A battle of crossover siblings, and a complicated family affair of rationality. 2023 Toyota RAV4 Hybrid compared to the RAV4 Prime Words and photos by Mitchell Weitzman What are they? Compact SUVs, or crossovers, made for the mainstream and rational person. If you take trucks out of the equation, the RAV4 has been the best-selling vehicle in the United States multiple years on the trot. The Hybrid model combines a gasoline engine with a small dose of electricity for increased efficiency and headlining MPG claims, while the rival Prime model ups the energy with a larger battery pack and a trio of increasingly potent electric motors for monumental performance gains and a 40 mile electric-only driving range. But, the Prime costs a large chunk of change more, retailing at a nearly $8,500 premium over the Hybrid I tested. So the question then: is it worth it? The premier choice, and what is right for you, is wholly subject to application as we'll discover. For apples to apples, too, both RAV4s I tried were AWD XSE trims for an optimal matchup. MPG This might be what most are interested in when choosing either. The RAV4 Hybrid XSE with AWD averaged 36 MPG during our week together. This was a mix of mostly freeway driving with some city thrown in. It falls four MPG of the window sticker's estimate, but 36 is mighty still for a spacious crossover. I tested the Prime version about a month later, and driving the exact same routes, I averaged a disappointing 30 MPG, some way short of the 38 MPG EPA estimate. Now, I did purposely drive the RAV4 Prime without any charge to see how it would fare as just a hybrid vehicle for comparison, and when driven this way, efficiency does pale next to the regular RAV4 Hybrid. The story changes, though, if you charge your RAV4 Prime, and after spending time with one, that's really the only way this powertrain makes sense. If you do plug it in to charge the 18 kWh battery pack (will take about 12 hours from naught if you use a standard electrical outlet at home with the provided cable), you can expect about 40 miles of electric driving without using a drop of gasoline if you desired, tipping the scales decisively to the expensive Prime. So, my take is this: if you have no interest in charging a car, the RAV4 Prime makes no sense for you unless you just want the added performance (more on that later and why it's mostly irrelevant). Otherwise, to just put in gas and go, the cheaper RAV4 Hybrid is unmatched here and somewhat more convenient. Power Where the RAV4 Prime XSE categorically dominates is when it comes to performance, thanks to its towering 302 horsepower which dwarfs the modest 219 from the Hybrid XSE. This should come as little surprise given an 83-horsepower advantage. What is a surprise, however, is by just how wide of a margin, with the 7.5 second 0-60 MPH sprint of the Hybrid dropping to a startling 5.5 seconds. As a result, the RAV4 Prime is definitely capable of speeds that casual Toyotas of the past were not equipped to do, except it's still not quite equipped as such or meant for speed. What do I mean? Well simply put, the RAV4 Prime might have boatloads of extra punch, but nothing else has been tuned or changed to match; The performance gains begin and end with the horsepower. The brakes? Poor pedal feel certainly doesn't help here (something both suffer from), nor does the lacking braking performance in general. Mechanical grip in the corners hasn't changed, either, and it has the same cushioned ride quality that helps for comfort, but limits overall ability as it starts to wallow around. So, while the RAV4 Prime certainly has speed when going straight, the handling and braking abilities are not upgraded to match this newfound velocity; Don't go thinking this some kind of RAV4 AMG in other words. A real world example would be if you're in a hurry on a winding backroad in a RAV4 Prime, be careful to not overcook it in the corners and braking points out of misjudgment. Yes, it's faster, but it's not useful anywhere except when merging onto a tricky freeway or something similar. I think most owners are not trying to drive quickly or drag race onto highways in their RAV4 anyways, so the power aspect can almost be seen as negligible just in the case of the prospective buyer's needs. I happen to think the RAV4 Hybrid is too slow, but I don't think existing RAV4 Hybrid owners necessarily think the same nor actively complain about it. Power is compelling, sure, but it's not as worthwhile as one might think. Driving impressions Well, both RAV4 Hybrid and Prime drive pretty identically; They're simple and effective modes of transportation. The steering in each has benefitted greatly from Toyota's new focus on making better driving vehicles, with direct responses that give confidence on most roads. They drive arrow straight on the freeway, too, are reasonably quiet, and have a nice and comfortable ride. For traveling one place to the next, any RAV4 makes a compelling case, as basic transit is what Toyota has done so well for so long. It just so happens that by now, fortunately, the cars are actually decent to drive on your commutes. These positive attributes are limited to normal motoring, though, with rival cars like the Mazda CX-50 being the benchmark when it comes to driving dynamics and handling. As highlighted above, the RAV4 Hybrid is perfectly competent in basic citizenry, and even holds some composure when more is asked, but once you try a Mazda, it just doesn't come close. It's the RAV4 Prime that falls shorter here, not because it's worse, but rather because it's not any better. Despite all that extra performance, there's no more braking nor cornering ability than the much slower, 'lesser' RAV4s. With the available speed, you might just expect more of the RAV4 Prime. Interiors Inside, these are basically genetic-copies of one another, made more certain by the fact both are XSE trim levels. One of the only ways to spot any difference is one has some blue stitching while the other a sort or orange color. While stopping short of some niceties that the top-level Limited models have, both these crossovers have well-made interiors even if they do fall shy in terms of some cheap plastics here and there and an outdated infotainment screen with large bezels. The knobs for the climate temperature have a tactile feel to them and are large for a nice grasp, so I did enjoy that. There were also no rattles in either vehicle so, while maybe some cheap components, it's at least assembled well. I do, however, much prefer Toyota's own Venza, based on the RAV4, when it comes in and out style with a cabin fashioned to a higher standard. The unfortunate reality is that neither interior backs up their respective retail prices of $42,296 and especially $50,731; They're nice for a RAV4, but are missing the premium build and materials that ought to be expected now. The competition has moved further on, like the huge updates and upgrades in Honda's new CR-V, in ways that legitimately question where the money is going here, not to the mention the gorgeous cabins of Mazda's CX-5 and CX-50. Luckily, comfortable seats are common place in all RAV4s, as are spacious rear seats and cargo holds. Over the years, the RAV4 has grown considerably, and unless you need a vehicle with three rows of seating, you really might question why anyone could need a larger car than this. A place where the RAV4 Hybrid was weirdly and distinctly worse when it comes to interior quality was the inclusion of the nastiest seat warmer rocker switches in any new car. Located under the HVAC controls, the buttons are large and somewhat stiff to press, feel like cheap plastic, and make a loud, and I mean loud, click and clack when pressed. They don't match anything else in the car so it gives the impression they were almost forgotten about at the last minute. The RAV4 Prime, also an XSE was much more pleasant when it came to seat warmer operation. Remember, even this RAV4 Hybrid is an over-$42,000 vehicle - crap buttons like this don't cut it. Both do have all the safety systems one would expect now from a modern car in this class, and both these XSE trims had the large panoramic sunroofs. There is a lane/steering assist that you can activate, but I found it woeful and seemed to want to actually leave your lane rather than stay in it. Hyundai leads the way here when it comes to lane/steering assists at this price bracket. Tech foibles A few niggles I noticed were present in both cars and seem to be traits not isolated to just these Toyotas. There were several times where I had to