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An eye-catching design and a beautiful interior go far, but does it go far enough? What's hot? Hyundai's new Tucson is made to wow. From the pupil-grabbing exterior (though admittedly, it has received a polarizing reception from some keyboard ninjas) and the luxuriously stupendous interior, the Tucson places all its cards on display from the get-go. But, somehow, there's still an underlying bluff its concealing. As far as casual crossovers go, however, the Tucson dazzles with its edgy, futuristic design that makes the alluring LED headlights the centerpiece on display. It really does make competitors appear rather dull, pun unintended. But, the real highlight of the Tucson Limited is the wondrous cabin. The Limited represents the most luxurious offering for this model, and it delivers convincingly. Just wow. The quality of the materials are top-rate, with a soft leather that belongs in a $50,000 vehicle (this Tucson is well under $40,000. I like the stripped-back nature of the interior, too, with soft, simple curves here and there, and the instrument cluster has no binnacle/shroud, which might be odd at first, but then you quickly realize it makes the view ahead look larger and therefore better. Why do any cars have binnacles? A Mazda CX-5 can match the luxury here, but the Tucson leaves a CR-V and RAV4 in the dust when it comes to the luxury available here. Well done, Hyundai. What's not? This hurts. With such a beautiful cabin, the Tucson frankly doesn't drive that well. Like, it's fine. Just fine. But, I wanted and expected more. First, there's the lethargic four-cylinder that drivels its way to misery via a 8.8 second 0-60 MPH walk. In practice, it's even worse. Despite having eight gears, the little blender has zero power below 3,000 RPM, and when pulling away from a stop, it's like a parachute is deployed when it shifts into third gear; You really have to dig into the throttle to get it going in other words, especially on even slight hills. What also can then happen is, such is the lack of power, the Tucson will upshift and then clunkily shift back down once it realizes it was a mistake - that's annoying. The Tucson Hybrid has far better performance thanks to its extra electrical assist, even if its not the smoothest of hybrid experiences. I hoped that, because it's so slow, that fuel economy would be great, but it isn't. I averaged only 24 MPG during my time with it, or, about a solid 4 less than a regular Toyota RAV4 would manage in the same conditions. This is too small and slow of a vehicle to get only that kind of mileage in 2022. The Hybrid option averaged about 30 MPG when I tested it last year, and for both a performance and efficiency standpoint, it's clearly the way to go. And it's only $1,000 more. Handling and steering are adequately average making the Tucson far from fun to drive. Sure, it's plenty competent, as most all new cars are, but that's it. For transportation, it works, but if you want something even remotely fun, then this isn't the answer, and it clearly isn't happy when challenging suggested speed signs in the bends of backroads. The Tucson will get you from A to B, but will do so in a mundane and boring manner. The suspension can sometimes give this excessive pogo-stick effect over some bumps where it seems to endlessly oscillate up and down. It's rare, but not rare enough to notice it a few times. You want fun from your crossover? Mazda's CX-5 is a full-on sports car in comparison. I also didn't particularly like the PRND push-buttons. I've used them plenty of times and was intrigued by them at first in other Hyundai offerings, but the novelty has worn off with their delayed operation. However, it does free up interior space. Also, it's one of the only components of the interior that seems too plasticky. To make an analogy with what's wrong with this Tucson, let's compare it to different species of early humans and hominids. With each biological change from an Australopithecus and then eventually to when the Homo genus shows up, there were gives and takes in evolution. Some early species adopted a seemingly modern hip suited for bipedalism, but they still had curved arms for tree swinging for example. The Homo genus brought modern traits like flatter foreheads, larger cranial capacities, and the teeth slowly shrank, among countless things a paleoanthropologist like Lee Berger could tell you, but the early Homos still didn't look like modern humans; there were bits and pieces that were of antiquity still. And so it is that, with this Tucson, Hyundai has taken big steps into developing their crossover into a fully evolved and modern specimen, but they've also taken steps backwards in key places. Well, not backwards, because it's better than the old Tucson in every way, but the fact no steps were taken in such key places is a regression. Think more like Homo Naledi, a South African-discovered human species that existed at the same time as early Homo Sapiens and that shared many characteristics, but failed in other key areas which led to its inevitable extinction. The Tucson needs to be the evolved, full package, and these weak links are holding it back tremendously. Verdict - It's no good then? I like the way it looks and the interior is a sumptuous masterpiece. But, that's all surface attention. The engine is a disaster and it's not interesting to drive at all. This, then, is a vehicle that is too focused on style. The price is right, though, undercutting a RAV4 Limited by a couple grand and while boasting a better interior, but a RAV4 drives and performs better and uses less fuel while doing so. And a CX-5 has an optional turbocharged engine that's a rocket ship in relation. That one is also superb to drive. This particular Tucson should never be considered then, not while the Hybrid version exists. With its extra (much needed) power and averaging 30 MPG, the Tucson Hybrid is the one you want, making a much more valid case for why anyone should even choose a Tucson in the first place. 2022 Hyundai Tucson Limited AWD As-tested Price: $37,620

The Road Beat tests Acura's RDX entry-luxury crossover What is it? The RDX, the somewhat compact, luxury crossover from Acura. Set to compete against the likes of the BMW X3, Genesis GV70, Lexus NX, Audi Q5, and/or Mercedes GLC, it's a crowded, but popular segment for these entry-luxury rivals. I liked Acura's MDX from earlier in 2021, and the smaller RDX could bring a sportier edge due to its smaller footprint. At 187" long and 75" wide, it isn't compact, but it is when compared to the current MDX with its three-row seating arrangement. Interestingly, it's only an inch shorter than the original, hugely popular MDX from back when Gore was temporarily President. What's hot? Modern cars are getting so big. As inflation of our currency seems to see no end, so does the general size of all new vehicles. The RDX might be the small offering from Acura, but you'd never know it. For me, not ever needing three rows of seats, it's the perfect size for a crossover SUV. I never once had a doubt for interior space in either the seating nor cargo area, blending a nice balance for physical volume. I like this class of vehicle in general, because how often really are you going to utilize the third-row in your MDX? Mormons, maybe, I guess. I also like the way the RDX looks, especially in the magnetic blue paint and A Spec package that adorns this example. Sharp, yet not offensive, whereas Lexus models are too far in one direction for many. The Acura badge on the nose might be large enough to trap you in its orbit, and/or puritans might mistake you for an adulterer if it were red, but it's a nice looking machine. If you are considering an RDX, you'd be doing yourself a severe disservice by getting one in boring white; Get the blue. The interior is a lovely place for any occasion and is convincingly luxurious, with myself spending half a day in one on a trip to San Francisco and back. The seats are supportive and comfortable, though I reckon the white leather will not stay clean forever. Beautiful when new, but I'd have reservations about maintaining its luster long term. It's also quiet on the motorway at speed, but that's expected from a more prestigious luxury offering. This is an Acura, remember, not a Honda, so there are expectations. On the whole, everything inside from the doors to the switchgear feels wonderfully screwed-together, signifying this Acura's famous Japanese quality. On a sunny Saturday, I decided to venture from Placerville, CA up to Loon Lake for a hike, an Alpine setting in the El Dorado National Forest. Arriving there meant taking some of the best driving roads on the planet, with snaking tarmac winding and flowing its way to well over 6,000 feet above sea level via Wentworth Springs and Ice House Roads. Unfortunately, a vast amount of this driving heaven was thwarted by snow and ice, but luckily the AWD system (Acura calls it, literally, Super-Handling