whole 2,000 RPM sooner now. Total output is 228 horsepower and 184 torques in this automatic. In the real world, this bestows the GR86 with a midrange shove that the previous model sorely missed. Even better news is the desire to be revved high, with the top-end providing an adrenaline towards the redline. Gone also is the horribly buzzy and garbage disposal nature of the old unit. This is a fine engine, and one that will help quell the community's desire for a turbocharged model. Well, they should still do that, but still. Oh, and fuel economy is great! 33 MPG on the highway is just okay, but I averaged 27, and that's with a heavy foot at times. The interior is updated with better materials throughout and what feels like more space. While the old car had a rental feel to it, this is a decent place to be for under $35,000. The driving position is dreamily perfect, and the seats are both comfortable while giving great support that's needed for spirited and track driving. Once you get your seat adjusted, it's akin to putting on a well-tailored Italian suit; it just feels right. What can be better... I, most unfortunately, was given a tester with an automatic transmission, which largely robs it of its character. It's not snappy like a dual-clutch nor ZF's sublime eight-speed auto found in Toyota's own Supra, and really is a disappointment. If you're buying a 'fun car' that has little practicality, why not get one with the impractical transmission then? There's also the issue of gearing, with second gear going well past 60 MPH even. What these long gears contribute is not an impression of quickness, with 0-60 MPH requiring six seconds, a few tenths behind that of a stick-shift model, but also a healthy full one second improvement over the outgoing 86 when paired to an automatic. The midrange is there, but you can't feel it in your stomach and butt when it's being buried by the transmission. And it's also only a six-speed auto - an eight-speed unit would likely close up the gaps in ratios and make for a far more compelling driving experience. So, do yourself a favor and get the manual. It'll feel and actually be quicker, and the transmission itself is one of the best around, too. And this is another big one: electronic safety systems. I've written about Toyota's (and also Lexus) decisions about how one can control the traction control on their models, and the GR86 is no exception. Here's the deal: if you want to fully disable traction and stability control, you can only do so while completely stopped. Yes, you read that right. Holding down traction control while moving will partially disable it, but only under 30 MPH. Lol. You can, however, enable track mode at any time, which is somewhat of a halfway-mode, and doesn't give you total free reign. But I don't want that; This car is so incredibly balanced that it doesn't need traction or stability control of any kind. And that's a real shame that once again Toyota puts on its Big Brother hat and restricts what their drivers can and can't do. And this in a dedicated sports car, too! The best sports car under $40,000 Despite those issues, and you can fix one of them by just buying the stick-shift, this is easily the best sports car under 40 grand. It's more engaging, sharper, and quicker than a new Miata (unless you really want that convertible), and also will undercut the new Nissan Z significantly in price. In fact, at over $10,000 less than a GR Supra 2.0, it's an incredible bargain. Actually, the GR86 is the better sports car, too, anyway. The only real competitor I see to this is a from a total different crowd: Hyundai's Veloster N, a front-wheel drive hot hatch. While drastically different on paper, it's the only new car in this price category that gives a similar level of driver satisfaction. But, it won't drift. There has never been a more compelling reason to buy a new sports car than the GR86 - it's really that good, and at a price that is nearly irresistible considering what it gives you as a driver. 2022 Toyota GR86 Premium Auto As-tested price: $33,250 Pros: Handling, handling, handling Cons: Automatic is long and boring Verdict: One of the best sports cars on the planet 2022 Toyota GR86 Review

It does everything well, including an attractive price. And gosh, just look at it. 2022 Hyundai Ioniq 5 review Words and pictures by Mitchell Weitzman What is it? Hyundai's first foray with a new ground-up EV design (other EV offerings were based off existing combustion-powered models). It looks like a concept car from the 1980s, has impressive power, and a range over 200 miles. Oh, and the price is $55,920 full-loaded. Convinced yet? What's good There's a lot to love about the Ioniq 5, starting with the sensation looks. Now, looks are subjective, but my friends and myself love the way this thing looks, being akin to a Lancia Delta Integrale. Others might not like it, and I have heard from some who disagree with me, but every single drive I went on with the Ioniq 5 resulted in stares from pedestrians and other drivers. Yes, it attracts attention - people want to look at this thing. It also begs the question of "why oh why is a Tesla Model Y so dang ugly?" This dual-motor, AWD model possesses 320 horsepower and it frankly feels like a lot more. With the driving set in sport for the quickest throttle response, pinning the pedal to the floor results in borderline neck-snapping acceleration, something neither my friends nor myself expected. 0-60 MPH takes just 4.5 brisk seconds, and the whole car feels like a (silent) missile compared to the comparable VW ID.4 Pro S model, which costs the same and needs an extra second to hit 60 from rest. This is great and, most importantly, fun performance. Range is good enough for the most part, with the car's onboard estimate hovering around the 230 mile mark during a warmer week with A/C being used, which is admittedly short of the EPA's claimed 256 mile range for this model. Still, 230 is good enough for normal uses outside of a road trip. But, where the Hyundai really shines is in its quick-charging ability, utilizing 697 volts for 350 kWh mega-charging. The official claim from Hyundai is that it can charge its 77 kWh battery pack from 10% to 80% in 18 minutes. Granted, you do need the most powerful 350 kWh chargers for this to happen. This is the quickest charging in the business currently, so if you can locally utilize one of these chargers at a nearby station, you'll be in luck. Despite a modest 182" overall length, I enjoyed the spaciousness of the Ioniq's interior, with an excellent view and visibility out front, and an airy environment throughout inside. Adult passengers had no qualms towards the rear seats, too, in regards to space and comfort. The build quality isn't luxurious, but it is well-made with good materials throughout that are a step above that same recent VW, too. Overall, it's a nice place to be, and I found the touchscreen infotainment easy in use as well. On the road, the Ioniq 5's party piece is its rapid acceleration when prodded, but it's also an easy and exceptionally quiet car on motorways. The steering is accurate and the chassis responds to inputs well, even if the steering is completely dead with zero feedback. Chuck the silent hatchback into some bends and the Ioniq 5 remains planted and composed, likely owing to the design advantages of an EV that allows the battery pack to be mounted on the floor, lowering the center of gravity. It's AWD setup allows for decent grip and traction in corners, too, with a catapulting-like effect when exiting a turn with the power down. It doesn't move between turns with the grace and poise of the Veloster N hot hatch, nor is it as fun, but it is capable and potent in its balance and ability. You do get a few choices for regeneration, that is, the car's ability to harness otherwise wasted kinetic energy and use it to marginally replenish the battery (the remaining range estimate already takes this into account). This is adjustable via the paddle shifters behind the wheel, where you can 'shift up' for less regeneration and therefore less drag for better coasting, or 'downshift' for aggressive regeneration. I found myself switching between modes a lot, with my favorite being the most regeneration that allows one-pedal-driving. What is OPD? There is so much regeneration that you nearly never have to touch the brake pedal. You can lift off the accelerator and it's akin to hard braking - It's that drastic. It takes time to get accustomed to, but I did enjoy the ease of using only one pedal and it did seem to boost efficiency ever so slightly by never wasting your in-motion energy. What could be better While I might adore the exterior, the interior is just a bit boring. It's well-made, sure, and highly functional, but it doesn't have the 'wow' factor that the bold body carries. Just a little utilitarian to me; I'd like an interior design to match the outside. Take the taillights for example, straight our of Tron. I want that on the inside. While the range is decent, a long-range Tesla can go just that little bit further, and the lack of chargers in your area might be a concern. For example, the closest 350 kWh charger to me is 20 minutes away in Folsom, CA; Tesla has a big advantage still in charging infrastructure. Also, and I'm not alone with this from other's reports, I've had trouble on several Electrify America charging stations, being difficult to use, or just flat-out not working. You could charge at home, but that is only recommended if you have a 240V charger installed. If you don't, like me, charging at home frankly sucks. Using the cable included with the car and plugged into a normal 110V socket (via an extension cord for extra reach to my outlet), juicing this Hyundai is done to the tune of only, quite literally, less than 2 miles of range per hour. That's right. You need a 240V charging unit at home (they cost under $1,000 installed last I checked) for this to make sense. I left it plugged in overnight once, for 12 hours mind you, and the range only increased by 18 miles. That's a dog that doesn't hunt. Maybe my wall outlets blow, because I would have expected it to charge at about 4 miles per hour. If your commute is ten miles or less, then maybe you could manage with such slow charging. For some simple maths, with my energy costing about $0.30/kWh, and the Ioniq averaging 3 miles per kWh and with its 77 kWh battery capacity, it would cost $23 to completely fill the battery at home and travel its estimated 230 mile range. The new EV standard? For the most part, the Ioniq 5 is a massive triumph for the South Korean automaker. It looks awesome, it's nice to drive, and has decent enough range with ultra-quick-charging (when available). It completely wipes the floor with VW's disappointing ID.4 option. And, if you don't need the performance of this dual-motor AWD model, there's a RWD version with 100 less horsepower that can go another 50 miles of distance. I keep mentioning Tesla, too, and that's where the Hyundai's value comes into play: a Tesla Model Y Long Range starts at over $5,000 more, and that's without a single option. The biggest rival then? Ford's Mustang Mach-e, which costs roughly the same and has similar range. It's not quite as quick (except for the expensive GT trim), but it also has a catchy if gimmicky design. Sister-brand Kia, also has the stylish EV6 GT to choose from that is basically this car's twin. Either way, the Ioniq 5 is a choice earned on merit, and should be at the top of your lists for consideration of an EV. It's so impressive that if you weren't considering an EV, it's at least worth a gander to see if it meets your needs. 2022 Hyundai Ioniq 5 Limited AWD As-tested price: $55,920 Pros: Standout styling, great performance; fast-charging Cons: Bland (but nice) interior; finding a 350 kWh charger Verdict: The new standard for EV consideration