squeeze the tailgate release three or four times for it to open and I'm not sure why there isn't a button to both close and lock it at the same time, too, as many other vehicles now have this. I already mentioned the dated center entertainment, but I also do not like the overly and overtly busy nature of the digital instrument cluster, with far too much information that takes away from your key elements; A barrage of numbers, colors, and shapes that add nothing and only detract. Further, I found both cars to have too many beeps and bongs for things like simply just starting the car, and the cruise control consistently would not maintain the speed I chose. Often the car would be traveling 1 MPH under my set speed even on level ground, and this is only noticeable and annoying because when you glance down at the gauges, you're now seeing two different numbers next to one another. A weird and recurring problem with these and some other Toyota hybrids is the vastly inaccurate fuel gauges. While simple math of the MPG multiplied by the fuel tank's capacity should yield driving ranges of around 500 miles in either model, both of them struggled to forecast even 400 miles. It's one thing to be conservative, but to be off by 100 miles is just ridiculous. Doesn't Toyota want their customers to be confident in how far their car can travel? Value and a (previously) unfair advantage This is where the tricky gets trickier. The RAV4 Prime, with its absurd price tag, is just that: absurd. When talking about the interiors above, this is where the RAV4 Prime really gets slaughtered: nowhere in any vicinity does this resemble a car that costs over 50 grand. it's the same RAV4 interior and quality that you get for 40-large, just inflated by 25%. I'm sorry, but this just isn't a fifty-thousand dollar vehicle; There might be a price gap between the two, yet there is no quality gap. But, this is where an unfair advantage used to take shape: in the United States, a RAV4 Prime used to qualify for a whopping $7,500 federal tax credit, markedly closing the price difference between the two. At that point, for only a thousand dollars extra, why wouldn't you have gone for the faster one that can also do electric driving? If you plan on actually charging it and utilizing that aspect, then it'd be a no-brainer. If you don't, then I think most will be totally content with the Hybrid and its better gas-only MPG. However, that federal tax credit no longer exists as the RAV4 Prime (and every plug-in and EV Toyota is made in Japan and therefore fails to meet the established criteria. Because the RAV4 Prime no longer gains that unfair advantage, there is now no reason to splurge that much extra over the RAV4 Hybrid; It's just not worth it. A verdict of confusion If the Federal Tax Credit comes back, it might change the outcome. It's also not my position to speculate on government subsidies that may or may not even exist in the first. Right now and for the forseeable future, the RAV4 Hybrid is the better buy due to its substantially cheaper price tag and, apart from the straight-line speed aspect, is basically the same car (apart from those horrid seat warmer switches). For that reason, I'm declaring the RAV4 Hybrid the winner in this matchup because the Prime does not do enough to justify the price increase. Also, be sure to check your local dealers for pesky markups, as the relative rarity of the Prime might incur large and disappointing markups, another external factor that may ultimate influence your decision. Other choices you may want to consider are the Mazda CX-50, a fabulous machine inside and out that leaves every other alternative in the dust when it comes to driving dynamics and fun, not to mention a thoroughly upscale interior. Only problem is, the MPG isn't very good without a hybrid option. Honda has a new and stylish CR-V Hybrid that has their top-spec Sport Touring hybrid model at under $40,000, making for excellent value, though it also has notably worse economy than the RAV4 Hybrid in my own testing (think an average of 30 vs 36). Hyundai also has their own Tucson Hybrid with love-it-or-hate-it styling. 2023 Toyota RAV4 Hybrid XSE As-tested price: $42,296 2023 Toyota RAV4 Prime XSE As-tested price: $50,731 2023 Toyota RAV4 Hybrid photo gallery 2023 Toyota RAV4 Prime photo gallery

I love the current Miata, but it's nigh time for a new one 2022 Mazda Miata RF Club review with The Road Beat Words and pictures by Mitchell Weitzman What is it? The Mazda MX-5 Miata, the venerable roadster that invented the modern and affordable RWD sports car. The ND-generation, now on sale since 2015 already, or, when Avengers: Age of Ultron came out, now sees updated rivals and a changing landscape that make Miatas the old guard of the bunch. This RF has the power-folding hard targa top, so it's not quite a real roadster like a standard MX-5, and has the refined Grand Touring package rather than the Brembo and Recaro-equipped Club models. Oh, and this one has a six-speed manual and stickers for $36,015 with destination factored in. What's good? The Miata remains a driver-focused sports car to the fullest, thanks to its mission of giving you more by the way of less. It's light on mass, with an estimated curb weight of around only 2,500 pounds, an enchanting number in an age of heavyweight vehicles (did you read that the new C63 AMG weighs damn-near 5,000 pounds?!?). The Miata is physically tiny, too, at just 154" long to make use of compact parking spots to great effect while also making it incredibly easy to place on the road. Behind the wheel of any new Miata gives you the innate sense of being completely in command of your machine and craft - not a bad trait for a sports car. As I've said before of past Miatas, this RF impresses with its sweet yet playful handling, letting the driver carve whatever line they choose through a corner. The steering is quick and precise, and isn't annoyingly light either, adding some substance to the controls. The gearshift is easy to learn and the shifter rod slots into each gear with textbook definition and tactility. Some might find the throws a little long, but I rather like the old-school feedback obtained from the shift pattern. Heel-toe downshifts and throttle blips are done like second-nature, being hard to resist at any and every opportunity, especially to display that you chose right and bought a manually-equipped example #savethemanuals. Throw the Miata into a series of bends, and with some authority (speed), and you'll be delighted by the moderate grip on offer and soft suspension, both working together to give endearing feedback to the driver. By having some body roll and non-sticky tires, it gives the chance to really lean on a corner and approach the limits of adhesion with ease; Grippy tires and no roll would actually ruin the character and rip the fun right out of this car. When you do go a little too hard, or if it's damp out, rotation can come a little abruptly due to the short wheelbase and dimensions, but it's always calm and effortless to either hold it or bring back in line. Traction control can (thank the heavens) be disabled at any time when you so please. When you think of how a sports car should behave in the curves, Miatas continue to set a stirring and sterling example in the traditional sense. There's no electronic wizardry happening here, just plain, old-fashioned fun and balance. Fuel economy is great from the 2-liter engine, too, averaging a commendable 32 MPG during my week with the little Mazda. If you're looking to save on gas, a Miata can also be your answer for that as well. What can be improved The Miata delivers such amazing goods in the driving department, but there are many, many flaws that are growingly worrisome as 2023 is now here. It just isn't that fast. Sure, Miatas received a power update two years back that raised horsepower to 181, but it just never feels that quick. Don't get me wrong - you can have TONS of fun in one as it is, but after driving the new Toyota 86, it's closest competitor, the Miata's lack of outright oomph is definitely a weak link, made even more apparent by the legions of fast new hatchbacks that are all embracing turbocharging. I like naturally-aspirated engines, so maybe what can be done is either a small electric motor can be added for a substantial 50-horsepower boost, though that would bring unwanted weight, or let engine capacity grow to an 86-matching 2.4-liters as well. I vote the latter. An extra 30-horsepower everywhere would let the Miata sing the same tune, but better, for the rest of the