All-Wheel Drive, or SH-AWD for short) in the RDX handled standing inches of snow quite nonchalantly. Instead of powering through corners with the suspension loaded and leaning, a modest 15-20 MPH was enough in these conditions. But yeah, the snow was absolutely no problem nor concern, and that was before realizing there was a dedicated snow mode to select from. I guess you could it's...snow problem. Luckily, before I reached the wintry conditions, I did get a chance to attack some corners. Unlike many mass-appealing 'normal cars,' the RDX gets better the quicker you drive it. Maintaining a consistently fun (and still safe) 7-8/10ths on this well-known road, the RDX handles brilliantly, with a desire to change direction quickly and distinctly and with a surprising amount of shear in turns. The front-end bites hard and resists understeer well, and the AWD lends its hand in creating traction at all times. Dare I say it, it's actually decently fun to hoon around. The turbocharged engine doesn't have much down low, but once the revs are up, there's a decent thrust to satisfy even if it does leave more to be desired. Overall, very impressed with how well behaved and engaging the RDX can be, leaving a lasting impression. What's not? I did hope for more from the 270 horsepower, turbocharged four-cylinder. It's fine in terms of culture and civility as far as four-bangers go, but there just needs to be more punch to match the obviously sporting intentions of its chassis. A BMW X3, with less 'claimed' horsepower, is a smidge quicker, and so is the Genesis GV70. And it's not just outright firepower where it's lacking, but the low-range power, where it can feel lethargic at times, this despite the presence of its 10-speed automatic that ought to always keep the engine boiling. Just a little more oomph in the most commonly driven and utilized engine ranges would be welcome. To go along with the powertrain, I was also discouraged by the fuel economy of the RDX, with the onboard computer showing 26 MPG on the highway and achieving an overall average of 23. 30 on the highway would be a real treat and, honestly, an expectation at this point. Others can do it, so should Acura. So, you know how I said the RDX handles rather well on those back roads? In completely sedated, normal driving, I was disappointed by the steering. With zero feedback and a lack of consistency, I found accuracy to be missing, as the rate of response just didn't seem right as if there was a disconnect. When you bring up the pace, these concerns nearly all disappeared, but just popping around at 45 MPH through town, the steering could be unnerving. Most will likely never notice it, but it did stick out to me as I felt a missing connection between me turning the wheel and what the front tires were actually doing. The interior might be well-made and with a distinct quality, but the infotainment failed to win me over. I was hesitant about it after first trying it in the MDX, and that sentiment remains here in this RDX. Using a little mousepad with supposed, alleged accuracy (each spot on the pad represents a corresponding place on the screen, apparently to allow muscle memory and keep your eyes on the road better), it's just too awkward. And I didn't like how far you have to move your finger sometimes. Say you're going from the far left to the far right, you have to drag your finger all the way across the pad. If you accidently pick your finger up, which is natural to do, you have to restart in the center. I get the intention and idea, but in the real world it's just frustrating and weird. On a laptop, it's common to move your cursor a little, pick-up your finger, and then move more to get to screen's corner, which allows you to keep your finger always in the center of the pad, but in Acura's vision, you have to do one full, uninterrupted motion of moving your finger all over the pad. I don't like it, but maybe it'll be better after a couple months? Oh, and one more thing, I didn't like how I was stuck with always a split-screen display, not finding a way to make it full screen. Sometimes the things that should be so simple and obvious are what get so commonly overlooked, distracted by endless, meaningless drivel instead of giving all attention to what really matters. It can drive really well and succeeds in other areas, too, but it's disappointing to see these other parts bring it down. Verdict The RDX is a well-made, well-priced, good-looking, and (at times) fun to drive luxury crossover. In normal driving, like what 99.5% of buyers will actually do, it misses on the goods, though, not being the most fuel efficient nor the best to drive. The new GV70 from Genesis really is a disrupter, being great to drive at all times and having a Sheik-worthy interior; The RDX needs to improve in a few areas to better compete. I love the fact that it drives as good as it does when you push it, better and more engaging than a BMW X3 even, but it doesn't stand out nearly as much when used as an everyday vehicle. 2022 Acura RDX A-Spec AWD Advanced As-tested price: $52,845

Beautiful and brilliant to drive...Genesis keeps the streak of producing phenomenal luxury vehicles. Review and photos of the 2022 Genesis GV70 by The Road Beat. What is it? Genesis, the luxury brand/division of Hyundai/Kia, isn't just making waves with their new models as much as tsunamis. The GV80, a large SUV tested back in the spring, was brilliant. Now comes the GV70, a 'compact' luxury SUV. There's not much else to say, really, other than it's an enormous achievement. The platforms are shared across models, and so since one drives good, the others follow suit. Engines are the same, too, as this GV70 features the same stonking 3.5L twin-turbo V6 as the GV80, but in a smaller, more lithe body. This is real luxury at a (relatively, mind you) feasible price. And no, there's no cost-cutting evident anywhere. Why pay more of your dough made from GameStop on a Mercedes when you can have the arguably better vehicles for less? What's Hot? Nearly everything. On the outside, from just about every angle, it's a gorgeous bit of kit. Combining classic elements and the sloping roof with its neat c-pillar, plus a modern, big 'ole grille, the GV70 is quite pretty. Ditto goes for the matching, parallel head and tail lights. Open the doors, and this example is garnished in a stunning red leather while metal switchgear and beautifully dutiful screens make their cases known, with the cockpit reminding me of a vintage Riva or Chris-Craft. Don't be surprised when I tell you of the shear quality every you look and touch. It's not just for looks, this, being made with an artisan level of craftsmanship. Seriously, the first time you open the door on a GV70, you will be more than 'wowed.' On the road, the Genesis shines further. Driven normally, it can be mundane albeit with a heftier steering effort than competitors, but it can be remarkably easy to drive and waft around in. Steering is direct and accurate, and the ride absorbs most anything you throw at it despite the large-diameter (21 inch!) wheels. Oh, it's also eerily quiet inside, too. However, up the pace considerably, and the GV70 becomes what a modern BMW wishes it were. The steering's weight adds to these sporting credentials, inspiring confidence and precision. Attacking corners, you might as well be in a well-honed sports sedan. Oh, what's that? Yeah, Genesis' sedans are also wonderful to drive quickly, so it's no wonder the dynamics are very relatable. The suspension will lean and load naturally on its corners, while the all-wheel drive system is not afraid to send power to the rear. With the driver aids totally eliminated, you can even achieve power-on oversteer in the GV70 (lol) with its balance. Seriously, the front-end communicates like you wish your ex would have (admittedly and to be clear, I was the guilty one there), insisting on available grip and inviting for more. And once you get on the power, prepare to launch down the straight and for the next corner. Power doesn't feel as immense as it should at first, with the eight-speed auto's insistence to shift early to avoid fuel-sapping boost. Though, take control with the paddle shifters to get the revs up, put your foot down, and the tachometer's needle soars to the redline at a rapid pace. Harnessing all 375 horsepower, 0-60 MPH comes up in a rampant 5.2 seconds and the speed seems to keep piling on. Sure, there are M, AMG, and RS Audi models that are quicker still, but what's the point in a car like this? You'll enjoy the power here; it's PLENTY impressive. If you don't need that much thrust, there's a potent four-cylinder model available as well for less. What's Not? Very little. This is a compact SUV, so while the second row is livable, you won't want to spend a five hour drive back there exactly. The cargo bay will be spacious enough for most everyday errands and needs, but again, if you want space, then you'll want the GV80 with its third-row seating and cavernous storage