Some trendy and catchy styling tweaks define this spiced up SUV What is it? Take Honda's Passport SUV and spruce up the looks to make a mundane machine somewhat, er, less mundane. With TrailSport specific bumpers, a black grille, lots of badges, some orange interior accents, and that's mostly it, this everyday Honda carries a dosage of testosterone. Don't think for one moment, however, that this Honda is suddenly a Jeep Wrangler, but this is easily the most attractive Passport Honda has built yet. With no suspension changes and modest tires, this won't set the trails ablaze in fury, but will at least look better doing it. What's good? Despite not having a third-row of seats like the Honda Pilot, this is a big car. Space is cavernous inside in the first and second rows and the cargo area can swallow a month's supply of Costco bulk. With a length of 189 inches, it feels and looks larger than it actually is, taking complete advantage of cabin volume. The interior isn't special per se, and does little to persuade you of any luxury, but it is well made and screwed together as is typical of Honda build quality. The looks are certainly improved, being less anonymous, and I'm a big fan of this particular shade of gray. Like most other Hondas, the Passport is great to drive, with weighted steering coupled to a responsive chassis underneath. I appreciate the slower steering rack as it makes for finer adjustments through the wheel and avoids being pointlessly darty and nervous on the freeway. When you do add some input and turn the wheel harder, the weight builds up naturally and there's even some feedback at hand. On an overnight trip to Monterey and back (about 400 miles total), the Passport was easy to control on the open road and exhibited a nice and comfortable yet controlled ride quality. It's quiet, too, and with good seats; I love Honda's built-in folding arm rests for the driver which makes journeys like these that much more comfortable being able to rest your arm. The V6 engine, the familiar 3.5L unit, is as smooth as always and has a great response to throttle inputs that smaller turbocharged engines can't match. The nine-speed automatic isn't as good as their new 10-speed unit in other cars, but it does its part well enough. You do have to be aggressive with your right foot to get the most out of it and wind up the engine, but when you do, 0-60 MPH can happen in a brisk 6 seconds flat courtesy of its 280 horsepower. This Passport can tow a fairly substantial 5,000 pounds, too. So, the Honda looks good, it's well made, has a smooth and powerful engine, and has great space inside. What doesn't it do? As fuel prices soared these past few months, it's difficult to look past the abysmal fuel mileage of the Passport TrailSport. I barely averaged 19 MPG overall and I only saw 24 MPG after a couple hundred miles of highway cruising (never exceeding 75 even), which is even less than I got in a Honda Pilot a couple years ago. Toyota's Highlander can do 28-30 on the highway in my experience with their own V6 engine, so it's disappointing Honda is behind on that front. However, a 4Runner gets even worse if you're cross-shopping that. Even though the name TrailSport might inspire confidence, this is not a hardcore off-road model. Even the Firestone tires are more all-season than all-terrain, though the added sidewall tread is a nice addition. However, they're no replacement for proper all-terrain Falken Wildpeaks or something similar. The all-wheel drive system is paired to some clever terrain-selector controls for sand, snow, and mud, but in reality there's nothing this can do that a normal AWD Passport likely couldn't. If this model had more aggressive tires and a suspension lift with real functional skid plates, then we'd be talking. Until then, the TrailSport is mostly just cosmetic with a cool name, but it's also for that reason alone why I think it's the pick of the range still - just because it does look cooler. Want a recommendation? Since the economy is already poor, add some real off-road tires yourself and that, when combined with the terrain controls, will make for a surprisingly capable machine. At an as-tested price of $45,090, the Passport TrailSport is anything but cheap, and is priced very similarly to the three-row Pilot. Passports in general represent significant steps up in price over the one-size-smaller CR-V crossover, so you do have to decide if you want a larger vehicle without additional seats. At the price point, it's tricky to not recommend a Pilot instead just to have the third-row seats for those rare emergencies you might want them - And you can also get a TrailSport Pilot! Stamp that Passport? I thoroughly enjoyed the Passport as a means of well-thought transportation that has the space for anyone's everyday life tasks. The TrailSport trim itself updates the body to look sharper among contemporaries, but I do wish it carried more legit off-road cred. It's plenty capable for the casual owner and the car's target, but it won't replace a bona fide Wrangler. Shoot, in practice though, there's likely next to nothing that a street-oriented 4Runner TRD Sport can do that this can't, but I'd like to see more, or at least have some options to make this an under-the-radar TrailChamp via a lift and knobby 33" tires from the factory. The biggest knock to me, in the age of $5/gallon gas here in California, is the lacking fuel mileage. That alone might be the biggest turn off for potential buyers verse a more conventional offering from others. 2022 Honda Passport TrailSport As-tested price: $44,090 Pros: Improved looks, huge interior Cons: TrailSport is mostly cosmetic, weak gas mileage Verdict: A better Honda Passport, but I dare them to go further

The Road Beat reviews the 2022 Mazda3 Hatchback Turbo. Is it a true hot hatch? Words and pictures by Mitchell Weitzman for The Road Beat. What Is It? Mazda's cute and great 3 (and yes, Mazda does spell it as one word: Mazda3, not Mazda 3), but in hatchback guise rather than the common sedan configuration. The hatchback adds what should be better practicality as well as swoopy looks that resemble the Giugiaro-penned (read: sensationally styled) Alfa Romeo Brera. This model also has their potent 2.5L inline-four that's boosted by a turbocharger to up to 250 horsepower and 310 pounds of torque. Add in all-wheel drive and this 3 hatchback becomes an alluring everyday prospect that might be able to etch its way into true hot hatch stardom. What's Good The sharp, creasing body panels that pinch their way to its butt make this an attractive car in this reviewer's eyes. I know others who thought it ugly, but having been a huge fan of the Alfa Brera I saw in Scotland once, I dig the Hatchback's looks, especially over the quaint sedan. And because it's both a Mazda, and this happens to be their top-line trim, inside is a wonderfully endowed and luxurious interior for any car costing under $40,000. The red leather is particularly tasteful and makes a statement towards its intended charisma. A lot of people simply don't get it: Mazdas make the nicest interiors for the money. The quality of the leather and switchgear is just better than competing brands. Let it be said, however, that this example is the pinnacle of Mazda3s, being the Premium Plus, so lesser cars won't be quite as impressive. But, it will make you want to reach for that top-shelf item. But, the best part of perhaps any Mazda is just how composed and natural they feel on the road. Steering is natural in response and weighting, and there's a hint of feedback even. Navigate some corners and the 3 just flows through with a fluidity not found in most rivals. Up the pace and the balance contained within the chassis can be realized, with minimal understeer and an urging to drive quicker. The poise and composure brings to mind memories of E46 BMWs like the 330i, and that's a big compliment. Power is there when needed because, thanks to the turbo powerplant, 0-60 MPH happens in six seconds, with grip aided by the all-wheel drive system to get you moving with little fuss. There is turbo lag if you try shifting yourself via the stick or paddles, but there's a tasty dish of midrange punch from 3,000 RPM and up, and it even makes an okay sound for a four-banger. Fuel economy is respectable at a tested 32 MPG on the highway and 26 overall average, too. However, a similarly powered BMW 3-series these days will do over 40 on the highway from their own turbocharged four-cylinder. What's not... As good as the Mazda3 drives, it isn't sharp like a Golf GTI. The steering is on the slower side, for example, and there's more body roll which prevents tire adhesion from being higher. It's a great steer, but this isn't the sports car that a proper hot hatch can be; just lacks the overall cunning and involvement. As an everyday hatch with power, it succeeds wondrously, but the fizz isn't quite there. Make no mistake, this is a small car, and rear seat space and headroom isn't particularly boastful. Adult passengers can fit back there, but it's not an entirely happy place to be. Ditto for the cargo area, which despite being a practical hatchback hold, the volume inside isn't much better than the 3 sedan as, though you can put some taller items inside, the sloping rear glass prevents total utility. Oh, and blind spots are definitely present here because of the thick c-pillar/rear quarter panel area. Despite the power ratings, the Mazda3 turbo never really feels that quick, and it did make me wonder and question the claimed power ratings. The last Jetta GLI I drove, with less power on paper, felt faster, and so is a Golf GTI. Maybe the aging, but still smooth, six-speed automatic is to blame. Eight, tightly spaced ratios would surely unleash extra acceleration and better fuel mileage. And I have to bring up the infotainment system, because while it's improved over prior model years, some functions can tedious, such as scrolling through radio stations even. You really have to take some time to set-up some presets otherwise it's a endless circle of procedure. Lastly, for a small car, the price is anything but, with an as-tested MSRP of $35,810. So, should you? The most obvious alternative is a Volkswagen Golf GTI (a Golf R is significantly more expensive), and though the German is a true hot hatch and a hoot to drive, the Mazda has a much nicer interior quality, bordering on actual luxury. I like the Mazda 3 Hatchback more than the sedan myself just because I like the swooping 'shooting brake' design of it that harkens back to some more Italian designs. And it is somewhat more practical than the sedan though not notably so in the real world. But, I digress. What we have here is a beautifully made hatchback with driving chops to back it up. Just don't expect it to be a sports car-lite hot hatch. 2022 Mazda3 2.5 Turbo AWD Hatchback Premium Plus As-tested price: $35,810 Pros: Great interior, great to drive Cons: Pricey, lacks the sharpness and tactility of a true hot hatch Verdict: Not the hot hatch it could have been, but a brilliant everyday hatch