decade. Kind of like the Taylor's Version of her seminal Red album. The interior is decent for a Miata, but there are many cheap and flimsy bits that now fall short of what I would want in a brand new car in 2023 costing this much. It's quite cramped, too, a given with a Miata, so just be sure you are able to sacrifice this much space and practicality in your own purchase. Trunk space is actually quite usable at least, even with a folding roof eating up volume. There is a storage between the backs of both seats, but this is awkward to use and with rickety plastics as well. A GR86 isn't necessarily a nicer car on the inside, but it is definitely more solid and modern, and one with less rattles. In the center of the dash is a small infotainment display screen that is not touch-sensitive, so lovers of touchscreens will have to resort to the rotary dial that works pretty well at least. However, the display itself can lag and be slow to respond, often times needing a full second or more to load the next screen. This electronic performance in particular ages the Miata significantly, like bad CGI in older movies. Even though I praised the soft suspension of the MX-5 that allows for greater driver confidence, the reality is that the ride quality itself is rather poor, being stiff and jiggly on many roads, even emitting a few rattles for a brand new car. You would hope for a cushioned ride because of the featherweight narrative and exhibited body roll, but it's bouncy and rigid on rough roads. Also of note, in relation to the folding roof, were windows that do not automatically go all the way back up upon putting the roof in place. So, when I had the roof off and the windows up, folding the panel back into the closed position sees to the windows slightly lowering during operation, likely to help make room for and make a better seal against the roof piece upon completion. However, the windows do not go up back once the roof is firmly in place, meaning you have to then roll the windows up yourself. This is very weird considering I had the windows all the way to begin with. Furthermore, I noticed that the windows didn't always go all the back up after simply opening and closing the door. I often would start driving and hear some wind whistles and, sure enough, the windows were cracked (it's normal for two-door cars to have the windows drop a half inch any time the door is opened as they usually don't have a frame around the glass like sedans and other cars usually do). So again, the windows drop a tiny amount, but then didn't go up after closing the door and setting off. Another item that cannot be ignored is how loud the Miata is. Please be sure you know what you're buying into, as the Miata, with roof up or down, is not a quiet vehicle. With the roof panel folded away, I noticed a strong buffeting behind my left ear for example, and music has to be turned up to surprisingly strong levels to even hear it at all. The RF itself has a roof that can only be electronically operated at walking speeds, so be prepared to slow all the right down when changing your mind or when you want to sing along to Blink-182, but don't want the neighborhood to hear it out of embarrassment. You can forgo the electric roof of the RF for the soft-top standard Miata as well, using simple and effective manual labor instead to tune of only a few seconds. A confusing verdict What the Miata does well, it does almost extraordinarily well. For no-frills motoring, wind in your hair, a real mechanical connection between you and the road, the Miata provides all the thrills. But, and this is a big but, the competition for a budget RWD driver's car has surpassed the performance and refinement greatly in the shape of the new 86 and BRZ. And it's not like they're boring now because they're all 'grown-up.' In fact, it's quite the opposite; They're better than ever. And for a totally different flavor of performance car, add to that the arrival of the completely unexpected and impressive Hyundai Elantra N, a FWD sedan with stonking power and an attitude that gets you sent to the Principal's office. However, none of those give the pleasure and sensation of wind-in-you-hair motoring. Actually, with that in mind, the Miata has no rivals except the significantly more expensive BMW Z4 and Porsche Boxster. If you want an affordable convertible sports car, the Miata remains the only choice. For those looking for extra value and want a bare bones, but still mightily fun experience of one, the soft top Miata starts at under $30,000 for a base Sport model. 2022 Mazda MX-5 Miata RF Grand Touring As-tested price: $36,015 Pros: Fantastic handling; Driver connection Cons: Unrefined compared to new and updated rivals

And this one even has spicy bronze wheels 2023 Toyota Camry Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Can you believe the current generation Toyota Camry is already five years old? Time flies - 2018 was when Avengers: Infinity War came out, after all. The 2018 Camry was indeed a Thanos-sized leap forward for America's default affordable sedan, with the Camry continuing to slaughter the Accord and other competitors in sales. Such is the success of the current Camry that it's almost like all rival offerings were snapped-away and vanished completely. Tested here is the 2023 model, in eye-catching (or repulsive to some) SE Nightshade trim with Reservoir Blue paint and bronze wheels, and the efficient hybrid powertrain. All in, this example stickers for a reasonable $32,839. What's good? Toyota's hybrid powertrain delivers here in this Camry, averaging a commendable 42 MPG overall during my week with it. While that number falls short of the 46 shown on the sticker, it's still a fantastic result that serves as a viable alternative to the lack of a truly affordable electric vehicle. In some markets, where electricity can be expensive, an EV might cost even more to run now that gasoline is back under $4/gallon here in my neck of California. Helping the economy is the ability to run as a fully-electric vehicle at speeds below 25 MPH, though you have to be uber gentle on the throttle to avoid firing the combustion motor. Camry's are spacious vehicles, with this example having generous amounts of room found in the rear seats and a sizable boot to hide your junk. On the highway, I found it reasonably quiet and very comfortable, with a soft ride quality that made a 300 mile one day trip to San Francisco and back feel like a quick trip to Target. It also tracks straight and is easy to drive at freeway speeds, too. Climbing up to the famous Twin Peaks lookout, above San Francisco, I luckily had a series of twisting spaghetti to myself, helping explore the handling characteristics. I think most Camry owners will be pleasantly surprised to know how balanced and capable their commuter really is on this front, with most Camrys reserved to just mundane highway traffic. The steering is accurate and has a morsel of weight to it, adding some confidence, and the front is quite willing to go wherever you choose. Grip is limited by the economy tires, but the actual balance is impressive for a vehicle that's never been once thought of as 'sporty' in prior generations. Abilities are limited at higher speeds, though, where a quick flick for a hard 50 MPH kink was met with a delayed shift in weight transfer that just didn't feel at home as the left front was not happy to deal with so much inertia at once. So, at slower speeds the handling is surprisingly good, but it's at higher velocities where the soft suspension and tires do deflate and reveal some shortcomings. The Camry TRD impresses in this regard. What can be improved? As good as the economy is on the Camry Hybrid, a few years back I tested a Sonata Hybrid, in the more luxurious and heavier Limited trim, and that car averaged 45 MPG. So, I do think the fuel economy crown for this class of vehicle has passed on from the Camry if you're looking for the most in fuel savings in a mid-size sedan. Both are great and deliver excellent efficiency, but the Camry MPG fell short of what I hoped for and what rivals are capable of. Stepping inside the Camry and, while it's not a totally derelict disaster, I did find the overall materials not as nice as other rivals, like that from Hyundai or Mazda. There are nicer trims you can choose from, like an XLE for example, but in my experience in an XLE even, the interior bores and doesn't give off the pseudo-luxury vibe that alternatives now deliver. When this generation first debuted, it was revelation among Toyotas, but five years on, it's shine