abilities. The gear knob is a little interesting to use at first, with its low-profile and weighted resistance to turn, but you do get somewhat used to it. Also in the vicinity are rolling volume controls that are pretty to look at with their knurled metal architecture (lots of beautiful metalwork here), but are oddly placed and not the easiest to use. I like simple dials, please. With that said, some of the controls for things like the air, radio, and so on, could be better to operate; it just takes time to learn to navigate this sculptured interior. A scenic environment, but not the most ergonomically correct. While we're on the looks, the wheels are an acquired taste for sure. If you're looking to save on gas, then this GV70 is not the vehicle for you. Averaging only 19 MPG in my hands, that at least grew to 26 on the highway, but it's not what you'd call fuel efficient by any means. The bigger GV80 did even worse with its identical twin-turbo V6 motor. So, a sure thing? I mean, how could you not recommend the GV70. It's pretty inside and out, with that standout interior design, and it drives very, very well. If you don't require the absolute most in interior space, then the GV70 will work for you. At an as-tested price of $64,045, this top-of-the-line Sport Prestige, even while good value compared to the competition, is still a lot of money. However, the impressive base model with the same engine rings in over $10,000 less. If you can make do with 70ish less horsepower, you can even spend $20,000 less. Obvious rivals include Porsche's Macan, Audi's SQ5, Mercedes GLC43, and BMW's X3 M40i. Even with price thrown out of the equation, the GV70 is so good that it shouldn't even matter. Yes, you'll have to answer the tiring question of, "What's a Genesis?" but it's time to spread the news: Genesis is a real player out of nowhere and deserves all your attention. 2022 Genesis GV70 Sport Prestige AWD As-tested price: $64,045 Pros: Benchmark style and luxury inside and out; Great to drive Cons: While not as expensive as rivals, still isn't 'affordable' Verdict: Money no object, the GV70 should still be at the top of your list

Two years on, how does Toyota's hybrid SUV hold up in top-level Platinum trim? I first drove Toyota's new Highlander nearly two years ago already, sampling both the Hybrid and non-Hybrid variants. I liked them both for their quality, impressive interiors, and the Hybrid's outrageous real-world fuel economy. But in the meantime, I've had chances to drive some of its rivals. Now, coming back to the Highlander Hybrid, how does it hold up two years into its model run? What is it? Toyota's Highlander, a large crossover/SUV with three rows to seat seven people. It's a vast machine, looking nearly like a large wagon with its stretched length. It isn't cheap at just over $50,000, but this is the top-of-the-line Platinum edition that brings some luxury to Toyotaland. And, most interestingly, this Highlander is a Hybrid with huge EPA-promised efficiency figures. How does 35 MPG overall sound? In a car this big, it's scarcely believable. And it isn't believable, because I only averaged 29 unfortunately. Only 29 is still excellent for such a spacious mover of persons, however. What's Hot? Fuel economy. Though I achieved nearly 20% less than what the Environmental Protection Agency achieved in their fantasy-land of hybrid testing, the outright numbers are still terrific for a vehicle of this size. At 29 MPG after a week's worth of driving, and 32 MPG alone on the highway, this is a great way to move your family and all your crap while saving money at the pump. Interestingly, 29 MPG was a significant 4 less than I achieved in a identically specced Highlander Hybrid in 2020, driving on the exact same roads. The interior on this Platinum represents a big step-up from Toyotas of old, and isn't even that far behind some more expensive offerings from Toyota's own Lexus brand. I was more impressed with it back in 2020, but it is a nice place to be when compared to many of its rivals like the VW Atlas. Mazda's CX-9 and the Telluride/Palisade twins are nicer still, but this Platinum does possess an interior that will likely leave a lasting impression on prospective buyers or those looking to upgrade from older Toyotas. The large screen attracts attention, the leather is nice, though some of the switches (like the window buttons) do feel low-rent. Space and comfort are both commendable in the front two rows. The front seats are particularly comfortable while passengers had zero complaints towards the rear captain's chairs. As you can tell from the photos, the leg space for second-row occupants is generous and will likely garner no qualms. The same can't quite be said for the folding third-row, however, with it being best reserved as an emergency jump seat for one adult, or only for kids. With the rear bench folded down, cargo volume will let you ambitiously pack your Highlander with enough non-perishables for a zombie apocalypse. For reference, that is a large camera bag I placed back there in the pictures, and you can easily see how little of a footprint it leaves back there. Yes, you can put a lot of junk in the caboose. The hybrid powertrain consists of a four-cylinder with electrical assistance, and works smoothly and in harmony, far smoother than other four-cylinders from Toyota that can be downright meat grinders. Performance is barely adequate, with 0-60 MPH taking 7.7 seconds, but it's an unoffending propulsion package. What's Not? The Highlander Hybrid is thoroughly practical, but it's also thoroughly bland. The exterior design is far from congruous and has strange elements like the chrome band holding the front Toyota badge and the random swoop along the doors and atop the rear wheels. Next to something elegant like a CX-9, or understated like the Telluride, it's just not good looking. But, looks are subjective, of course. I did just have my eyes checked for what it's worth. Bland also accurately describes the driving experience, which is competent, but wholly unexciting. I couldn't help but feel that driving the Highlander was more akin to steering a toy/remote control car - nothing feels organic. Handling isn't bad per se, with a chassis that's more than capable around freeway onramps, but the steering and its weighting just don't give the pleasure that you get from behind the wheel of the CX-9, the best driving SUV in this class. If this makes it easier to process, the Highlander feels like a minivan from the driver's seat. In fact, I think the recently tested Sienna I had actually drove better and felt less van-like than this. I have to call out some of the amenities in the cabin, too. The large touchscreen, while pretty to look at, is too complicated to use with how its structured, and I hate the fact that some of the climate functions have to be accessed via screen rather than the much easier physical buttons located below it. Also of note is the center storage between the front seats, which is fundamentally obstructed by its wireless mobile phone charger. It lifts up to get out of your hands' way, but what if you have a phone placed there charging? Swing up the tray and the phone will fall out. So, you have to remove the phone first, which is terribly distracting if you're actively driving. And even then, without a phone in place, you have to first lift up the storage cover and then the awkwardly bulky charging tray. No. Just no. Put it somewhere else. Oh, how about the super convenient slot below the touchscreen? It's literally destined for wireless charging, and yet the engineers somehow didn't think of that? Hmm. While the gas mileage is impressive, the range computer is woefully out of whack. With a 17 gallon tank and averaging 29 MPG, that should equate to about exactly 500 miles of range. However, the range computer said I'd be out of puff at just 400 (even near the end of my week, adding the range plus the miles never broke 400), underestimating itself by too much. Come on, math ain't that hard, Toyota. And this isn't the first time I've seen this on a Toyota. It'll keep the unassuming from running out of petroleum, but don't they want their customers to get excited about filling up and seeing an enormous range from their new Hybrid? Verdict: This is an entirely safe choice for a large vehicle. But, if you want real practicality, Toyota's own Sienna minivan has even more space, costs the same, and achieved even better economy in my hands. But, yes, it's a minivan dork-mobile. But, in every sense of occasion, it's the better vehicle. What this Highlander Hybrid Platinum also does is cost too much at an as-tested price of $52,493, being substantially more expensive than a loaded up Palisade or Telluride, so your gas savings are nullified by the MSRP differences. For a Toyota SUV, it does its job well, almost perfectly in fact. Its main saving grace is the fuel economy that no other rival hopes to offer. But, here I am recommending the Sienna minivan as the better choice...