Outrageously good fuel economy makes this an easy recommendation Do you care about driving? No? Good. Do you care about saving money at the pump and transporting yourself in reliable fashion? Good! Sounds like the Corolla Hybrid is for you. The Toyota Corolla Hybrid knows exactly what it is, and what it wants to be: This is pure transportation and nothing more. It has only two missions: to get you where you need to be and while using as little gasoline as possible. It's actually crazy to think Toyota hasn't sold a Corolla Hybrid before in the United States. Maybe they thought it would take sales away from the Prius, which it should, as this new model proves the Prius is a lie - the Prius is only ugly because they decided to make it ugly, not because of efficiency. Yes, the Corolla Hybrid gets 95% of the same economy all while having greater performance and not looking like a Dr. Seuss creation gone awry on absinthe. Yes, I averaged 50 MPG during my time with the Corolla Hybrid. 5-0. Buy it for that alone; Many already have. Why buy? As stated, the gas mileage - the incredibly good gas mileage. As fuel prices across the country have crept up, a machine that sips such little petrol has become all the more appealing. While I fell short of the 52 MPG government-EPA claim, a real-world 50 is nothing short of stupendous. You're not going to be buying a Corolla Hybrid because you like driving, or if you do, you have something fun that sits in the garage six days a week instead. No, you're going to want this car because you want to save on gas - it's that simple. That 50 MPG figure I attained, by the way, was with lots of full-throttle accelerating at times, so I think it's easy to be confident in getting even more if you drive like a sedated nun. This Corolla Hybrid, in LE trim, is also attractively priced and equipped at its $26,949 as-tested price. They start significantly cheaper, too, but this one had a few things thrown in like fancier, convincing faux-leather-clad seats and a real leather steering wheel. It's also a much better looking car than the Corolla of yesteryear, though I do think it looks stubby next to the new low-slung Honda Civic. But, looks are highly subjective. I do recommend any color except this horrid Celestite light blue, though, the kind of cringey huge that the derelict guest room at your grandmother's house was painted 40 years ago. On the road, it's a thoroughly decent mode of transporting several humans and small dogs from and to wherever you desire. 5 adults was too many, as the rear seats are not exactly abundant in space, but this is a compact car. I do remember the last Civic I tested having more rear-seat volume in practice. But, anyways, it's a Toyota, so you can feel rest assured that your Corolla Hybrid will work for years and years to come and always be there for you to depend on. It's competent, without exhibiting any trace of excitement, but it's comfortable, composed, and quiet enough at motorway speeds. And why fly? Because you'll gladly trade some pump savings for excitement. And for that, Honda has a brilliant new Civic that drives nicer, has more power, and still achieves an average of 40 MPG with its turbocharged 1.5L engine. Oh, and the interior is finished nicer, too. They'll also have their own new Insight hybrid eventually and Hyundai has the relatively rampant Elantra N-Line now available. But, nobody comes close at the moment when it comes to fuel economy in this size and price bracket of cars starting under $25,000. I will be very keen to drive the new Insight when it does happen for comparison, but those do run a few more thousand than a comparable Corolla Hybrid. Who am I kidding, though, because the main drawback to this car is just how boring it is. It's also impossibly slow, needing 10 seconds to hit 60 MPH from rest; It may look better than a Prius, but it's no quicker. Take it to some bends and you just get the sense that it'd be much happier going straight, even though I know from experience that other Corollas, like a Hatchback SE, have a properly engaging chassis and enthusiastic handling. Not the Corolla Hybrid, though. Steering is vague and whole feel is not one of confidence. While these are rather large knocks, basically saying it's no good behind the wheel, it's still inconceivably easy and fine to drive when driven like a normal car, which is what over 99% of drivers do anyways. That's the point of it, to save gas and get you to and from Trader Joe's. And it does that very, very well. It does have to be said that a Corolla Hybrid LE is nearly $3,000 more than a non-hybrid LE, though the Hybrid is slightly better furnished from the start at least. Verdict Buy it for what it is, and for the time being, it's an easy recommendation; It gets 50-freaking miles to a gallon, and isn't hideous like a Prius! That's why you want a Corolla Hybrid. If you want a small and fun car, you wouldn't be looking at it to begin with, but for the million of commuters wanting to spend under $25,000 and save on gas (hint, lots do, especially with inflation), it's hard to do better than a Corolla Hybrid. Also be sure to consider the Honda Insight if you can spend closer to $30,000 for their more premium Touring offering. 2022 Toyota Corolla Hybrid LE As-tested price: $26,949 Pros: Stupendous economy, the perfect car for many people Cons: One of the most boring cars in existence Verdict: As affordable transportation goes, it's wonderful

Who's this for? Lunatics. Lunatics rejoice! Review of the Hyundai Kona N by Mitchell Weitzman for The Road Beat What is it? I don't think anybody saw this one coming, but Hyundai has made a bit of a knack of that in recent years. What the South Korean automaker has done here is take their cute little Kona micro-crossover and infused it with the blood of vengeance; If Batman had a commuter for picking up milk, this would make for a strong candidate. And yes, this is a full 'N' car, being a result of Namyang's sporting division headed by former BMW M czar Albert Biermann. The Veloster N has been a huge hit on merit, so expectations were high when they turned their attention to the cuddly little Kona. Why you want one It's fast - really fast. With 290 horsepower driving the front wheels via a snappy eight-speed dual-clutch automatic (there's no manual here), this little bat zips to and from hell, once you get the boost going that is. Yeah, there's lag, but once you're spooling the other non-Tesla driving parents leaving school won't know which way you went. 0-60 MPH happens in five seconds dead, and in the real world, the Kona N feels quicker than my own 370Z thanks to the tremendous midrange pounding it's capable of. Wow. Really, there's probably zero point in having a small crossover be this quick, but gosh darn is it fun. If you want some extra controls, there are driver-selectable modes on the steering wheel (the blue buttons) to sharpen the throttle, make the exhaust cartoonishly loud and burbly, and to stiffen the suspension to wash-board levels (you don't want this). Thankfully, you can go into the central computer of the car and make your own preset, which I used to have the N button activate the sharper throttle and loud exhaust only. Also, there's an alluring red button marked 'NGS' that quite literally stands for 'N Grin Shift.' Dumb name aside, it instantly launches you into the full-bore performance mode and grants you extra torque and power via a temporary overboost function. However, I could not detect any difference in the real world. But it's fun to press a red button. Handling? Yes, it handles. This isn't just all motor, but a genuinely fun and engaging car in the twisties that'll embarrass hot hatches. It isn't quite as fluid as a Golf GTI, as the Kona N goes about its business in a more brute force way - remember, I said this thing was vengeance - but, what you do get is a tacky front end glued down by Pirelli summer tires that resist understeer quite well, with a invitingly neutral overall balance. If you get too aggressive with the throttle on corner exits, mashing it like a baboon, you will induce understeer as it is limited fundamentally by being front-wheel drive. Torque steer? Oh boy does it torque steer, but it's mostly only noticeable under 40 MPH, where, from low speeds, it does feel like you're arm wrestling the Mountain from Game of Thrones. But hey, that's character and involvement! As long as you're patient with the throttle in corners, the Kona N provides near sports car levels of grip and balance, with definite similarities to the conquering Veloster N stablemate. What also helps with the grip and handling chops of the Kona N are wonderfully supportive seats that even remain comfortable on longer drives. Compared to something like a Veloster, the Kona does offer more space in the second row seats, though not noticeably more so in the boot, however. Also, the Veloster N comes in a manual whereas the Kona N is a dual-clutch auto only. Either way, with four doors verse the prime 3 on a Veloster, it makes everyday living measurably easier given the extra access and more comfortable passengers behind you. Why you don't If you don't want a vehicle with true sporting intentions, then you should should skip the Kona N. Why? The things the Kona N does, and does rather brilliantly, are what you're paying for here. If you don't fancy the bodacious horsepower nor cornering performance that can piss off Porsche owners on b-roads, then don't bother - it's as simple as that. The ride quality, for example, isn't exactly what the Queen would consider as comfortable. Actually, nobody would. If you select the default sports 'N' mode, it becomes physically unbearable on public roads even. Furthermore, the exhaust is loud (annoying in other words) for casual motorists, and the torque steer will frighten you when you stab the throttle after you've misjudged the gap when leaving a stop sign and need to merge hastily. Compared to a Kona Limited, the N is over $5,000 more expensive, too, so if you don't want extra performance, then you won't appreciate its abilities and therefore be wasting your money. And for its $35-grand asking price, the interior isn't nice, with hard plastics everywhere (but the seats rock at least); this ain't a luxury car nor is it pretending to be one. Oh, those three hood slits are fake by the way, to much chagrin. Adding it up... This is a heck of a car, no doubt, but it's not for everyone. The strengths of the Kona N might be weaknesses for others, as those capabilities bring compromises to everyday livability and a higher price. For those wanting a true hot hatch, but with extra space and comfort, the Kona N fits the bill basically perfectly. This is a tremendous offering that most board rooms wouldn't dare approve given its niche, but Hyundai's bold market plan has produced a compact crossover to terrorize the daily school-run. I'm glad it exists. 2022 Hyundai Kona N As-tested price: $35,445 Pros: Crazy performance; somewhat practical Cons: Not for everyone; big step in price over the sedated and user-friendly Kona Limited Verdict: Vengeance, in the shape of a compact crossover. It rules.