has waned and I reckon the just-announced new Honda Accord will also signifacantly move its own game on beyond the Camry for interior refinement. Another annoyance is the ever-presence barrage of beeps that Toyotas are now known for, including a chime to remind you about potentially leaving items in the rear seats. This sounds useful, but most of the time there's a chime and reminder to check the back when there's literally nothing there. It's okay, other cars behave exactly the same, but still annoying. It does, however, instill a sense of quality, and I mean in the sense of being put together well and a lack of rattles, so it'll likely last at least. Furthermore, the center infotainment display is a generation behind, and is definitely in need of some new graphics and features. A comfortable vehicle to be in, but it does too good of an impression of a rental car at this point. What is really needed is a conversational talking point to stand out. Performance is neither good nor bad, for this class of hybrids, but a 0-60 MPH of 8 seconds doesn't set the world on fire. The engine can be annoying at higher revs as well, making a racket that I'd prefer to not hear, but this is a trait of almost every four-cylinder vehicle including that of any competitor. This is a case of where the silence and smoothness of a fully EV-powertrain would be welcome. Perhaps the biggest issue is the oncoming of the - gulp - new Prius. Have you seen the new Prius? Yeah, it looks actually kind of hot. It also now has performance that can keep up with the Camry Hybrid (if anything, it should be faster) while also achieving an estimated 10 MPG better in the real world. Given the choice of a Camry Hybrid or a Prius, I never thought I would say this, but I would take that new Prius in a heartbeat for its exciting looks and superior economy. You'll lose out on space, but that's a concession I'm willing to make with ease for the looks and performance alone of the Prius. A solid choice - but not the best Choosing a Camry Hybrid is far from a failed decision, but it is one that lacks imagination and driver satisfaction. I personally prefer the Sonata Hybrid for its better MPG and the nicer interior. However, the Hyundai has polarizing looks, with many thinking the Sonata is an ugly duckling - to each their own. The Camry here has been spiced up with blue paint and bronze wheels, but it hasn't done enough to mask its underlying age. And for the record, the bronze wheels are a highly acquired taste and are fortunately not a required choice. This is a five year old product now, and I'd either hold out for the next one in a year or two, or go for that cool new Prius instead. If you do pick the Camry right now, rest assured that you have made a sensible choice still, albeit, a somewhat boring one. 2023 Toyota Camry Hybrid SE Nightshade As-tested price: $32,839 Pros: Optional bronze wheels; comfortable and efficient Cons: Bronze wheels; more efficient choices; the new Prius

It costs a heck of a lot, but this is a seriously impressive luxury SUV 2022 Volvo XC90 T8 review with The Road Beat Words and pictures by Mitchell Weitzman What is it? By price, Volvo's flagship vehicle: the $84,090 XC90 SUV. Yes, it's far from affordable, but this is a properly luxurious machine with loads of space given its three-row seating arrangement. Under the hood and powering all four wheels is a hybrid of hybrids, with supercharging, turbocharging, and a usable battery pack with an electric motor. To say it's complex is simplification, but it works in the real-world, and rather well. After this review, you might want to rethink that German purchase and choose something a little more Scandi - Ikea this is not! The highs Where to start - How about a gorgeously sculpted and crafted interior featuring some of the best raw materials in any car under $100,000. The style is typically Scandinavian minimalist without also being both barren nor cold (not all Scandi style is based off of George Lucas' THX 1138). You want leather? You'll find lots here. Suede headliner to pet while sitting frustrated in traffic as a tactile calming device? Check. You want wood that even Ron Swanson would be proud of? You got it. The screen is large and dominating, but also refrains from being outright vulgar and remains well-integrated. Did I mention the adjustable, massaging front seats? Yeah, those were a necessity during each drive and my girlfriend loved them. Oh and the shift knob is actually crystal. And it's pretty (if a bit of a finger print magnet). You'll also be sure to notice the exquisite metal detailing throughout the living environment including the gorgeous Bowers & Wilkins speaker covers. Even without fancy, fizzing seats, the chairs themselves are exceedingly comfortable and there's next to nothing that feels cheap upon contact with your hands and fingers. Space is generous in the second row plus there's a retracting third row when needed. With the third row folded flat, cargo volume is about class-standard and is easily enough for large grocery gets and/or a Mastiff (if they can make the jump). I also particularly love the understated exterior design that makes up most all new Volvos. It's sharp and modern without being gaudy and nor are there excessively large grilles up front. It's the same basic shape that defined the original XC90 over 20 years ago, but it's been tailored to a slim fit that Savile Row would approve of. Performance is fantastic from the hybrid-hybrid powertrain (remember, it's turbocharged, supercharged, and electrified). With 455 combined horsepower at disposal, it is largely dependent on your driving mode to get the full effect, but select the proper setting and 0-60 MPH is discharged in a scantily impressive 4.5 seconds. For a big car, this thing moves with a velocity that not even the 6.2-liter V8 in a Chevy Tahoe can match. The real party trick is the efficiency of this rig, though. With an onboard battery pack for the electric motor that can do nearly 30 miles on a full charge, it does add flexibility for owners who have access to cheap electricity or even free charging (depending on your place of work). Even without plugging it in, this XC90 averaged a wonderful 26 MPG, a truly impressive figure given the amount of performance on offer from the powertrain. This number is even more notable when BMW's own X5 45e plug-in SUV only returns about 21 MPG when driven normally as a hybrid (not plugging it in. It will, however, deliver a similar electric range if one does charge this Bavarian competitor). Fear not, as the XC90 is also a formidable and refined vehicle on the road. Steering is precise and the suspension forgoes any excessive wallows in corners, with the tires biting unexpectedly hard into the pavement when pushed. In true luxury practice, the ride quality itself is always nice, keeping harsh and annoying bumps isolated from occupants, and it's quiet, too. The chassis could perhaps be better honed to take advantage of the engine and electric power on tap, but this is a thoroughly nice driving car and delight to be in at all times. Could Volvo make an AMG or M equivalent? Sure, but that's not quite their clientele (even if it could be). The lows Where the XC90 comes up short is in price and the electronics package. The steering wheel takes time to learn as none of the buttons have words or pictures on them, relying on just shapes such as lines and circles that artists will perhaps love. Eventually you learn them, but at first acquaintance, it does take some practice. In the middle of the dash is a large screen that looks the part when you first open the door, but upon closer inspection you realize that the display is lower-res than it should be and the graphics do look slightly dated. Similar to being on an older iOS on your iPhone, the graphics and interface could use a refresh to bring things up to date. It's easy enough to use (even if multiple other Volvos have had displays literally freeze at times), but it just should be sharper and more inline with the rest of it all. And also, why in the world can't the top-view camera and the rear-view camera be displayed at the same time? There's clearly room to show both, but instead you're left with one or the other. And when the rear-view is shown, the top half is a CGI vehicle with black all around it. Why can't it be both cameras? Other cars do that feature just fine... I did find the cruise control to not be entirely consistent, often times dropping below my set speed even on level freeway, and the fuel range estimate can vary literally by the hundred