It's a good size, but is it a good choice? The Road Beat tests the 2022 Toyota Corolla Cross. Words and pictures by Mitchell Weitzman I wanted to like the new Corolla Cross, Toyota's new compact crossover. Drawing on the name of one of its most successful models for marketing purposes, this new entry sits below the RAV4 in Toyota's hierarchy, but above the niche C-HR. Actually, think of this as a new RAV4 'classic.' I say 'classic' because the RAV4 has grown rather large over the past decade, dwarfing its early forebears, with this new Corolla Cross being a more similar size to those classic RAV offerings. In fact, it's larger than a pre-2005 RAV4. So, for those that think the RAV4 is now too big for their needs, Toyota may have your answer. Or maybe not. What's good? It looks funky, continuing Toyota's relatively adventurous new design language. Most gave positive compliments regarding the appearance of this new Corolla Cross despite a mish-mash of elements. But, they must work, as even I liked the aesthetics given its reserved yet far from bland design. The round front fenders are strange on their own, but they give an appealing look when paired with the bulbous snout that nearly resembles a dog. That might sound bad, but it does seem to be generally likened. The size is right for many people. As the stalwart RAV4 has aged, it has only grown physically so much that the once compact RAV4 isn't quite so compact anymore. So, as a result, the Corolla Cross comes in at very sensible dimensions for those not needing the absolute most room. For yourself, or a small family and/or plus a Golden Retriever, it works plenty fine. The storage in the rear is ample enough for most daily tasks, too. Inside, I liked the well-finished interior on this fancier XLE trim, boasting materials that give a sincere sense not only quality, but lasting quality. When paired with the comfortable, leather steering wheel, this Corolla Cross is a nice place to be even if it does come up short against, say, Mazda's CX-30. The seats do their job well, too. Toyota's center display remains an aging item as always, though. What isn't good... A good amount, unfortunately, starting with its terrible engine. It's a 2.0-liter, naturally-aspirated inline-four that is also featured Toyota's Corolla models. With 169 horsepower, it's mediocre in every sense. Actually, it feels more like 120 horses, with 0-60 MPH taking a pissy 9 seconds of turmoil raging beneath the hood. I say that because this engine is far too loud and thrashy for its own good, exacerbated further by a Continuously Variable Transmission that holds the RPM and therefore sustains the broken blender nature of the motor to annoying strides. This is one of the many new vehicles that would benefit from being...electric. Ever hear that recent science recreation of what a Neanderthal likely sounded like? Yeah, like that, but for cars; it isn't good. It's so woeful in practice and unpleasant to hear that I'd far rather hear nothing. To make matters worse, I was hoping that the Corolla Cross would at least be economical, but it isn't, Yielding only 30 MPG on the highway at 72 MPH and averaging 25.5. Why do I consider that bad? Because Toyota's own RAV4, with a larger, more powerful engine, and it being a bigger and heavier car to boot, too, gets better overall mileage, with my last one achieving 28 MPG overall. So, you opt for the slower and small choice, but it's also both slower and less efficient? That doesn't compute. A Corolla Cross Hybrid that can average 40 MPG would be hugely appealing and should be the only option available. It should be coming soon. Hopefully. How does it behave on the road? Thrillingly unthrilling, that's how. Lifeless was what I instinctively used to describe it. If you value any kind of excitement while motoring, look elsewhere; This is transportation stripped back to its most boring concoction. The steering is...steering. The handling is...well, unconvincing, with the suspension having its focus more toward the ride quality than any form of exuberance. And yes, the ride quality is decent at least, even if it does get unsettled by rougher sections of road, but it is at least what most will find comfortable. Oh, and the front A-pillars are in the perfect position to block your view for anything that isn't perfectly straight in front of you. This Corolla Cross XLE with AWD can at least venture into mildly inclement weather with some vague confidence, but this model does come at a surprising cost. At $33,550, it's actually more expensive than some decently equipped RAV4s. Thankfully, the starting price for one is under $25,000, a very competitive and attractive price point, but to get a nice one such as this, it's far too expensive for its own good. A turbocharged (it's wickedly fast in comparison) and luxurious Mazda CX-30 is only a couple grand more at that point... Verdict: What the world needs? Or a missed opportunity? I'm all about smaller cars; people don't need the overly generous space afforded by today's crossover and SUV offerings. But, smaller cars also require something to make them unique, because being cheap isn't a personality. Smaller cars need to be fun, and the Corolla Cross goes all out for sensibility by sacrificing all hope of fun. Hyundai's Kona and Venues are small, affordable, but they have some fun instilled into them at least with their driving dynamics. Ditto for Mazda's CX-30. What can the Corolla Cross be counted on for? Being well-made and likely lasting a lifetime, offering the security of Toyota's legendary reliability and ability to always count on it. And for what will likely be 100,000 people each year that buys one of these, that's enough for them. 2022 Toyota Corolla Cross XLE AWD Price as-tested: $33,550 Pros: The right size, well-done interior and well-equipped Cons: Slow, not efficient enough, boring, pricey as equipped Verdict: A missed chance at something fun; wait for a future hybrid variant

It's beautiful inside and out and with a vast rear seat, yet it costs less than 70 grand? It's a bargain. What is it? Sweden's answer to the enduring battle of luxury sedans. Titans like BMW, Audi, Mercedes, and Lexus have been duking it out with luxury mini-limos for decades, but there is another option that many fail to register: Volvo. And, for the price alone, it ought to be a serious contender and option for anyone. While Germany's entries will set you back nearly $100,000 for a plus-size saloon, this Swede is a startling bargain at (comfortably) under $70,000 with every option box ticked. It's insanely good value, but also a lovely car to drive (and be driven in). What's hot? Quite a lot. Starting with the outside, I'm rather fond of the understatedly handsome exterior design that has become so synonymous with Volvo and Swedish architecture. In the age of grilles that seem to grow like a rat's teeth (looking at you, Munich), it's refreshing to see something so relatively toned down. You don't need a shiny, striped suit to look good and command attention - sometimes a plain, tailored black tux is the best choice. Open up the doors and you'll be greeted by an interior crafted to artisan standards. The materials, everywhere, are top notch and give the obvious impression that this is a premium product. The seats are particularly comfortable and supportive, and with a raft of adjustments to tailor the leather and padding to your body. The cabin's overall aesthetic is another high point, following the classy sheet metal's theme to create an unmistakable air of simplified elegance. But perhaps the biggest win for the S90 lies in the back. From the driver's seat, turning my head to glance behind me revealed a shocking amount of rear leg room. With a 6' 2" friend back there, he could nearly stretch his legs all the way out straight and not hit the front seats. Not exaggerating, I don't think I've ever seen this much rear leg room besides an actual Vegas limousine. There's enough space on the floor to have an archaeological excavation. In fact, some paleo archaeologists wish they had this much room to work with; It's huge, in other words. Oh, and the rear seats are remarkably comfortable, too. Duh. The dash is completely digital and the view can be changed to whatever you prefer to view. My favorite was the implementation of the navigation between the gauges, with a clear and non-distracting map view giving turn-by-turn directions being extremely helpful while traversing through the San Francisco Bay Area's notorious traffic. There are a few gripes electronically inside, but I'll save that for later. To no surprise, I found the S90 a delight to pilot. On a 300 mile road trip to Bodega Bay for friends' surprise engagement (the perfect vehicle to chauffer the newly engaged couple afterwards, mind you), the S90 was quiet (though not quite the vacuum of space that is a trait of more expensive rivals) and respectfully comfortable, owing to the seats and a plush yet controlled ride from the suspension. Steering is mostly direct (just a tiny bit of inaccuracy due the more relaxed ratio) and has a balance to the weighting to avoid feeling too heavy nor too light like a toy. Sure, feedback through the wheel is non-existent, but this is a luxury car - you don't want to feel vibrations and tremors through the wheel like it's a Porsche GT car. Through some twisting bits, it's happier to cruise, but if you throw some steering input and throttle at it, the S90 will diligently oblige with little fuss and a keenness that belies its mission and size. Overall, a very fine driving machine, but not exactly exciting. Is it the best driving large sedan? No, but it's plenty good on its own. Remember the price difference here... Under the hood rests a complicated affair, but one that works brilliantly in the real world. It's a 2-liter four-cylinder that's helped by a turbocharger, a supercharger, and a mild hybrid system, accumulating 295 horsepower in the process and a peak torque rating of 310. Power delivery is smooth and immediate thanks to all the assistance the little combustion engine receives, and doesn't even sound all too bad; Unwanted vibrations that are inherent of four-bangers are also minimized luckily. 