Want to be unique with your crossover choice? Here's the Volvo XC60, and it's totally built on merit, too. Review of the 2022 Volvo XC60 B6 by Mitchell Weitzman for The Road Beat On a beautiful spring morning, my best friends and I decided to go for a drive on our favorite Nor Cal roads, heading from Folsom, CA to Mark Twain's Angels Camp and then Murphys, the Sonoma of the foothills. Our varied lineup of cars consisted of a 997 Porsche 911 S, E28 BMW M5, Lotus Europa, E34 BMW 540i (one of those cool ones with the six-speed manual), a MK3 Toyota Supra...and then there's me, in a bright white Volvo XC60. An eclectic and mixed collection of driver's cars, and then a fancy grocery getter; Someone on their way to that night's parent-teacher conference. But, this is one of Volvo's best vehicles probably ever. What's good From it's understated, handsome looks that are straight out of a Architectural Digest feature on minimalism, a luxurious and well-made cabin, and to the surprisingly robust driving dynamics, this is a Volvo that instills a desire. I particularly like the sideway T-shaped LED running lights that are akin to the 'Ts' on Tom Ford glasses. Why go for another Lexus like half the people in your gated community already own. Don't want an Acura or a boring BMW? Yeah, choose Swedish in the shape of the Volvo. And besides, I like the complete package of the Volvo better than any of those. Yes, I did hoon the heck out of the modest Volvo, too. On the gloriously weaving Scott Rd that connects to Rancho Murieta's quaint golf community, Sweden's XC60 did remarkably well, with confidence inspiring steering and handling once you select sport mode to firm up the suspension and responses (otherwise it was far too soft. It's still soft in sport, but was notably improved). Over some crests at speed, the chassis did unload a bit and require some counter-inputs (the friend chasing me in their 540i laughed each time the XC60 nearly caught air in situations like this), but the overall composure was remarkably unanticipated. I think Acura's RDX has the edge in body control and sharpness on the whole, but the Volvo was happy to be pushed out of its cosmopolitan comfort zone. Understeer came gradually with easy adjustability via the throttle to tighten your line, and the AWD system did well to provide traction on exits. Seriously, even on a tough uphill section of spaghetti, the 911 pulled ahead of course, but it never left my view. And besides, I was way closer to the edge, with tires squealing at each corner, which was fun in this instance to be bordering on adhesion rather than tip-toeing like plastic surgeons would. I didn't expect much from the Swede's dynamics, but I was surprised at the enthusiasm it had for spirited driving. To be clear, I'm not saying this is a sports car, but rather, when placed completely out of its element and what anybody would ever dare to use it for, the XC60 impressed me. Interiors continue to be proven as mastered by Volvo, with the XC60 having an exquisitely crafted and fashioned cabin. Materials all feel great with only the odd cheap switch here and there. The attention to detail is also quite nice, such as the lovely door handles and speaker/metal trim. It's quite easy to get comfortable as well thanks to supportive seats and an intuitively natural steering wheel. The optional Bowers and Wilkens stereo is nifty, too. While not a large vehicle, space proved to be plentiful enough even when hauling adult passengers in the back. Want more space and a third row? Step up to the XC90 for that. When driven normally, the XC60 is as quiet and refined as one would hope and expect, with basically no qualms of any sort. I liked driving the XC60 around, being a nice place to be each trip. The steering has little in the way of feedback, but it is accurate on the road and avoids any wandering and meandering. The inline-four that is bolstered by a trifecta supercharger, turbocharger, and mild hybrid combo (a 48-volt hybrid system that supports the ICE, rather than being able to run on its own) is among the smoothest fours available now, with assuring throttle response and wonderful frugality. I averaged a convincing 26 MPG during my time in the XC60 and saw the trip meter reading 31 on my highway test. What's isn't... The most glaring area where this crossover lacks is in the power department. Yes, I know I said I liked the engine, but it doesn't have the sustained punch I was hoping for. 0-60 MPH takes an average 6.2 seconds, but off the line the XC60 feels rather rapid, albeit only initially. Once the speed piles on, though, momentum stalls, with that start-line surge likely owing to the hybrid's mild assistance at low speed to give you a good shove. It isn't noticeably slower than some counterparts, like BMW's X3 30i, but I did hope for just a tish more due to the exciting powertrain specs of 295 horsepower and 310 pounds of torque. Looking at past tests, the prior year XC60 was actually a little quicker. The infotainment/center display is attractive to the eyes, but isn't the most natural on first meeting, requiring a small learning curve. I do like the Google integration for maps, but some settings and processes are cumbersome. The on/off switch remains a peculiar judgement call on Volvo's part, twisting an odd knob near the shifter one way to start, and then the same way to shut off. You learn it, but it's awkward the first few tries. And then there's the price. At $65,890, this a lot of money. It's beautifully furnished and equipped, yes, but that's a lot of dough considering the competition. That kind of money can get you into the top-level BMW X3 M40i, which crushes the Swede in performance, running 0-60 in under five seconds. The Genesis GV70 is a similar story, drives even better and has a towering luxurious interior of its own. I haven't even mentioned Mercedes' offerings or Jaguar and Alfa Romeo, but this shows how competitive this space is now and I think a lot of it comes down to style and brand preference. The verdict is in... All told, I'm really quite fond of Volvo's XC60. It's the right size for a lot of people, gets good economy, drives well, and has a beautiful finish inside and out. Despite the high price, this is a crossover that stands out from the standard crowd of German, British, Italian, Japanese, and now South Korean offerings, and stands out in all the right ways for those seeking a different flavor from their neighbor. Just be sure that you're willing to pay for it in this specification. 2022 Volvo XC60 B6 AWD As-tested price: $65,890

Only the Orwellian electronic nannies hold it back from stardom 2022 Lexus IS 500 F Sport review by Mitchell Weitzman for The Road Beat This is not an IS F. Yes, it's not a replacement for the preceding V8-powered sports sedan from now already nearly 10 years ago. No, for this is an F Sport model, gaining the IS 500 F Sport Performance moniker to sit atop the IS range. Want a proper F-car? There's the RC F coupe still available. To F or not, the IS 500 is an absolute riot of a car, and one of particularly excellent value. For your dough, you get a wonderful, snarling five-liter V8 with 472 horsepower that forgoes turbocharging to instead swallow our atmosphere all on its own like an Olympic runner. There are shortcomings that separate this from a full-stop F-car, but it's a showering of attitude and fun all on its own. What's hot? Many aspects, from the dinosaur heart under the hood, the luxurious and quality cabin, sexy sharp looks, and a capably natural rear-drive chassis underneath. To start with, despite the girthy and grunty motor and the barbaric sounds it emits, this isn't actually that fast of a car. Blame the circa 4,000 pounds it has to deal with moving at all times, but even with 472 horsepower, it's quick, but not that quick; A BMW M340i feels faster everywhere due its walloping turbocharged punch. However, with a 0-60 MPH time of under 4.5 seconds, it still rips, and the sounds emitted from the inhaling intake are an aural treasure that will one day be remembered in natural history museums. It's a powerplant that needs revs to really work, sacrificing flexibility for a top-end rush that is all too fun and bad for license points because of how it encourages you to do so. It's not the fastest thing on the block, but it does so in such a memorable way and requires work and involvement from the driver to get the best of it. In other words, it's the engine of a driver's car. The interior is a typical Lexus masterclass of quality and craftsmanship, being built to seemingly withstand a tsunami. The leather is beautiful and lush to the touch, the steering wheel feels excellent in the hands, and the seats do their part, too. It's quiet on the freeway, as a luxury car should, and it's comfortable to boot. I enjoyed the softer-tuned suspension here because of how livable it is over a variety of surfaces, shrugging off bumps instead of bouncing occupants from their seats. And when you up the pace, it makes the IS 500 enjoyable in the sense that you can really lean on the chassis and get a sense of what the car is doing beneath and around you. The balance is good, too, lending itself to this state of trust from its natural progressions and movements. It's less capable and slower from A-B than other machines, but it's arguably