at times. I left my house at one point with 300 miles of indicated range, drove 30 miles to Sacramento, and then it displayed over 400 miles of range. Upon returning to Cameron Park, the range was then at 270. It shouldn't fluctuate that much in such short periods. The other concern is the price. At well over $80,000 for this fully-loaded Inscription trim, it certainly comes at a cost and really isn't any less than BMW's offering even. I happen to love the big Genesis GV80 SUV that comes superbly equipped for about $10,000 less. It might get an appalling 18 MPG, but hey, you're saving 10 grand up front at least and the design inside and out is arguably even more majestic. BMW also has the new iX all-electric SUV that's just now going on sale. You might think it's absolutely atrocious in design, but the actual driving dynamics and efficiency has impressed early reviewers. It starts at around $85,000 (though expect to pay at least 100 grand for one with decent options). Verdict If you don't want to fall in line with the raft of others who continually pick German out of habit, the XC90 remains a well-thought choice that performs well and with luxury to brag about. This specific model is unique in the crowd with its considerable fuel economy and the ability to plug it in if you choose for even greater savings. It's hard to go wrong with any of the European luxury prospects, really, but picking the Volvo can luckily be done on legit merit. 2022 Volvo XC90 Recharge T8 Inscription As-tested price: $84,090 Pros: Power and efficiency; great interior Cons: Last decade infotainment; expensive

Ultra luxury bargain. Relatively, at least. 2023 Genesis G90 3.5T review with The Road Beat Words and pictures by Mitchell Weitzman What is it? "Ask no questions and you'll be told no lies," says Dickens in Great Expectations. It's not easy to disrupt establishment, especially one so programmed into their lease-cycles of the latest BMW or Mercedes 7 and S-classes. However, ask questions, and you might be surprised at what you might find in the direction of Genesis, a brand that has quickly come to be known for their own great expectations. Meet the redesigned Genesis G90, the flagship sedan from the South Korean luxury brand, itself a subdivision of Kia/Hyundai. Don't be fooled into thinking this is just a fancy Sonata, though, as the G90 is a luxurious yacht ready for the A-list leagues. With German luxury flagship prices steadily creeping up year after year to a new tax bracket, Genesis undercuts them all while compromising next to nothing with its exceptional quality and genuine air of charisma. You'd have to be silly (and in need of a CT scan) to consider spending more on BMW's gross new 7-series... The highs Genesis, in case you and millions of others might have missed it, is on an absolute tear right now, producing banger after banger; The current automotive equivalents to Jack Antonoff or Mark Ronson. Their G90 sedan is no exception, being a total belter right out of the gate for a laundry list of reasons. Style It's got plenty of it, being reminiscent of a luxury yacht. Not just any boat, though, as I'm thinking of Leonardo DiCaprio-in-the-Mediterranean-partying-with-young-models kind of yacht. Or, basically a scene from Wolf of Wall Street. Anyways, it's damn impressive, with a menacing presence courtesy of that gaping grille that somehow isn't too stupidly large in person. I dug the tapered creases and flat surfacing that help give an almost-vintage appearance, capturing some of the majestic legacy that defined older Rolls-Royce and Bentley models even. The unique and cohesive front and rear lights add to the appeal. Look, pull up to an event, whether you're driving or being driven, in one of these and people will be looking for the right reasons. An Impeccable interior A fancy and decadent interior highlights each drive and experience in the G90. Leather, wood, and metal are bountiful in every direction and the feel to the touch encapsulates the essence of excellent - I'm attempting to sound even remotely sophisticated as the G90 is, such is the shear joy of being inside one. I spent time playing around in a new Rolls-Royce Cullinan just a week prior, and while okay, sure, the G90 isn't quite to the level of the behemoth from Goodwood, it's not nearly as far off as you'd think. And it's not like the G90 is short on theater, either, with plenty of show-stopping points inside to catch and hold your attention. Items like the gorgeous and huge center display screen (and very well integrated into the dash), metal switchgear, massaging seats in the front and rear (and they work good), and just the insanely dreamy levels of comforts from the chairs themselves are all awesome. Oh, and you can press a button to close the doors for you, front or rear - That's one worth showing off. Space is gigantic in any and all seats, with room for LeBron in the back even. Really, you could just actually fit the starting five for basically any NBA team in here with total comfort. For some added rear seat entertainment (and annoyance depending on your friends and kids), passengers in the back can control virtually (and literally) almost all aspects of the vehicle's entertainment and climate via their own controls. Value But, objectively, nothing the G90 does here is unique. However, what makes the G90 so special is the fact it does all this at a price way below what you'd pay elsewhere for the same features and/or refinement. The one other big luxury sedan that also offers a value play is the Lexus LS, but the Lexus is left for dead by the Genesis. Cruising bliss If the G90 drove like a motorized outhouse, I guess it wouldn't be all that bad considering you could have someone else merely drive you instead, but thankfully the G90 impresses here, too. Behind the wheel, things are slightly isolated, but isolation is a trait of grandeur, so it would make sense that G90 isn't a daring driver's car after all. Competence is the key here, with suspension that prioritizes comfort yet retains composure for when you're late to that morning merger meeting. There is lots of mass here, 208" and nearly 5,000 pounds of it, but the G90 handles quite well altogether, never embarrassing itself when you decide to be rude behind the wheel. It may wallow, but neither is it deflating. The best environment is when you're on the highway, cruise control set, and the G90 is superbly quiet and refracts almost all environmental intrusions. As a passenger, it's probably one of the easiest new cars to fall asleep in. For the driver, the steering tracks scientifically straight with no wandering, and there's also an impressive semi-autonomous steering mode, which I guess would be useful for when Mike calls and tells you the merger is in trouble. The lows Performance doesn't disappoint, but neither is entirely impressive, though I also don't think it's of high importance really in a vehicle like this. Nevertheless, the 409-horsepower made by the new twin-turbocharged and supercharged V6 is only merely adequate, with 0-60 MPH taking 5 seconds. Throttle response is great, helped by the immediacy that comes with supercharging to fill the spooling gaps left by the turbochargers, and the power is enough to get you anywhere faster than necessary. However, it does fall behind what Mercedes and BMW offer for those that care about that aspect. Also of note was the flatly average fuel economy from this new powerplant, seeing just 22 over the course of our week together. For vast machine, that's okay, but other six-cylinder models from both big Germans both have greater speed while also drinking less gasoline. The doors are a cool item to show off, with the driver's door closing automatically upon depressing the brake pedal (as if to start it), but I actually grew to dislike the doors, finding them overcomplicated and fussy. To open the doors from the inside, you press a button and it releases it electrically, but it doesn't pop open it very far. And then when pushing it open, you are sometimes met with resistance from the electric motor inside it so it's just never really that smooth nor consistent in effort. This behavior is further exaggerated when parking on even a slight uphill slope, where, without any mechanical detents to hold the door in a spot, the door fell and closed on me. I like the idea and all - it's a cool party trick - but in the real world I just didn't like the doors all that much. Pricing is markedly less than similarly-equipped rivals of German descent, but the savings are not as great as they once were. Two years ago I tested a G90 Ultimate that stickered for less than $80,000. This new model, in range-topping flavor, does breach the $100,000 mark, if barely. While it's still less than a comparable 7 or S-class, the price is now closer than it was before. And Genesis really has to ask itself, "how many people are gonna plop down 100 large on a car they haven't heard of before?" Because when it comes to luxury, brand recognition can be as important as anything else, and the Genesis branding does indeed lack the household prestige of Big German. A must-see consideration Despite the couple flaws, the G90 is a potently theatrical device that will satisfy anyone's appetite for the finer things in life. The fact that it does so at an attractive price sweetens the deal while rarely compromising on attention to detail and the fit and finish on hand. Whereas the S-class is subdued and almost boring appearing, and the new 7 is just plain hideous, I think Genesis has the best looking flagship sedan now in the segment, too - Looks always help. Like most all Genesis products now, they are more than worthy of your gaze and consideration. 