0-60 MPH, aided also by AWD on this model, happens in a reasonable 5.5 seconds. Performance tapers off once you reach freeway speeds, but the initial punch and response is quite convincing here. The best attribute, though, of this complex powertrain? Fantastic fuel economy. Highway mileage, and remember just how large this car is again, is a stellar 32 MPG at my tested 72 MPH, and overall economy was a fab 27 in mixed driving. Often these little engines are so overworked that they don't deliver in the real world, but this unit delivers. What's not? I just about praised the entire car, didn't I? It isn't that one-sided, however, with a few annoyances cropping up here and there. Actually, it all has to do with the electronics. The center display screen, doing its damndest to look like an iPad, is particularly fussy to use at basically all times. I've had other Volvos this year that had what must have been an entirely new generation of user interface, as the S90's system looked like a blockier and less vibrant edition. I found it similar to the transition from iOS 6 iOS 7, then a substantial update to the overall look of one's iPhone. Besides the interface design, it was sometimes laggy to downright freezing. When browsing satellite radio, for instance, selecting a new channel revealed it was stuck on displaying the name of a prior station, with the artist and song also frozen in time. That lasted an entire day and many starts and stops to let the car reset. The next day, it just magically fixed itself. The order of operations aren't ideal, too, with constantly going backwards to go forwards in some cases, or having to rely on swiping screens instead of a back arrow. Further, accessing the climate in-screen was a nuisance and proved unpolished with several cases of touches not registering or being delayed and then registering multiple touches as you frantically keep clicking. Oh, and sometimes the air would be on full blast with the fan only on setting one or two? Hmm. The new system is definitely better from the V90 and XC90, so that would be a welcome update. Also strange was an inability to have both the top-view and rear-view cameras on at the same time displaying. Other cars can, it has the screen real estate to do it, so why not? Awkward to have to switch between them in a difficult parking maneuver. Apart from that, the on/off switch is odd to use as it rotates clockwise for both starting and turning off; Wouldn't it make more sense for clockwise on and counterclockwise for off? It's uncomfortable to grasp, too, and I figure it'd be better if it was rotated 90 degrees for its starting point. And another complaint, this being the case of it being too good, is the heated steering wheel itself. Be careful with turning it on full blast. It will roast your hands. A worthy luxury sedan regardless of the price. Going into this, I had no idea what the S90 cost. I actually figured it must've carried a sticker of over $80,000 due to the competition of extended sedans and the quality onboard. To see a substantially cheaper price was greeted enthusiastically. Even better, an S90 starts at barely above $50,000 if you want to forgo a few options. The fact a vehicle this large costs less than equivalently-equipped BMW 5-series and Mercedes E classes rather than their big brother 7s and S-classes speaks volumes. Indeed, the true competition might come from Genesis' G90, another luxury sedan that comes at great value. But, a Volvo customer is a different type of customer, the kind who views other luxury products as vulgar and ostentatious. The Volvo customer isn't the type to have a garish Louis Vuitton bag or wallet with all the little LVs scattered about to remind yourself and others of your supposed superiority. The Volvo driver doesn't need that. The Volvo driver wants a first-class experience, but they know they don't need to shout about it. 2022 Volvo S90 B6 AWD R-Design As-tested Price: $64,540 Pros: Astounding value, handsome inside and out, HUGE back seat Cons: electronic gremlins related to center display screen Verdict: For the price, it's nigh impossible to do better.

It's a minivan with a hybrid powertrain. Does this make minivans cool? The Road Beat tests and reviews the 2022 Toyota Sienna XSE. What is it? Toyota's Sienna minivan, now in a fourth-generation, featuring newly sharpened looks and the notable introduction of a standard hybrid powertrain. Yes, this minivan is a hybrid, and is also the only way you can have a Sienna from here on. What took them so long? You can also spec all-wheel drive, too. In a world of rising gas prices, the prospect of averaging over 30 MPG in a vehicle this size sure does become extremely alluring. But, is it any good? What's good For starters, the sharpened looks do help the Sienna stand out in a sea of other, boring people movers. It's not quite textbook pretty, but then what minivan is? With this XSE trim, the so-called sporty acronym in Toyota's vocabulary, the Sienna does appear more exciting than rivals from either Honda or Chrysler. Whether you desire that boldness is up to you, but it's nice that Toyota is trying to differentiate their models and be more daring with designs. Kia's Carnival, conversely, looks more grown up and elegant as it ditches traditional minivan proportions to look more SUV-like. Space is enormous, as is commonplace with minivans. The interior can fit seven people, adults even, more comfortably than you'd initially think. Shoot, even without an eighth seat, an eighth adult could fit and not be that uncomfortable. And yes, I did use all the space, cramming six friends inside the Sienna as we drove to the tennis courts. Even with the third row of seats, there is a decently roomy cargo area. While not particularly deep, the height of it allows for some imagination. If you fix the rear seats down, the storage area increases greatly for basically anything. Small Christmas tree? Sure, put it inside. Overall quality in this well-equipped Sienna was good without being particularly impressive - This becomes more apparent when next to a similarly priced Highlander. The front seats do have a cockpit-like feel to them, helped by the high center console that wraps around you and brings the controls closer to you. Underneath lies a storage area that can be useful, but my hydroflask would roll around there endlessly on its own without wedging something else in there to help. It is undeniably comfortable, and from most seats - The second rows can slide to create tons of legroom for rear passengers. Fuel mileage is likely the biggest selling point of the new Sienna, that, and the available all-wheel drive. But, let's talk MPG first. Ready for this? I averaged 33 during my time with the Sienna. Thirty-fricken-three. That's incredible for something so vast. That also is nearly 50 percent better than the last Honda Odyssey I tested. On the highway at 72 MPH, that number grew to an astonishing 37! If you're looking to save on gas, the Sienna is an easy choice and offers substantial savings and gains over non-hybrid rivals. Chrysler, however, does offer a hybrid variant of their own excellent Pacifica minivan to consider. What's not If you're wanting a minivan, there isn't much to not like. It does all the minivan basics with competence while combining those core traits with insane gas mileage. But, not all is as rosy as the ruby paint. And, disappointingly, it's the little things that bugged me with the Sienna. Take for the instance, the rear door handles. Something about them felt clunky, unnecessarily heavy, and yet loose at the same time. And there were multiple times I would pull on them and the rear doors refused to slide open. Yes, it wasn't just one, but both sides, too. I can't help but sense that a more reassuring door handle wouldn't too hard to come by. In addition, I wish the rear doors opened farther to create a larger portal for ingress. Once those doors do open (and subsequently close), they do so at a glacial pace, akin to Australopithecines evolving into the Homo genus. Also less than ideal were adjustments for the rear seats. They slide this way and that way to make access to the rear easy, sure, but some of the levers were not intuitive. I stood