more fun as a result by being able to extract more from it and gets you closer to that edge or reason and adhesion. It's also quite fun when you swing the arse around in a galloping fury of noise. While it is a great joy behind the wheel, those looking for the last word in absolute pace and ability might be better suited elsewhere, like one of those BMW M340is. However, do you really want a boring BMW? The Genesis G70 Sport has a more entertaining and better balanced chassis yet, but the turbo V6 there lacks emotion. You could plop more and just go for a BMW M3 or the sublime Alfa Romeo Giulia Quadrifoglio, but the IS 500 represents huge value for what you get with an as-tested price estimated to be only $62,575 (plus figure $1,000 for destination), only marginally more pricey than a IS 350 F Sport even. What's not? Like other current Lexus models, there is that travesty of an infotainment system festered in the dash with a virus-infected touchpad interface. At least it's now a touchscreen to make it somewhat more tolerable, but it is greatly due for a complete redesign. It's 2022, ya'll, technology is supposed to make things easier. Lexus is also in need of an update to its long-serving eight-speed automatic transmission. Controlling via paddles reveals lag between your inputs and the trans actually changing gear, and it can be clunky at low speeds or not respond at all even. It works best when at full boil, but it lacks the precision of dual-clutches or even BMW's ZF eight-speed auto, let alone Lexus' own and fantastic 10-speed auto that is mated to the back of the LC 500's engine. That's the gearbox this car wants. Now, remember, this is only an F Sport car, so that does mean certain items were skimped on to keep costs down. The brakes for example, are not the beefy clampers you'd find on an RC F, and as such they're less suited for track duty (14.9" calipers on an RC F verse 14" on the IS 500). On the road they're fine, but other publications who have pushed the IS 500 on tracks have complained about the brakes turning to mush rather quickly. The rear axle is not quite as sophisticated either, lacking the fancy torque vectoring differential of an RC F and instead relies solely on a Torsen Limited Slip, but I didn't notice any real discernible differences when it came to traction. However, even though the IS 500 and its suspension tuning is brilliant on the road, it would come across as too soft on the race track. But, my biggest issue with the IS 500 comes from censorship. That is, censoring your use of the traction control systems. This is a car with a sporting mission, right? Then why the actual heck can I not disable the electronic nannies at any speed other than literally zero? Yes, if you want to turn off traction and stability control, you have to be at naught - dead-stopped. You can, however, click the same button at speeds below 30 MPH, but, and this is a huge but, it only partially loosens the reins, and once you exceed 30, all the safety nets just turn back on automatically. I thought this was supposed to be a fun car? And mind you I tried, multiple times, holding the switch down below and above 30 MPH and there was no change or overcoming this oppression; You have to be completely stationary to have any fun. This decision is so maddening that either it's complete oversight (like the design team simply forgot), or they actually don't care for the driver. Imagine taking the IS 500 to a track day and forgetting to turn off the traction control. You'd have to come back into the pits and stop, most embarrassingly, and then rejoin. And trust me, you'd want them off, as left to own devices, Big Brother is harsh in his restrictions, cutting the throttle abruptly and using the brakes to 'keep you in check' from my own experiences when trying to get frisky. In one scenario, it pulled power and grabbed the inside brake so aggressively to prevent a slide that it actually made it far more dangerous than if it did nothing at all. Keen drivers will surely be annoyed by these decisions. Pass or gas? This is a wonderful car blighted by oversight and surveillance. The engine is a love-letter to V8 hot rods of yesteryear, and one that will likely be replaced by a V6 twin-turbo sooner than you think. It offers real character and a classy, gentlemanly cabin to pair with the charming motor. Oh, did I mention it looks fantastic? But, what I really want is a genuine IS F still, not as a replacement for this, but as an additional model - something a little harder and aggressive, and with electronics that work for you and not against you. Though, the latter should be applied to this and every other Lexus anyhow. If you want to make a driver's car, give the driver a choice - their choice to do drifts or pitch it into a ditch; Free will, man. Besides that, I could learn to remember to disable the authoritarian detainment and revel in the IS 500's greatness instead. 2022 Lexus IS 500 F Sport Performance Premium Estimated as-tested price: $63,500 Pros: V8 goodness, sexy looks, great value Cons: Orwellian traction control, it isn't that fast Verdict: Here's your chance to have a V8 hot rod before they go away forever

It swings and, well it doesn't miss, but it ain't a home run. 2022 Toyota Tundra Capstone review by Mitchell Weitzman for The Road Beat Where were you when the last Toyota Tundra was launched? Mind you, it was 2007. 2007! Me? I was in the eighth grade examining my first pimples. Tom Brady only had three Super Bowl victories then. That's a mighty long time for any vehicle's lifecycle; Literally fifteen years on sale with practically zero changes. When it came out, though, it turned the half-ton truck world upside down and then some, bringing brute force and strength of an almost heavy-duty truck that left the domestic Detroit icons scrambling (albeit momentarily). The Tundra left its mark with owners who have continuously praised their truck's rugged durability and can-do attitude and abilities. It was a truck you could beat the snot out of and just seemed to always keep working and wanting more. Well, the other trucks caught up and surpassed it in many key areas, such as power and refinement, but the Tundra kept on trucking for years. Only now do we finally have a new Tundra. Was it worth the wait? What is it? The all-new (finally) Toyota Tundra. Redesigned from the wheels-up, there's a new twin-turbocharged V6 powerplant with a hybrid option, a new 10-speed automatic, modern suspension, and a thoroughly reworked cabin to cement its place in this century. Oh, and it kind of looks like a stormtrooper if you're into that (especially in white). With more vehicles downsizing their engines or even going electric, Toyota has hopped onto the same train by replacing the venerable 5.7L V8 with a 3.4L (Toyota will tell you it's 3.5...) V6 that's bolstered by two turbochargers. A keen eye shows that this happens to to be the exact same sized engine that powers several Lexus models like the LS 500; I would be willing to bet it's the same, just slightly reworked and retuned for truck duty given their horsepower and torque ratings differ slightly. Shoot, they both even use ten-speed transmissions. Paper ratings are up as well, with a peak payload capacity of 1,940 and a max tow rating to the tune of 12,000 pounds for potent double cab, 2WD SR5s. Good, and improvements over the former Tundra, but not game-changing like the 2007 was. According to Toyota's website, though, the 4WD Capstone CrewMax tested here (the range-capping model, boasting the most luxury ever in a Toyota truck), can tow 10,340 pounds and carry 1,485 pounds in its bed. Yeah, not ground-breaking in the slightest. However, other grades can do better, such as a TRD Pro's 11,175 towing and 1,600 payload ratings. A modest SR5 4WD CrewMax can up that payload to 1,800 pounds even, but it's that cheaper 2WD model that can do the most. So, if you're searching for the most capable Tundra, the ratings can vary greatly by trim. Either way, the numbers are good enough for most, but just not trend-setting. Also of note is the ditching of leaf springs in favor of coil and/or air springs in conjunction with a multi-link rear suspension arrangement. The benefits? It'll drive less like a truck and more like a car, with improved ride quality given that the new design allows more control over each corner. What's it like? The easiest reason to buy the new Tundra is because you already own a Tundra, one that's getting long in the tooth perhaps and you feel it's time for a new one; you want to stick with the brand you value and trust. Or, maybe you love how it looks (a most subjective trait). After all, your Tundra has never let you down. But, apart from that, there are not any particular standout reasons to buy a new Tundra over other competing trucks. Starting with the most subjective category, the design, it drew an aggressively polarized response from friends and casual passersbys who commented on it, ranging from extremes of, "wow, that looks cool!" to "holy moly it's ugly." So, to each their own, but the looks alone might be enough to make you either want or not. Of course, neither should matter without knowing how it drives and performs. And, spoiler, it's the best driving Tundra ever - as it should be. On a variety of roads, the new Tundra is comfortable and