2023 Genesis G90 3.5T E-Supercharger AWD As-tested price: $100,370 Pros: Great style inside and out, astounding luxury and value Cons: Finicky doors; Slower and thirstier than rivals Photos and window sticker below

This Genesis GV70 blows the socks off me even in cheaper 2.5T specification. The standard for attainable luxury. 2023 Genesis GV70 2.5T review with The Road Beat Words and pictures by Mitchell Weitzman What is it? The Genesis GV70, the entry-level luxury crossover/SUV from the South Korean luxury carmaker. It's 186" long, so it's neither intimidatingly gargantuan nor tiny on the outside. There is lots of competition in this realm, with many German and even entrants from Sweden and Japan to compete against; It's not like you're short for choice when choosing a luxury vehicle these days. However, I believe the GV70 (and I'm far from alone in this) to be the best of the bunch for all the core, essential reasons detailed below. What's good? Nearly everything. No, I'm serious. This is a stupendous achievement and continues the success of Genesis basically nailing every car they put out. Runway looks Looking the part is every bit important as anything else when it comes to luxury goods. Do you think Tom Ford rose to the top of high-fashion for making ugly suits? Heck no. Anyways, the GV70 looks undeniably hot. Aesthetics can be subjective, but in the case of the GV70, they were subjectively unanimous in favor of this South Korean creation; This looks like an expensive vehicle. Maybe the wheels are excessively baroque, but even the big grille works. Gosh it's pretty in each sense of the word. Interior The GV70 indulges mightily when it comes to its cabin. Opulence, extravagance, whatever you want to call it, this is fit and fashioned from Fitzgerald and Gatsby when it comes to show. This Advanced package car has real leather, and it's great as expected, but in my experience, even their faux-leather offerings are higher quality and softer than many real leathers in competitors (if you decide to forgo genuine hide in yours). The swoops and curves all have a certain harmony to them and evoke design trends seen in Architectural Digest, plus fancy metal switches and gorgeous screens add to the appeal. There really isn't much inside that feels cheap and plasticky upon touch. Shoot, even the EIGHTY-THOUSAND DOLLAR Toyota Sequoia I'm currently testing has cheap, harsh plastics littered about. Not the GV70, though. Performance I could care less about any car's looks and interior if it drove like drivel, AKA akin to picking up after your dog, but this is where the GV70 shines brightest. The GV70 doesn't just drive well for a crossover/SUV, but drives well for anything. The steering? Meaty and weighted, requiring actual effort from the chunky leather wheel and also not completely devoid of feedback. These mannerisms create an enduring sense of purpose and confidence when the road becomes less straight. Some might prefer steering you can adjust solely with your pinky finger, so this might not be for you then. Instead, the GV70 goes for instinct, and that resembling of a sports car rather than a luxury people-mover. Handling is inspiring for a vehicle in this class, being even more impressive and accessible than most sedans. Did you ever use to own an old BMW from the 90s and 2000s that drove insanely good? Yeah, that's what the GV70 recaptures for those that miss Bavaria of old. The chassis responds to the most minute details and adjustments from your hands, and the front bites hard and true with understeer only coming on when you frankly deserve it. Driven right, grip is always great, and the AWD provides lots of traction to counter plowing from the front end. Come in a little too hot and you can back off the throttle to induce some lovely rotation without sacrificing any composure. Seriously, this car drives so damn good, and it's not like they even sacrifice ride quality. If you want a toy car, it's best to look elsewhere, but if you want a vehicle that actually likes and urges to be driven, and you yourself enjoy driving, the GV70 is a knockout punch when its key rivals have all gone to an isolated and disconnected approach to the road. Power comes from a 2.5-liter turbocharged four-cylinder that avoids the annoying traits that usually come associated with four bangers. Instead, this power unit is smooth and resists sounding like a blender. Nice. And with 300 horsepower, 0-60 MPH takes just over five and a half seconds, or, fast enough for any modern human. If you want more pop, you can go up to the V6 model instead. In line with other Genesis offerings, the GV70 represents stupendous value, starting at below $45,000. This model has the desirable Advanced packaged that brings fancy cameras, a panoramic sunroof, and a leather steering wheel and seats that help bring the price to just over $50,000. There is also even a pretty good semi-autonomous mode to help with highway driving. To get these features in one of ze Germans, you'll have to spend a bit more. What can be improved There are only a couple real issues with the GV70. The first of which is it doesn't get very good fuel economy. During my week with the GV70, I averaged only 22 MPG, which isn't quite what I would have hoped for in a four-cylinder vehicle. In the G80 sedan, this exact same 2.5-liter turbo engine returned a wonderful 27 MPG, but that number tumbled in this application. The 3.5-liter version that you can step up to in the GV70 only got 2-3 worse MPG overall, so at that point, I think you might as well go into the V6-powered car and have the extra 75 horsepower (the 2.5 has 300 horsepower, plenty potent, but the 3.5 ups that figure to 375 with its two additional cylinders). For comparison, a BMW X3 30i, which does have about 50 fewer horsepower, can average about 25 MPG with ease. After that, the only other big knock comes in the form of interior space (or lack of). The front seats are totally comfortable, as a luxury vehicle should be, but the rear seats don't have abundant leg space, with other options offering more. This may actually be the main constraint to most potential buyers, so just be sure that the second row will work for you. If not? Did you know Genesis also produces the equally stupendous and big GV80 SUV? It's not even that much more. The rear seats here, though, are totally hospitable, and my adult friends lived with it, but it would have just been nice to have a little bit more space is all. The infotainment and gear-rotator-knob-thing do take time to get accustomed with (and can also be mistaken for the knob meant to scroll through the center display), but you begin to learn reasonably quickly. The center display also has lots and lots of icons that resemble an unorganized iPhone home screen, but it is easy enough to use once you understand the quirks and where things are. Check one out The GV70 does cement its place as the de facto choice for entry and smaller luxury crossovers and SUVs. The price is right, and it comes well-equipped, the performance and driving characteristics are genre-defining, and the style and quality, inside and out, is unmatched. You'd honestly have to be crazy to not at least consider looking at the GV70. What Genesis is able to offer at this price point really is game-changing and the other brands will likely have had many board meetings already on how to replicate the qualities of this vehicle into their own. Even with the price advantage removed, the GV70 is still just the better driving vehicle of the bunch and its cabin is an absolute knockout. The gas mileage lacks, but hey, the missing couple MPGs are worth it. In fact, this 2.5T model is so good that it almost negates the superb 3.5T model entirely. 2023 Genesis GV70 2.5T AWD Advanced Package As-tested price: About $51,000 Pros: Great value; Great to drive: Awesome interior Cons: Fuel economy lacks