there multiple times pulling levers, even - dare I say it - reading the levers for clarity to figure it out, and they just didn't work or do what I wanted. Then magically, they suddenly would work. I found this strange when in other cars have a clear handle to pull and just shazam! it works. The third-row seats do fold into a cubby, but not as cleanly or easily as in other minivans like the Pacifica or Odyssey. Furthermore, the second-row seats have to be removed to clear out complete access for serious cargo hauling. Chrysler steal leads the way with their Stow 'N Go system where you can easily fold the second row seats even completely flat and hidden away. It's easy and brilliant to use. If you never plan on needing something like that, then you won't have to worry. The engine/propulsion set-up, while efficient as heck, is a noisy and annoying four-cylinder engine at its core. So, when accelerating, you get thrashy and ragged noises from the stressed little unit, unlike the smooth and powerful V6s from Honda and Chrysler. But, it's all bout them (MPG) gains , though. Performance is adequate enough, with 0-60 MPH happening in 7.6 seconds, but does lag behind the Honda's V6 thrust. Driving wise? It drives like I expected: a minivan, meaning boring. It's fine just meandering around your daily errands, with steering that doesn't wander and has a welcoming accuracy. The ride quality could be improved with better rebound control over bumps, and I didn't find it all that quiet on the highway either. Things do improve as you drive quicker, surprisingly, where I was treated to an unexpectedly good balance on my cloverleaf onramp test, with enough bite from the front tires to instill some confidence. However, Honda's Odyssey drives and handles better. A rationally rational choice? There is one big, overshadowing reason to choose a Sienna minivan: that gas mileage. I really do believe that this hybrid powertrain is going to take chunks of sales out from minivan-sales-leader Honda due to the enormous fuel economy benefits. I think the Honda drives better, but the look-at-me styling of the Toyota and hybrid efficiency might be enough to convert people over and also draw new buyers who might not have considered a minivan prior. There's another new kid on the block, too, the Kia Carnival. It's a minivan without looking totally like a minivan. It does not have a hybrid option and therefore gets far worse fuel mileage, but it has good dynamics and a lovely interior. My take? If you're a Toyota-for-life customer, as many are, The Highlander Hybrid drives better and has a more luxurious interior. But, if you need the maximum in space, a minivan can deliver. 2022 Toyota Sienna XSE As-tested price: $47,049 Pros: Wonderful fuel economy; looks that standout Cons: Rivals drive better; looks might stand out too much Verdict: Space plus economy, a winning combination for a minivan

What's this Lexus crossover all about? The Road Beat tests and reviews the 2022 Lexus RX 450h F Sport. What is it? The Lexus RX 450h F Sport, a crossover that, unlike other Lexus models, doesn't seem like particularly good value. And at $61,650, it's far from what many would consider affordable. This model does feature an all-wheel drive hybrid powertrain, though, for ambitious fuel economy claims, which can be quite appealing in times where gasoline is nearing $5.00/gallon. What's hot? As is typical with all Lexus models, build quality is quite high, with luxuriously soft materials and excellent fit and finish throughout the interior. You do get the sense of complete solidity when driving the RX around, with no rattles to be heard and confidence that it will last a lifetime; That's why many people choose Lexus over other brands, particularly those from Europe. The cabin features comfortable leather seats, again wrapped in a quality hide that you come to expect from Lexus. The steering wheel feels nice in the hands, too. The ride quality is comfortable for passengers and it's quiet enough, though I did hope for a teensy bit less wind noise from a luxury product. Fuel economy does live up to the hype, where I found myself averaging 28 MPG during my week with the Lexus and achieved 32 MPG on my highway test; Definitely a higher average than pure gas-only competitors. So, if you're for a luxury crossover that still delivers great economy, this unique powertrain represents a compelling choice for it alone. On the road, the RX 450h is adequately competent, but completely boring. Steering is lifeless and dead and with precarious accuracy at times which is unlike the smaller NX crossover I tested last year, because that had great steering. Push through this lack of encouragement and the RX is capable of being commanded to speeds that will make unsuspecting passengers want to hurl still, but there is little joy in hustling and exploring the handling of the RX. The actual balance is respectable, but again, don't buy this for driving thrills, because thrill it doesn't. What's not? Well, I don't find it exactly attractive in any sense of the word. I like the way other Lexus models look now as they've tamed the divisive Predator-grille, but the RX is too ungainly and odd. The color, Grecian Water, is cool, but it doesn't work on the RX. This isn't a full-size SUV (even if its priced as one), but the RX is too shy on interior space unfortunately. The second-row has legroom that's just okay, but it's less roomy that others I've tried recently. The rear cargo space especially doesn't inspire much optimism if you're carrying multiple carts to the IKEA checkout. For those in the need of room, there is a larger 'L' model with a cramped third-row available, but it looks even weirder. It's hard not to feel too compromised on space with the RX 450 because of the price, too. You could have a loaded MDX for the same price, and it's better in every respect save for gas mileage. Ditto for Genesis' superb GV80. Performance isn't a strong suit either, with the 308 horsepower hybrid unit propelling you to 60 MPH from naught in 7 seconds. It's also powertrain that hasn't been updated since at least 2016. Again, probably doesn't matter too much if you're buying this for the economy instead. While the interior is well-appointed with solid leather here and there, some of the switches feel cheap and the center display screen, used for music and navigation, remains a nightmare to operate in typical Lexus fashion. You can eventually tolerate it, but this is nearly 2022 now, you shouldn't have to tolerate what should be an easy and intuitive interface. It's been this way forever basically in Lexus cars, just start over and make it easier. It can't be that hard, Lexus. Verdict Why consider the RX 450h? Buy it if you like the looks and the economy figures. Why would you not buy it, though? Because of the looks, high price, bad screen, and other compelling rivals that drive better and offer more space. Really, this is a niche of a vehicle, but it's a niche that doesn't make a whole lot of sense when comparing competitors. Yes there are other crossovers that offer similar space, but they make up for it by looking much better and offering far better performance for that type of crowd wanting a compromised crossover SUV. I'd even go as far as to say that Lexus parent company Toyota's own Highlander Hybrid Platinum is a better buy for ten grand less, gets better mileage, has way more space, and is actually quite similar in luxury.

The 4Runner just keeps going, this time in a new 'TRD Sport' guise. 2022 Toyota 4Runner TRD Sport review by The Road Beat. What is it? Toyota's never-dying 4Runner, their off-road oriented and truck-based SUV. With a new 'TRD Sport' trim, there are now a further superfluous number of choices in the 4Runner range. Fitting in the middle of the field, it combines elements from other trims to become the TRD Sport you see here. Now, you can have an SR5, an SR5 Premium, a TRD Sport, Trail Edition, TRD Off-Road, a Limited, and a TRD Pro. This Sport model is sport only in name, with a front bumper derived from the Limited and geared more for the streets. To me, they're all mostly the same, with the exception of the TRD Off-Road and Pro models being more aimed for those wanting to venture off the beaten path, and the Limited's somewhat upscale interior. The core characteristics that make a 4Runner a 4Runner are all present across the entire range. What's Hot? Well, it's a 4Runner, a vehicle that carries an unmistakable coolness to it, owed to its legendary durability and capabilities off-road. 4Runners have a traditional and stylish SUV shape to them, too, and have become a vehicle of desire for many. I personally know people who upgrade from their RAV4s or other smaller SUVs to 4Runners simply because they want a 4Runner. A Highlander is superior transportation for you and the family, but the 4Runner is an object of desire, even if it's a relic of the past in terms of design and tech. On the road, the 4Runner is delightfully old-school to drive, if you're into that kind of thing. It's not as stable as modern crossover SUVs, but it's easy to command on the highway above 70 MPH even, this despite the apparent aerodynamic properties of a shipping container. Wind