greatly refined, feeling leaps and bounds more modern than its forebear. Starting with the interior, this Capstone possesses a luxury cabin that easily trumps the 1794 trim of its predecessor (the 1794 is still available, just this Capstone sits one level higher now) with soft leather strewn about everywhere and beautiful wood trims. Materials all over are upgraded, too, being put together with a certain military superiority, as is the new and flashy 14" touchscreen display that dominates occupants' attention. This is a very fine place to be, and the CrewMax has space abound, giving the impression of a cowboy limo for those in the rear seats. Other bits and bobs that differentiate the Capstone are the automatically deploying and retracting side steps and bed step, 22" wheels that somehow don't even look that large, and load-leveling rear air suspension, a heads-up display, lots of external chrome accents here and there, and the hybrid i-FORCE MAX version of the new V6. Yes, there are even badges that display the words i-FORCE MAX on the fake hood vents to brag that you got the better Tundra. Yes, it drives good, with accurate steering, an improved ride quality over bumps that avoids shudders through the entire chassis, and for a such physically large vehicle, it doesn't feel that big on the road, being easy to place within your lane. As comfortable as it is inside, though, thanks to the lusciously leather seats, it could be quieter, with pronounced wind noise on the highway hitting the side-mirror and a-pillar. But, and there's a big but, the hybrid V6 is a total miss. In no way am I against V6s or hybrids, but this application left me desiring for much more. I think perhaps it was a bizarre, internal quest to make the hybrid feel less like a hybrid as a way to appeal to more trucks buyers? But, that's complete bollocks, because the appeal of a modern hybrid engine (not one you find in a Prius) is that it combines the best of electric and gas power, and I want to feel and notice that. However, it behaves exactly like a gas engine which negates the inherent benefits that should be present. In other cars (sports cars for example) that use turbocharged hybrid set-ups, the use of an electric motor increases the response by providing immediate power while the turbochargers make no boost, effectively cancelling turbo-lag; they fill in the missing gaps. It works brilliantly in other cars by having this constant immediacy to your inputs because of its 'always-on' electric motor that makes peak torque at all times. The Tundra does not carry this trait. In fact, despite attention-grabbing figures like 437 combined horsepower and a gargantuan 583 foot-pounds of torque, it just never feels that fast (0-60 MPH took 5.8 seconds), and no more powerful than the outgoing V8 model. The first time driving the Tundra away from a stop sign, I gently applied the throttle and was met with basically...nothing. Nada; The truck simply didn't move. I found I had to give a pretty decent squeeze to get it going which belies the notion of there being any electric power available. It's more than fine once you're rolling and accelerating at a steady rate, but increases in throttle input have delays, as instead of utilizing the powerplant's prodigious torque rating (meaning a huge amount of horsepower down low in the rev range), the truck is more prone to just downshifting instead (and the downshifts are slow) to make juice instead of taking advantage of what should be readily available power at all times. I was hoping for the feel of a large diesel in a small and economical package, but the hybridized i-FORCE MAX is a disappointment. The best example of its shortcomings are when traveling at, say 50 MPH, just cruising, and you slam your right foot to the floor. Instead of any form of immediacy, there's a solid one to two second delay before anything happens as the computer instead scrambles to downshift from eighth or ninth gear down to third and then you begin moving. Maybe the reason the response isn't there is because the electric motor is frankly not powerful enough, which might be true, but it does bring the base twin-turbo V6 power up from 389 to 437 horsepower, and the torque number from 479 all the way to the whopping 583 amount. Not insignificant gains, then, but maybe those increases still are simply not enough because you just don't feel much of anything until the V6 starts making boost and/or finds the right gear. Even when you do tap into the power in the midrange around 3,500 or 4,000 RPM, it feels healthy at that point, but go from half-throttle to floored and there isn't any noticeable difference at this point. Okay, you could select sport mode in the Tundra (why does a truck like this have a 'sport' mode?), and this largely cures the issues of lag by making the gas pedal more sensitive to your foot, giving you more sooner. But, you will do so at the expense of your gas mileage as this also remaps the transmission to hold lower gears longer while being reluctant to shift into the tallest gear. I think the fix is very simple and just needs the standard drive mode to be remapped to a sort of 'in-between' mode to take advantage of the technology that we have available to us here. Or, make the electric more aggressive in deployment. If we have it, use it! A hybrid set-up makes sense, with an electric motor there to fill in the gaps of gasoline engine's turbo lag and torque curves, but it frankly doesn't here . But, perhaps the biggest shortcoming of the hybrid is the gas mileage, which was confounding. On the highway, cruising at 72 MPH, the hybrid Tundra achieved 21 MPG. Great! A big truck getting over 20 MPG is a step in the right direction. However, the average? A paltry 16 MPG, well below the manufacturer's estimated 21 combined. And it's not like I drove it hard and floored it everywhere; that was a real world test and me trying to maximize efficiency. On some grades like the TRD Pro and Capstone, the i-FORCE MAX is mandatory, but for others thinking about upgrading to it, I can say that, at this time, it's not worth the $3,400 upgrade on Limited, Platinum, and 1794 models. Other concerns I have include the beautiful touchscreen display that frequently showed lag and lacked responsiveness, and temperature controls that are awkward to click up and down and take too long click into your desired temp if you're going from extremes. The center console is also peculiar with it's small center opening, while the switches on the corners to full open it are placed inconveniently to the driver, requiring a weird arm motion to open. The white leather inside already showed discoloration and staining in this 1,500 mile example. I like white leather - it's pretty - but dang does it not belong in a truck. And how could I forget - the auto side steps. I bashed my shin into them twice during my time with the truck. They stick out too far which can make setting and grabbing stuff from the rear seats or floor quite cumbersome. If you're quickly getting into the truck, you can easily be too fast for the side steps which is how I stepped into one at the same time it extended. Now, this might be just be my clumsiness, but I stand by it. If you don't want them, you can easily disable them, but I think if they stuck out one inch less, they'd be more practical and useful. Other passengers loved using them, so it can be up to you. Lastly, despite the lovely leather, things like the window switches don't feel quite as nice as they should on a $74,575 vehicle. Oh, what's that? Yes, it costs $74,575 for this Capstone. That's more than the amazing Ram 1500 Limited, which has an even better interior and drives nicer, being the Mercedes S-Class of trucks. Instead of being a value player, the Tundra is now just as much, or in this case more than American rivals (minus the Ford F-150 Limited, which can crest 80 large...). SR5 models come in far cheaper at around $50,000 with a couple options, but the Tundra is not exactly an affordable alternative when next to rivals. The unfortunate truth is that this Tundra does nothing better than other trucks. Even the hybrid engine option that should see plentiful fuel economy gains doesn't work that well in the real world and the overall average in practice is no better than what Hemi Ram 1500 or GMC/Chevy Sierra 6.2L V8 would achieve. The Verdict is in... The Tundra might be readily refined and improved on paper next to the outgoing model, but instead of boasting that model's stacked Team USA Olympic starting-5 roster when it debuted, the Tundra comes up short against the rivals it needs to at least match. If you're a lifelong Toyota truck buyer, the new Tundra is the obvious next choice if you want to stick with the brand you love, know, and trust. I had friends who are familiar with the old Tundra say that despite not liking the new truck as much as others, they'd still choose it because they trust it. See, that reputation Toyota has built goes a long, long way. On paper, there are exciting bits to make conquests from other brands, but it doesn't deliver on the promises for me in the real world. And by gosh is it expensive at $74,575; That alone is so hard to shake off. Maybe it's best to think of this as firmware V1.00, and hopefully this is a starting point of continual (and welcome) improvements.