This old-school SUV has the off-road ability, but it's probably not for you 2023 Toyota 4Runner TRD Pro review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota's perennial SUV, the 4Runner, in its maximum guise: the TRD Pro. TRD stands for Toyota Racing Development, their in-house 'cool' branding department, while the Pro moniker means this is the best of the best, with honors. Think of it as akin to Macbook computers, where the Pro naming scheme is reserved for the serious workhorse machines. But, the 4Runner TRD Pro is the antithesis of a high-tech computer, instead relying on rugged, passive construction to go about its business. Highs Regardless of what you might think of this example’s new Solar Octane paint that does at least perfectly match the autumn season (and your pumpkin spice lattes), this TRD Pro is as a cool as SUVs get when it comes to looks. Aesthetics might not influence how a car drives, but the visual appeal of a 4Runner, and especially with the TRD Pro grille, wheels, skid plate, and roof rack, does play a strong hand in the success of this long-running SUV. This is a vehicle that is genuinely desired by so many in due part to how cool it appears, helping mask the many deficiencies that are quite apparent upon operation. When taking the Pro to a popular tourist pick in Apple Hill, I couldn’t help but feel like the envy of the suburbanites making their annual autumn pilgrimage to the famous El Dorado County destination. So, it aces the looks test, but what else is good on the 4Runner TRD Pro? While testing a vehicle for just week is hardly a good indication of longevity and reliability, 4Runners are renowned for their insane dependability. What I can attest to is the solid rigidity felt in the 4Runner, with no rattles heard anywhere and even paying attention to the solid thunk when closing the doors. Space is plentiful inside, too, with generous amounts of leg room even in the second row and a prosperous cargo hold for your loot. The benefit of a sliding rear liftgate window cannot be understated, being a perfect companion for your K9 friends and it makes a minimal noise impact even on the freeway. But the best part of the TRD Pro, and why you should even consider one, is the off-road capability that it comes with right off the rack. Having a traditionally strong body-on-frame construction helps, but without any mods, you can pretty confidently take a TRD Pro just about anywhere, with ground clearance becoming the only real limiting factor (you can always solve that with a lift kit). The hardware impresses, with Fox shocks, a locking rear diff, manual transfer case-controlled 4WD, and aggressive tires, but there's also some electronics thrown in to help, including multi-terrain selection, to help with your endeavors. The thing is, lots of SUVs can do what this TRD Pro does, but the difference is how easy the TRD Pro does everything, feeling utterly comfortable at all times. Aim it down a gravel or dirt trail and you'll be amazed how at home it will feel, almost as if you're still on asphalt. This is a rig you can count on time and time again and not be fearful about getting caught out in all but the most torrential terrain and weather. On the road, there is a delightful sense of feedback through the steering wheel together with some weighting. The 4Runner does wander somewhat, but that's to be expected of an SUV of this nature; I rather like the old-school steering and behavior even if it's far from modern and a long way removed of refinement. And, for off-road suspension, the ride quality is rarely choppy nor harsh at speed, smoothing out even more at speed to make for a decently comfortable ride. Lows The problem with the TRD Pro is the 4Runner itself. Yes, it has its merits, but there are so many drawbacks to owning one. Like the fact this TRD Pro costs $55,000, a not so small sum of money, but it has an interior of a $30,000 car. Actually, some cars costing $30,000 (like a new Honda HR-V) have nicer and more luxurious interiors. It's just so downtroddenly cheap inside with nasty plastics everywhere, rubbery faux leather and dash materials, and a center display that must've been designed when the song "Moves like Jagger" came out. Oh, and in case you're wondering, Maroon 5's smash hit debuted in 2010. Sorry for aging you. This is not a nice place to be and represents a huge compromise if you're considering spending this much money on a brand new vehicle when you consider how lovely other SUVs are in contrast in the same price range. At least it has modern technology like blind spot safety systems and radar cruise control, but basically every single mainstream car has those now, too, so not really a plus. Even the cameras, which luckily do include a top-view camera that helps with parking and off-roading, looks low-res and, well, old. This then is a cabin from not last decade, but the one prior, and it shows. There’s also a ‘steering angle’ digital illustration that can be seen in the instrument cluster, but it’s laughably lame, and does not show the actual angle, but rather just if the wheel is turned or not. If you weave slightly and quickly on the road, the wheels in the illustration actually will remain straight. Under the hood is a boat anchor of internal combustion, making a measly 270 horsepower from its four liters of V6-ness. Mated to a five-speed automatic (yes, only five forward gears), acceleration is leisurely. Maybe the fuel economy is okay then, since it's not quick? Wrong. I averaged 16.6 MPG during my week with the pumpkin, a quite terrible showing for a new V6-powered vehicle. Slow and thirsty - at least it nails that brief. If you like loud exhausts, you'll be in luck, but the TRD Pro requires working the throttle hard all the time to maintain and/or build speed, leaving you with lots of droning, even on the highway. It's not a good noise, either, more of just a constant blaring. Remember the World Cup games in South Africa? Yeah, like a fleet of those vuvuzela horns. Another item of note was the sliding rear cargo tray in the rear. There's a label showing that it can hold over 400 pounds, but when extended outwards and pushing down on it as if to lift myself up onto it, some nasty creaks were yielded, like it was going to snap clean off. I quickly aborted sitting on it (a 'no sitting' illustration or label is not present) after deciding to not trust it. If it's designed to be sat on for tailgating, those creaks should not be heard from maybe only 150 pounds of pressure. Weird. It's totally a cool idea, but not if breaks. The TRD Pro might have a manual transfer case to select a 4-low 4WD setting, but the gear reduction is nowhere near that of something like a Jeep Wrangler, which idles at a significantly higher speed when in 4-low. If you're really into off-roading, a Jeep Wrangler Rubicon (or some of the new Ford Broncos) could be a better option. For those that stick strictly to pavement, the 4Runner does not compute, and many will likely appreciate the refinement and stability, not to mention road performance, of a unibody crossover SUV instead, like Toyota’s own Highlander for instance, or Kia’s excellent Telluride. Verdict This is a capable machine when it comes to off-road ability and prowess, but in reality, there are so many compromises that don't make sense for a brand new vehicle. You can call Toyota lazy all you want, but the fact is that people are still buying the $runner (not a typo, and funny coincidence that the dollar sign is the same key as 4...) as-is, so they must be content. This gives Toyota little incentive to update this aging unit and just keep raking in the profits with no new R&D costs. 2023 is almost here, you shouldn't have to put up with an interior of this quality in a new vehicle that costs over 50 grand, or how much of a lazy lard it is in terms of acceleration and its abysmal fuel economy. But hey, at least the 4Runner TRD Pro looks completely badass, and you can rest assured that it'll probably last forever. 2023 Toyota 4Runner TRD Pro As-tested price: $55,380 Pros: Curb appeal; Off-road tool Cons: Slow and thirsty; Derelict cabin An icon that should be updated now.