noise isn't even that bad, surprisingly. The aging V6 needs commitment to extract anything from it, but it does rev up with a decent noise and surprising pull at the top end. You do get a sense of invulnerability in the 4Runner, with confidence knowing you can beat the living heck out of this thing and it will just keep going, such is the legend of 4Runners. Even though this 4Runner is not aimed at the off-road crowd like others, select 4-low using the electronically-controlled transfer case knob, and this SUV will eat modest trails like Cheerios, and with absolutely no fuss, all the while remaining solid as granite. Ground clearance could be better, and the idle speed in 4-low is pretty slow actually, but it will do a better job than say a Highlander, with its unibody construction. A Highlander can do mostly all the same, but the 4Runner will still do it all just that tiny bit better and with less effort. What's Not? Quite a bit. Objectively, 4Runners are not good vehicles anymore, yet they work their way into the hearts of hundreds of thousands each year in America. The interior for one, is in need of an extreme makeover. The cheap plastics, overall design motif, and the terrible infotainment display screen in the dash, are all relics of a time when Taylor Swift was still a country artist. It's appalling to think that Toyota has never given the interior a facelift after literally decades. But, the $Runner (Money Runner, yes, on purpose) still sells so I guess why should they? At least there are a few modern safety features available now as on all other new Toyotas. But really, the interior is the single biggest weak link and reason to not choose a 4Runner. And it's not like this a cheap vehicle by any means, yet it reminds me of a sub-$25K econobox inside. At least it's spacious and the seats are comfortable. A similarly priced Highlander has a far nicer interior. Performance is a slug-sprawling disappointment, despite the 4.0-liter V6's desire to rev. Blame the ancient and slow-shifting five-speed automatic for that, which greatly hinders the acceleration and economy. Oh yeah, this Runner averaged only 17 MPG during my spell with it, which is awful for a relatively small and lacking engine. With 270 horsepower, 0-60 MPH takes nearly eight seconds due to a lack of flexibility and gearing to get moving off the line. Buy with your heart, not with your head... There are lots of better choices for a new SUV as we look already toward 2022. Toyota's own other offerings, like the Highlander, are more economical, drive better, and have comparatively luxurious interiors. Shoot, you can just about get an entry-level Genesis GV80 even for fifty-grand, or an Acura MDX. However, the $Runner still boasts the cool factor that draws many to it. However, the TRD Sport is not what I'd recommend. I don't like hood scoop nor ugly wheels. Also, the front bumper isn't as nice as a TRD Off-Road or SR5's. If you're buying a 4Runner for only the street, you probably shouldn't, but if you do see overlanding and heading for the trails in your future, the TRD Off-Road or Pro will be the 4Runner for you. Those models better serve the 4Runner mystique with their added ruggedness and capability. Plus, manual transfer cases for 4WD, of course. So then, buy a new 4Runner with your heart, because your head should say no. 2022 Toyota 4Runner TRD Sport As-tested price: $45,904 Pros: 4Runner coolness; rugged unbreakability Cons: Gas-guzzling; ancient interior Verdict: Choose wisely, if this is what you really desire

Review of the 2022 Honda Civic Sport 2.0 by The Road Beat. Words and photos by Mitchell Weitzman. What is it? Honda's 2 for 2 with their new Civic. After being thoroughly impressed by the flagship Touring sedan earlier this summer, the far cheaper 'Sport' model retains the core values that make this compact sedan so superb in the segment. It's an economy car with so few compromises as to even make economy cars genuinely desirable. This 'Sport' model sits in the middle of Civic hierarchy for now, being the second cheapest after the LX, which comes it at $22,915 with destination. The Sport adds another $1,400 to include pretty 18" wheels, paddle shifters, a leather-wrapped steering wheel, and proximity-sensing exterior door locks. This Sport 'sports' a cume total of $25,877 with options and destination, most notably a HPD (Honda Performance Development) exterior package for added visual tension (which it does successfully). What's hot? Like the prior Civic Touring I drove, the biggest selling point perhaps of this Civic is how damn good it drives. All the controls are intuitive; exactly how a car should feel. Steering it through bends, whether just a freeway onramp, or a winding section of back-roads, you can't help but feel in complete command and filled with confidence. The steering-wheel, itself tactile and comfortable in its well-wrapped leather, feels just right in the hands, and the rate of response is direct and linear to a fantastic degree. Seriously, most sports cars don't have steering this good. Likewise, handling is a strong point with a front-end that is willing to change direction to your every input and the whole chassis has a wonderful sense of balance to it. No punishing understeer here like from other economy cars. This is very much a driver's car at heart disguised as a sensible and affordable car. The only car that is as good is Mazda's superlative 3 (though, I've only tried fully-optioned Mazda 3s and never a cheap base model). Corollas and Elantras are good, but the Civic is able to show off just how well-engineered and, dare I say it, soulful it really is when compared back-to-back. The looks have worn well on my eyes, as I continue to appreciate the simple elegance of the new Civic's shape and details. I like how it looks low and stretched out, much closer to a rear-wheel drive sedan than a front-driver. Notice how low the hood actually is. The rear three-quarter view is best, with it showcasing the sloping roofline and rear haunches. I know others will miss the, er, 'excitingness' of the prior editions aesthetics, but not me. This new, grown-up class is a great starting point. The HPD options add little black spoilers and side skirts here and there and make for an aggressive, yet restrained attitude. I do recommend it for the looks alone. Fuel economy for the week with this Civic were expectedly good, recording an average of 33 MPG and 41 MPG on the highway, but that is strangely less than I achieved in the Touring model with its more powerful 1.5L turbocharged engine. This unit is half a liter larger, sure, but I had hoped it would produce a little better given the lack of power we'll come to next. What's not... Performance is not hot. In fact, performance doesn't really exist with the Civic's naturally-aspirated 2.0 inline-four. While the 1.5T-powered Touring did 0-60 MPH in 7.6 seconds, this Sport model took an aging 9.5 seconds. I swear all three endings of The Return of the King take less time than this Civic requires to reach 60 MPH. The startling fact, though, is when you learn that the turbo'd Touring only makes 22 more horsepower and 39 more torques, which isn't that much powerful, to knock off two whole seconds. It might be rated at 158 horsepower in this form, but it felt more like 130 at best. So, if you want speed, get your Civic with the fab 1.5-liter turbo instead. The interior space is greatly improved over the 10th-generation Civic, but I do think there are just a few too many plastics inside. The counterpoint, however, is that the build quality is typical Honda-brilliant, with no rattles whatsoever. Plastic, yes, but it's basically ballistic-grade at least. The design of the interior is restrained and bordering industrial (as is the home interior design trend these days) with the grate along the center of the dash. I do like the environment's design, but just would say for the price some pieces could be a little better. After that, there is very very little to dislike about the Civic. Even the CVT transmission, a type that can be so repulsive in other cars past and present, works perfectly fine. It's a car that comes with great expectations and meets nearly all of them. The best affordable sedan? Probably. It looks nicer than the competition and is well-made. The number one concern is the disappointing performance, which most buyers won't care about. The price is still affordable, but Civics aren't as cheap as I remember them from years past. For example, a loaded-up Elantra will only set you back only another grand, and the Elantra N Line I recently tried, with its hot 200-horsepower and dual-clutch transmission, cost the exact same. As it may be, though, the Civic drives nicer and has a better interior than that Elantra N Line did. Want some real spark to your Civic? The new Si was just announced with 200-horsepower of its own. It'll likely be sensational, especially with its six-speed manual transmission. I'm ready for it. 2022 Honda Civic Sport Price as-tested $25,877 Pros: Pleasing looks and quality; economical; great steering and handling Cons: Slow. Really, really slow. Verdict: Reaffirming the Civic as the most popular and one of the best compact sedans.