It might sell in droves, but why? This aging truck still has its charms, though. What is it? Like the antique 4Runner stablemate, the Tacoma largely sells on reputation and coolness. Renowned for its implausible durability and reliability, the Tacoma has built itself into some kind of attainable legend, with its off-road cred and rugged looks lending it some serious cool points. While it's engineering from not just last decade, but the preceding one, there still is some charm to the robust and simple nature of this mid-size truck. There are lots of shortcomings, but for nearly 30 years, it still continues to flood our streets in both the States and also other parts of the world as the related Hilux pickup. The Tacoma SR5 Double Cab V6 4x4 starts at $35,655, but the Trail Edition tacks on $3,765 to include the 16" bronze wheels, the special heritage grille, locking rear differential, uprated suspension, locking bed storage, all-weather floor liners, and a basic skid plate. Toss in parking sensors and an upgraded infotainment screen and stereo for another $1,710, $600 for blind spot monitoring and then destination/delivery fee, and this truck sits as equipped at $43,164. Why buy? As mentioned earlier, you want to buy a Tacoma because it's cool. There's so much history behind this truck that it has become something to aspire to. While some dream of Porsches, many do dream of having that perfect Tacoma one day; it's these intangible qualities that make the Tacoma such an alluring prospect for the everyday person. They're also known to last literally forever, and Top Gear found the related Hilux model to be actually non-killable, and so this has lent to the mystique as a vehicle you can truly depend on anywhere in the world. Lots also build them into off-roaders via lift kits and 35" tires, where they are common sights in(as well as being quite formidable) the deserts and Rubicon Trail. When compared to some rivals, the Tacoma is the one that sticks closest to its real truck roots, being a more simple offering next to the relative modernity of Ford's Ranger, Hyundai's Santa Cruz, and the Honda Ridgeline. It's also a case of sticking to what you know almost, like, if you're already a Tacoma owner and it's been a wonderful vehicle for you (as basically all Tacoma owners view theirs as), why take a chance and switch to one of these newer offerings? Stick with what you know and what you can depend on. This Trail edition seriously looks the part, with classy bronze wheels, decent tires for a compromise of asphalt and dirt, a TRD Pro-style grille, and the gorgeous Lunar Rock paint make this an attractive truck. The package itself starts out as an entry SR5, but combines the most desired aesthetic elements to make it appear like a TRD Pro-lite (the TRD Pro is the Tacoma flagship trim). It would also serve as an excellent starting point for a 2" lift kit if you so desired or other accessories. Others who even buy TRD Sports or TRD Off-Roads will want to make theirs look like the Trail. And despite the ancient body-on-frame architecture, the Tacoma actually drives fine, owing a lot to how honest it feels behind the wheel. The steering is a little light, but there's real feedback there at your fingers, and while it is slow and requires lots of input, again, it's surprisingly accurate. For a stiff truck, the ride quality is also not bad either. But, commanding the Tacoma isn't an unpleasant experience in the slightest. And if you do venture into the dirt, the 4WD is operated electronically, so a flick of a knob and the Tacoma will devour most all terrains that aren't the most extreme sections of the Rubicon (ground clearance will be an issue, hence why so many put big tires and lift kits to clear obstacles). And this is both a positive and a negative, but the Tacoma, owing to its old design, is a bit of an Neanderthal. However, looking back at history, Neanderthals were the first humans that were able to inhabit the far colder regions of Europe and were of a rugged biology and makeup when compared to the earliest H. Sapiens that existed at the same time. The Tacoma is an aging brute from years past, but it is made and proven to survive the harshest conditions and environments, places where newer and civil unibody pickups might struggle. Old bones, but bones built to endure where others couldn't and aren't evolved enough to yet. Why fly? Well, many of the reasons why one would want to choose a Tacoma are also the very reason others will want to avoid one. I do think it's overpriced at $43,164, as a half-ton truck from Ram, even a Laramie, isn't much more. The interior is also a catastrophe, being a relic from the early 2000s. Plastics are everywhere, and they're hard and cheap. The infotainment looks like a cheap aftermarket unit from the Obama years, and it's just an overall not nice place to be. I get it, this isn't supposed to be a luxury vehicle, but it's so behind the times. The Hyundai Santa Cruz Limited I had recently, which cost about the same, is a Rolls Royce inside by comparison, and that's not an exaggeration. I know Toyota can do decent interiors, because the one in a Venza or Highlander Limited are of such a higher quality. Just because it's a truck doesn't mean the cabin has to be crap and tired. Furthermore, back seat space in the Double Cab isn't impressive and the seats themselves are too flat; The steering wheel doesn't telescope far enough either. The other relic is the powertrain, consisting of a 3.5L V6 and six-speed automatic; They're turds. With 278 horsepower on paper, it's a travesty just how slow the Tacoma feels. The dim-witted automatic doesn't help, being slow to shift and constantly hunting for gears (at least eight tightly spaced ratios would be a welcome addition). All this results in a 0-60 MPH time of 8 seconds, and this lack of punch is readily apparent when accelerating up hills. Is performance that important in a truck? No, but it's such a lollygagging loser when rivals are significantly more powerful, resulting in the Tacoma constantly requiring heavy throttle input at all times. Also, the angle of the pedal feels weird, with my size modest 9 foot crowding the pedal and hitting the arm of it too often. Besides being slow, the Tacoma is outrageously thirsty, averaging a dismal 18 miles to a gallon and achieving 22 on the highway, both of which are considerably less than the faster Honda Ridgeline and Hyundai Santa Cruz. And despite the 'real truck' architecture that lies underneath the Tacoma, its payload (about 1,200 pounds) and tow ratings (ranges from 3,500-6,400 pounds) don't impress, and the tow rating especially must have been given downhill, because there's no way I would ever trust this weak little engine laden with an extra 6,000 pounds. Tacomas can do off-road, yes, but there's another new rival that also does off-road rather well: the Jeep Gladiator, basically a Jeep Wrangler with a pickup bed. It's also a relic, but has been better modernized than a Tacoma, all while delivering an authentic Jeep experience. Yeah, some examples can be quite expensive, but it has to be a real choice when deciding on a pickup truck in this price range. Verdict For those dead-set on a Tacoma, it is, of course, a triumph. The legendary Tacoma is thoroughly still present and has a few aesthetic upgrades on this Trail Edition. Whether a Tacoma is right for you is one thing, but whether you want one, as many do, is totally separate. Any casual driver wanting a small truck would be best served in the civil Honda Ridgeline, Chevy/GMC Colorado/Canyon, Ford Ranger, or Hyundai Santa Cruz, but those don't have the same cool and reputation as a Tacoma. It might be a winner of a Tacoma, but it's not exactly a winner of a mid-size truck. An updated and revamped Tacoma will be a most welcome addition. 2022 Toyota Tacoma SR5 Trail Edition Price as-tested: $43,164

With more exposure to VW's first mass electric car in the United States, I have come to like it less. I first tried an ID.4 last year and had a lukewarm reception to it, liking a few aspects of its simple nature in their slow transition to electric vehicles. But, after a second go with the range-topping 'Pro' model, any hope of genuinely liking the ID.4 has decreased significantly despite the presence of a second electric motor and increased performance. To be blunt, there is nothing special about the ID.4, nor is there any reason to buy it, especially over rivals like the Mach-E or Tesla Model Y. I have come to the conclusion that VW actually doesn't care too much about the ID.4 themselves, with little creativity or passion poured into the product of 'their future.' Why buy? You either scored a killer lease deal on one, are a diehard Volkswagen fan, or you just really, really like the way it looks. Other than that, there is next to no reason to choose an ID.4. That said, at least the performance is vastly improved over the former model, needing 5.7 seconds to hit 60 MPH from rest (about a two second reduction over the standard model), even if this new version doesn't ever feel that particularly quick in practice. And, it is decent value I guess, when compared to other dual-motor faux-SUV EV offerings at an as-tested price of $50,870 for this well-equipped example. A comparable Model Y costs several thousand more for the dual-motor, though admittedly, it's still miles faster and offers more range. The ID.4 drives fine, if less enthusiastically than other Volkswagens (VW usually makes a well-driving car), but it doesn't leave any kind of lasting impression. It is, for good measure, at least comfortable on the road. Why not? Lots of reasons, and don't think I'm just hating on this car or for the fact that it's electric. When I initially tried one, I was very open to the idea of it and as a conservative way of attracting existing VW buyers into an electric vehicle, but that's now the past. While other electric vehicles have real reasons and unique, attention-grabbing features to choose them, the ID.4 has next to none other than the fact that it's electric. Design-wise, the exterior plain boring. While it's not ugly like a Tesla, the ID.4 could have been an adventurous creation, but instead chose to be molded from play-dough. It's not unattractive, but it's so mundane when next to Ford's flashy Mach-E or Hyundai's incoming Ioniq 5. And in person, the frontal area looks stupidly large and bulbous. But it's not just how it looks on the outside. Electric cars are supposed to give designers more freedom as there no longer is a large gearbox and engine in the way, which means things can be mounted far lower in the chassis. However, the ID.4 doesn't even have a front 'frunk' storage area. What? Yes, it's filled with 'stuff' and cannot be used for additional storage. The rear cargo area also isn't necessarily impressive, and the interior space itself doesn't dazzle. Even more concerning is how high up everything feels for no reason, and no, I'm not just talking about the seating position, but the height of the hoodline. The hood, whatever junk it's covering, is higher than the dash, which highly impedes vision and makes the view out front appear tragically smaller than it should. There is zero creativity and inspiration here, and instead feels like a hack job to make a car and nothing more. I like the minimalist design, aesthetically, of the cabin, but with an MSRP of $50,870, it fails to impress sadly. Sure, after government rebates that will knock off many thousands offer your price, this interior quality doesn't even come close to matching the MSRP with lots of cheap plastics and the worst feeling door handles of any modern car that actually can nearly trap you in the car. At first glance from the driver's seat, you might think there are no window switches for the rear, but there, you just have to hit a switch first to alternate from operating the fronts verse the rears. Why are there not be individual buttons for each bloody window? Then there's the infotainment system, operated by a giant and attractive touchscreen in the middle. Pretty, right? Yes, but profound lag constantly plagued the entire interface and is a safety concern as a result if you're attempting to operate while moving. Simple things like scrolling through music on Sirius XM was a glaring example, with it refusing to scroll and then also selecting stations you didn't want because of it constantly freezing. And yes, it did this on all menus. And you can't adjust active driver safety systems while moving? C'mon. The operation of the Drive and Reverse rocker switch is tacky and crap, too, and the gauge cluster is equally garbage with its layout and lack of ability of what it can display. They totally copied the BMW i3 in this regard for both of these, but like that was a good starting point and inspiration. Creativity, VW, where is it? And we have the driving experience, a most drab one. Adding a much needed power boost is helpful and stabbing the throttle from under 10 MPH can be fun for about a second, but this is still far from fun to drive. VW keeps playing their propaganda radio ads proclaiming EVs are fun to drive, but really? This is what they're talking about? Good grief. The handling doesn't impress, either, with gas-powered VWs being more entertaining in twisty sections of road. Luckily, this is all-wheel drive for those that want it in inclement weather or snow, but that's also not a unique feature among the segment. As far as efficiency goes, the range computer in my tester, when driven quite conservatively in a mix of city and highway driving, peaked at an estimated combined 220 miles from its 82 kWh battery pack. Frankly, it's just not that impressive from a large battery such as this and falls about 15-20 miles short of the 2WD model. However, a Mach-E with a similarly-sized battery goes only about just as far, while a Model Y standard range will beat them both handily even with its smaller 70 kWh battery pack. Finally, there's the Electrify America charging network, which is growing in cities and new ID.4 owners and lessees can use for free for their first three years. That's a great deal, no doubt, but the chargers are unreliable. Last time, I thought I had a one-time bad experience, but no, it's a trend, and others in the press have complained about it, too. Simply put, the chargers don't seem to work half the time; I had to give up on one charger altogether, and one time the VW locked the failed charger into itself and wouldn't give it back no matter how many times I tried unlocking the car; I actually thought I was stuck! Though some chargers claim 350 kWh fast charging, I never saw it pump more than 130 kWh into the ID.4. This is not the future, but a regression more akin to homo erectus owing to oversight and its clunky implementations and traits than a modern sapien. Wow, brutal. Less brutal, and more just a disappointment that fails to stand-up over time. I wanted to give it the benefit of the doubt, but seeing from a new perspective of the rivals available, and just compared to other gas cars, the ID.4 is at sometimes a disaster of an automobile, with most issues having nothing to do with the fact that it's electric. If this is supposed to be a future - the future - you got to try harder to inspire people to believe the same. 2022 VW ID.4 Pro S As-tested price: $50,870 Pros: Well-equipped and decent value among peers Cons: Boring, user experience failings Verdict: If they paid attention to it, VW might have been able to make something great

A six-speed manual makes this the most pleasurable of do-it-yourself experiences What is it? Mazda's modern antiquity, the MX-5 Miata. Now in production for over 30 years through multiple generations, the Miata is a distilled sports car experience, focusing on removing the things that don't matter. What doesn't matter in a sports car? Weight, and needless creature comforts. Even with an electrically folding hardtop convertible/targa top, this Miata is light at around 2,500 pounds. It's also rather tiny in physical size, being dwarfed by Toyota Camrys. Lotus themselves called the original MX-5 as inspired by the Lotus Elan, and it continually and dutifully combines the greatest hits of those classic, beloved roadsters for the ever-modern era. What's hot? Quite a lot - there really isn't a whole lot that the Miata doesn't do superbly, given reasonable expectations. But, the point of this car and what it was designed to do - oh it does it all so well. Sink into the narrow cabin and you're greeted by lovely seats as fitted on this Grand Touring model that grip your shoulders like an over-endearing grandmother, but in a good way (there are Recaros you can get optionally on Miatas, but these are still brilliant). The controls are right where you expect and would want them to be, with your hands falling onto the steering wheel and shifter naturally. Pedals are placed well, too, and allow for precise movements and easy heel-toeing. Select first with a satisfying notch (the clutch is easy enough for a first-time manual driver to modulate), give a few revs, and away you go. The two-liter four-cylinder is geared shortly to give it some needed grunt from the small displacement engine and it doesn't even sound bad as far as little blenders like these typically go, emitting an aggressive and even pleasing rasp. It also doesn't shake the car to bits like an unbalanced washing machine like other four-cylinders can do, being relatively smooth. But, who are we kidding, mash your foot down and the revs climb quickly and convincingly with a strong midrange and a decently strong top-end, running it all the way out to 7,000 RPM. Clutch in, move the shifter into second (there's a little bit of resistance here in the 1-2 shift, so it doesn't like to be totally rushed), and you're back on the gas. 2-3 is beautiful and you can be quite aggressive with shift speeds and still be smooth here, banging gears with grace. Corner coming? Squeeze the composed Brembo brakes, go clutch in and blip the throttle with your heal and go back down to second and you're back off. It's easy in the Miata. But, that doesn't mean it isn't fun; It's incredibly fun! For a car so easy to drive and drive quickly, it remains fun because of how right it all feels. Miatas are not drag-racers, though, living for the bends. But, it's still fun to row through the gears and utilize all 181 horsepower all the time, and for those that care, it will do 0-60 MPH in six seconds flat. Anyways, as you would hope and expect, Mazda's MX-5, even with that added bulk from the roof, is an absolute joy in the bends where it belongs. Steering has great weighting and, even if it's a little light on feedback, it's pin-point precision allows huge confidence. I like the softened suspension on the MX-5 for the road because how it encourages the driver to really feel and lean on the chassis and modest tires. This also bequeaths the roadster with approachable limits, and in a most encouraging method and practice. Yeah, grip isn't huge as a result, but there's such sweet balance and communication from the front and rear working in harmony that it makes for such a blast on public roads. This is a car that you don't have to go a million miles an hour to get something out of like you would in even a new base Porsche 911. In slow and tight second-gear corners, if you turn-in aggressively and get aggressive with your right foot, you can even indulge in smooth and impressive-looking oversteer. And the way the rear comes back to grip so naturally without any hint of wanting to do a tank-slapper is immensely fun and repeatable. Oh, and driving like a pissed-off teenager who stole their parent's car for a decent chunk of the time, I still averaged an amazing 32 MPG. That's the average. Wow. Fun, and it saves gas! I expected to hit thirty, but not over 30 without even remotely trying. What's not? Well, a fantastic sports car it may be, but it doesn't make for a fantastic 'car' if that makes sense. The interior is of a nice quality, as all Mazdas are, but it's cramped and with basically no storage space. The cubby behind you is impossibly awkward to get to for example. Even with soft suspension, the ride is still choppy and firm, likely owing to its short 91" wheelbase. Furthermore, with the suspension, it's too soft to drive on track as it sits. You could, but if you're pushing it, and it's so approachable and encouraging remember, you're gonna want some added stiffness to avoid wallowing around like a drunk baby woolly mammoth. I would recommend a thick anti-roll bar upgrade personally and/or some coilovers for track junkies, though hopefully that wouldn't ruin the ride quality on the street. And, even though the roof is not a soft-top like normal Miatas, it's still far from quiet when on the freeway. Yes it's highly impractical as a normal, everyday car, but gosh is it fun. Verdict? So, another important bit is the price. Unfortunately, it's $35,770. That's not a small amount, especially considering the new BRZ and GR86 twins cost the same and offer more power, more usability and space, and are also regarded as some of the most fun new cars on sale today. But, neither are convertibles. And if you really want to get to some facts and figures, what other true convertible/roadster can one buy for the same price? None. BMW's Z4 would be the next one up, but that's more of a GT car and starts at a whopping $15,000 more than this loaded MX-5. Porsche's own 718 Boxster starts at nearly $30,000 more. So, if you're wanting a real 2-seat convertible, your options are limited, and it even makes the Miata look like a bargain. Do I think it's too expensive for what it is? Yes, but what other options are there for a real convertible sports car? That was a rhetorical question by the way...