It has its own shortcomings, but the Tiguan is a charming small SUV with an optional seven seats. The Road Beat reviews the 2021 Volkswagen Tiguan SEL R-Line. Words and photos by Mitchell Weitzman. What is it? Volkswagen's Tiguan, their not-so-compact compact SUV. Designed to compete with vehicles like the Chevy Equinox, Toyota RAV4, Honda CR-V, or Mazda CX-5 among others, it's a (relatively) affordable way to move you, your family, and pets all about in your daily routines. Why would you want one? Because you like the concept of owning something German with lots of space and for a price most can afford. Is it a perfect 'people's car?' Not quite, but it does display some pretty good merits of why you would choose this over a domestic or Japanese rival. It's a very crowded field of compact SUVs, and I think the Tiguan stands out by, well, not standing out. Read on why that could be what you want. What's hot? The Tiguan, especially this 4Motion AWD model, drives particularly well. Steering is on the light side for my tastes, but it's wonderfully accurate which loads you with confidence once the road starts zig-zagging. The chassis reassures, too, maintaining a neutral and eager outlook when it comes to handling. You can throw the nose in and get back on the power early and hard, with the Tiguan modestly firing out of corners with very little understeer. In the real world, albeit with some practice, you can easily terrorize the casual Porsche owner on back-roads quite easily, such is the capability and ease of use. No, I'm not saying it's faster than a new 911, but considering many Porsche owners haven't a clue what they're doing behind the wheel, then yes you can be faster than them. The ride quality impresses, too, exhibiting controlled responses to bumps. For example, a recent Hyundai Tucson had a horrible reaction to larger dips that left the car bouncing up and down long after the impact. The Tiguan remains neat and tidy at nearly all times while remaining comfortable. It can get out by larger imperfections, but it's better than many others. I like the style of the Tiguan, even if it's quite understated. Toyota's RAV4 is angular to grab attention while that same Tucson looks alien-futuristic (I rather like that, but I understand many others won't). It all comes across as very German here, and in a time where so many other cars have bold styling cues strewed about, it's almost now a luxury to see something so simply handsome. This R-Line example adds a few niceties for a more catching appearance than other Tiguans such as those 20" wheels. Perhaps it's still a little boring? Sure, but handsome nonetheless. For being considered a compact SUV, the Tiguan is nothing of the sort. Space in the front and second rows is generous and able to fit a variety of shapes and sizes of human (or canine). The storage/cargo area is plenty for anything that doesn't require a Suburban and this Tiguan even has a fold-down third-row of seats, a rarity for a vehicle of this class. Granted, those third-row seats suck, but at least they're there in case of emergency (they're optional so you can either choose with or without the third-row). The third-row option is unique in this class, as I can't think of another compact SUV that boasts seven seats. What's not? Performance is far from hot. While the turbocharged four-cylinder is smooth and friendly in operation, speed is not in its dictionary. 0-60 MPH happens in a glacial 8.8 seconds, which places it far behind competitors; A Mazda CX-5 Turbo will clear 60 MPH over two seconds quicker! Pickup from a stop and accelerating up to speed in normal conditions is perfectly adequate and presents no issue whatsoever, but stomp your foot down like Toretto and you're greeted with basically nothing. Passing isn't easy in the Tiguan. You would think that maybe they sacrificed performance for economy, but that isn't the case either, with an average showing of 25 MPG overall and 33 on the highway. Rivals that perform better are also just as or even more efficient. The one caveat is that the Tiguan is at least slightly bigger, so the economy isn't so much of a demerit as it was just middle of the pack. I hoped for more after being so impressed with the 50 MPG freeway runs of past Jettas and Golfs. Let me be clear, the economy is fine - others might call it good - but I just hoped for more considering how slow it is. The Tiguan, here in totally loaded up SEL Premium R-Line spec, has an interior that will please some, but not once you realize just how much it costs. I was perfectly fine with the interior of the last Tiguan I tested, but that was a sub-$35,000 Tiguan. With this example cresting over $40,000, it's just not quite good enough. I do like two-tone design and brightly colored Storm Gray seats, and they're comfortable, too, but other materials are somewhat lacking for the high asking price. The general design of the center of the dash with its infotainment also looks dated. It's easy to use and also works quite well, but it could be held to a higher standard for sure. You might also notice the Fender-branded stereo, but I found it nothing more than average. My Recommendation I like the Tiguan a lot. It drives really nice and has all the space you could need or want. The performance is weak, but it isn't meant for that anyways. The interior doesn't impress, but you could bag yourself a far cheaper version than this that is basically the same quality. And that is what I would recommend. Like the R-Line appearance package? You can get an SE R-Line (instead of this SEL) for nearly $10,000 less, and that represents huge value. 20221 Volkswagen Tiguan SEL Premium R-Line AWD As-tested price: $40,885 Pros: Very nice to drive; Spacious; Handsome exterior Cons: Slow; Unimpressive interior quality at this price; Also, expensive as optioned Verdict: The Tiguan is a favorite for a reason, but careful with the price and packages

The driving experience is wonderful, but this compact crossover is a little too, er, compact Review of the 2021 Mazda CX-30 Turbo Premium Plus Mazda has done it again. In a sea of otherwise boring-to-drive cars and fake-SUVs, they've come out swinging with a stacked team once again with the CX-30, a compact crossover. While crossovers are far from what gets my blood pumping, the CX-30 does in a way no rival can possibly dream of under forty grand. With its delicious blend of style and performance, it's impossible to ignore, all except the fact that it's just too compact. What is it? Mazda's compact crossover, the CX-30, neither a car nor an SUV. In the name of style, this svelte, sculpted shape aims to give drivers the benefit of sitting higher up (personal preference, of course) in an SUV-style vehicle, but still possessing the fizz that makes all Mazdas so great to drive. Mazdas are also considerably more upscale than some competitors, so you get an interior clad in nice leather trimmings and other quality details; you'd likely be mistaking it for a luxury car at times. It's also, unmistakably, a compact crossover SUV at only 173" long. What's hot As is the case with all Mazdas, the CX-30 drives brilliantly. Natural steering is connected straight to your brain, allowing assured responses. The chassis underneath loves to corner, digging hard into the pavement with a wonderful balance that shames all other crossovers. In fact, this CX-30 handles better than most sedans. Aim the nose at a series of bends on a windy road and you'll be bewildered at how well this crossover can devour apexes in an involving manner. Most similar cars will lose grip at the front and plow into understeer, but not the Mazda, instead being able to grip and slingshot itself out of turns with the help of its all-wheel drive and powerful engine. Speaking of which, the CX-30 has the familiar 2.5-liter turbocharged four-cylinder mill that powers most other members of the Zoom-Zoom family. With 227 horsepower and 310 foot-pounds of torque on regular 87 pump gas (you can get a claimed 250 horsepower on premium, 15-year barrel-select 91), the CX-30 shoots to 60 MPH from rest in only 6.1 seconds. Because of its flexibility, there's substantial power available from under 3,000 RPM even. At under $40,000 there is no other vehicle of this type that has the punch of the CX-30. I tested a similarly-sized Lexus UX 200 F Sport earlier this year, but with only 169 horsepower, 9 seconds were needed for 0-60 MPH. Nine! And that thing stickered for a crazy 42 grand. Fuel mileage was rather good considering the performance on tap, achieving 33 MPG on the highway and averaging 27 overall despite its older six-speed automatic. Inside the well-appointed cabin, you're greeted by a legitimately luxury environment. This Premium Plus is wonderfully equipped with all the acronyms and features you can want in 2021 and even next year. Lane keep assists, radar cruise control (though Mazda sadly deleted the option to also instead use regular cruise), rear cross traffic alerts, a decent 8.8" screen with navigation, Apple CarPlay and Android Auto, and blind spot monitoring. I like the simple elegance of Mazda interiors and the CX-30 continues that trend, focusing on the important bits that matter. Several passengers that I took for rides were similarly impressed with this crossover's classy cabin. The only aspect inside I wasn't convinced by were the grab-points when the closing the door upon ingress. It's also quite attractive on the outside, too, as are all Mazdas. What's Not As great as the CX-30 is to drive, it's not without flaw(s), chief of which is the lack of space. Make no mistake, this is a compact crossover/SUV. It's perfectly fine from a driver's perspective, but those rear seats aren't quite made to accommodate adults for anything more than modest distances, and the rear cargo space is the opposite of spacious. In fact, the CX-30 is no more spacious than the brilliant Mazda 3 sedan. If space is what you're after, the larger CX-5 (and slightly more expensive) that Mazda offers (also class-leading in basically everything) will be your golden ticket. Speaking further in comparing it to the Mazda 3, that sedan drives even better. Released this year was the 3 with the same exact engine combined to all-wheel drive. Costing a vacation-worth less than the CX-30 when equipped the same, I would much rather have the Mazda 3 turbo just because I personally prefer cars over crossovers. But, I get it, a lot of people like sitting up high, but don't think you're choosing a CX-30 because you believe it gifts you with extra space. The fact that it sits up high and looks like a larger vehicle from afar does not equate to more interior volume. Another quip of mine is the annoying parking brake. You come to a stop and shift the lever into 'P,' the parking brake comes on automatically. Okay, great, I like that. However, each time I got in the CX-30 for a drive, I would shift it into 'D' to set off and upon releasing the brake, I noticed how the Mazda would squat down at the rear and remain stationary. Why? Because while the parking brake turns on automatically, it does not turn off automatically. This means you have to manually turn off the parking brake before setting off. Maybe there's a hidden setting to disable that, but I found it mightily annoying. If it turns on all on its own, then surely it should also turn off on its own. Hmm. If you want a small crossover... Then buy the CX-30. Other competitors don't drive as well and don't have the same style nor luxury-like interior as seen on this Premium Plus example. Want to save some dough? The base CX-30 starts under $25,000. You'll be missing a lot of the luxury and the power, but it's still a better-furnished and better-driving car than competitors. You can't go wrong with the CX-30, but you can do better. What do I mean by better? Don't discount the fabulous Mazda 3 and 6 sedans first. 2021 Mazda CX-30 Turbo Premium Plus As-tested Price: $35,400 Pros: Style, quality, and performance; Great to drive Cons: A little too compact; Mazda's sedans are even better Verdict: It's the best in class, but is it the class you want?