A recipe for greatness that comes up short. 2022 VW Golf Mk8 R review with The Road Beat. Words and pictures by Mitchell Weitzman. A compact hatchback with over 300 horsepower, all-wheel drive, a fancy dual-clutch transmission, and one that's been honed and tested on the Nurburgring - Should be a recipe for greatness, right? Or perhaps a curse, brewed in the same cauldron by the witches of Macbeth. There is greatness destined here, but at what cost? There sure is a tangible cost, yes, to the tune of a staggering $45,885...for a VW Golf. The specs are exciting, though, so how it could possibly be anything short of ludicrously entertaining? The Golf R is the result of being so competent that it becomes, well, boring. An exciting machine this should be, but the emotions of what drives enthusiasts is where the Golf R does not fully deliver. Similar to laboratory boffins designing the most beautiful man or woman and then forgetting to give them a personality, VW has indulged ability, but removed involvement and the notion of fun. My tester was a dual-clutch car, and I have no doubt the manual that is available would improve interaction, but I'm afraid a manual won't save this car, especially when I enjoyed the cheaper Golf GTI so much and that also had the same dual-clutch. So where does the new Mk8 R go wrong? One of the headlining figures for the Golf R is the 315-horsepower that its 2-liter turbocharged engine produces. Paired to AWD and the potent dual-clutch 'box with launch control, prospects ought to be alluring. I've seen other magazines report 0-60 MPH runs below four seconds, a time that matches $200,000 supercars from 15 years ago - ballistically quick in other words. However, I never found the speed of the Golf R to be anywhere near that. With launch control working, I never saw a 0-60 MPH under four and half seconds, and after that benchmark speed, acceleration waned considerably. With a couple friends in the car, not a single one of them thought the car felt fast. Perhaps my R I tested had bad gasoline? But even after adding additional gallons later, it wasn't like that set the genie free either. Now, I'm not calling the Golf R slow, but it certainly isn't nearly as quick as others have reported or have led you to believe. The biggest tell is that the Golf GTI I tested a few weeks prior, which has some 70 less horsepower on the spec sheet, felt just as quick at any point in its rev range. Maybe one day I'll get to try another R to see if mine was indeed lacking, but the tester I was sent did not impress on the speed front at all. You might have heard about the publicized 'drift mode' that the Golf R has, so that must be good, yeah? True, you can turn your AWD Golf R into a pseudo RWD car for a so-called drift mode (it sends only half the power to the rear, but it can direct it all to the outside tire to easily 'overwhelm' the rubber). Does it work? Yes, it'll drift and power oversteer pretty authentically for a hatchback, but there's a catch, of course. At speeds over 30 MPH, the drift mode is less usable and best recommended to be left off. Leaving a corner with the power pinned and flicking upshifts at the redline through the first few gears, I was met with a wag from the rear at each upshift, like a dog's tail when excited, leading me to countersteer while going straight. This greasy weasel of a rear axle is not for the faint of heart and you need to be prepared. If you thought torquesteer in a front-drive car was bad, wait until you feel torquesteer from the rear! So yes, it can drift, but don't use drift mode anywhere else. So what about attacking back roads? Surely a car with an 'R' badge attached to it ought to be at home in this setting. And it is, but just not in the way you would hope. With its firm, sporting intent, and all-wheel drive security and grip, the R can be devastatingly effective on b-roads; If you know what you're doing, you can easily embarrass the casual Sunday-supercar-owner. Yet, there was little joy in backroad barnstorming, being a boring affair, free from passion; I found it akin to an old arcade style racing game, button smashing on a PlayStation 2 controller if you will. Furthermore, the car's electronic safety measures were far too intrusive, often limiting power before any slip had even occurred. Okay, so let's switch this hatch into the special 'Nurburgring mode' via the center display, that ought to do the trick. This is a car, after all, famous for a quick 'Ring time, so this mode must be exceptional. Except it isn't. Responses are heightened, but again even in this track mode, the aggression exhibited by the safety nannies was beyond aggravating, not letting any freedom before intervention. I seriously doubt this was the mode that was used to set a fast lap at the Nurburgring... These big brother antics are made worse by noticeable turbo lag when shifting manually. At a decent pace, I found myself turning in and eager to get on the throttle and utilize the all-wheel drive to whizz me along. Instead, power is restricted by traction control (even in track mode), and then you're left having no idea when it will come because once the nannies release you, the turbo has stopped spooling and now needs to rebuild boost pressure. The only caveat I could think that might help is that my tester did wear Hankook summer tires, which I've had good experiences with in other cars, but I would recommend getting Michelins on yours instead for added tactility and grip. The only real solution for some fun in this car then, is to disable traction and stability controls completely, but how many are going to be comfortable doing that in the real world where variables are endless and without gravel traps to protect you? I did try it in this way, and it is improved, yet the R is still not as malleable as the front-wheel drive GTI when you get aggressive with the wheel, lacking flickability and overall fun factor of its junior. I'm sorry to say it, but the Golf R is just not nearly as fun as it could and should have been. Clinical might be the best term for it, and I don't want clinical in a performance car. But maybe this is exactly what you're looking for in a vehicle; easy and accessible speed, albeit up to a limited point. Fast, but never entirely fun. There are some good points to mention, like seats that do a great job holding you in place and the fuel economy. During my time with the Golf R, I averaged a decent 26 MPG and saw about 32 on the highway. These are not bad numbers for a car with this much claimed horsepower, though a new Toyota Supra 3.0 gets even better with more power. The other nicety is the practicality that a squared-off hatchback brings, with plenty of cargo and back seat space for a vehicle that is only 170" long. Ready for more negatives, though? For a vehicle over $45,000, the interior just doesn't cut it, sharing many materials with the now discontinued $25,000 base Golf; This simply is not a cabin worthy of the price tag. Also, I wrote about this is in detail with the also-new MK8 Golf GTI, but the center display/infotainment system is terrible. I believe it was a system designed by programmers who then never tried actually using it themselves. It's slow, disorganized, and with too much stuffed into it (note the lack of physical buttons on the dash). Just abysmal. Then there's the touch-sensitive steering wheel buttons that work only half the time you want them to, and many times that you don't want them to. Ergh. And why is the switch for the climate control shortened to a dumb 'clima' instead of climate? The center console storage also makes a nasty sound, and, you have to raise it all the way up before it can close. Not even holding the lever as a clutch defeats this, which would make sense, but perhaps sense doesn’t translate well in German. Wow, it sounds like I really hate this car, but it's more that it could have been so good. Instead, it's overpriced, not as fast as advertised in the real world, and not all that fun on the roads where it should be. I enjoyed driving the cheaper GTI more and found it just as fast when it comes to power despite the lower horsepower. I'd much rather point a buyer in the direction of a GTI and save them nearly $10,000 while doing so. As a reasonably quick, small AWD car, however, it doesn't have much in competition. You could look at a base Audi S3 or Mercedes CLA35 AMG, and there's also the BMW 230xi (a 2 door coupe) instead. The only way I can see this as being recommended is if you absolutely require an AWD vehicle based on your climate and don’t want a Subaru. Viewed as a performance car, though, there are definitely better and more involving cars for the money (and for even less - looking at you, Hyundai Elantra N). Perhaps the biggest threat is yet to come, with Toyota's highly praised AWD Corolla GR-Four now imminent, and also don't discount the new Civic Type R. 2022 Volkswagen Golf R As-tested price: $45,885

The new GV60 takes an imaginative exterior and interior design and couples it to nearly 500-horsepower. 2023 Genesis GV60 review with The Road Beat Words and photos by Mitchell Weitzman What is it? The first all-electric vehicle from Genesis, the luxury subdivision of Hyundai/Kia. Slotting in below the GV70 and GV80 SUVs in terms of size, the GV60 isn't any cheaper, but it is wildly more powerful in this spec due to its all-electric powertrain that makes 429 horsepower (and 483 temporarily for extra boost). Does this compact luxury crossover make any sense, though? Highs When the GV60 was first revealed online, I was unsure what to think of it. The common word I saw and heard was 'funky,' which doesn't quite tell if that's good or not; A Honda Crosstour is funky, but also ugly, for example. In the flesh, I really enjoyed the distinct personality of the GV60's aesthetics, and so did basically all who saw it. The proportions aren't unlike that of the Tesla Model Y, but the Genesis doesn't resemble a Dr. Seuss-designed creation (though apparently hundreds of thousands of people don't mind driving around in a car fresh off the lot from Whoville). Anyways, call it funky, off-beat, fresh etc., this is a unique and cool-looking car in person. Continuing the stylish exterior is a distinct and exuberant interior. Video/streaming advertisers will love it, as this is OTT (over-the-top) to a next and new level of interior design. Is that a Tolkien Palantir in the center there? No, it's the drive-selector concealed. A gimmick, sure, but hey, at least it's not boring - people dug it, too. Materials in the cabin are good, but not great, with some plastic and flimsy bits disguised as machined metal and so forth, but this interior nails the brief for pure theater. More importantly, it's just exciting and great to see the creativity coming forth with new models from a new brand. Also, it's quite comfortable, too, and while the back seat isn't humongous, it's also not as cramped as you might initially think. If you want power, then the GV60 in Performance trim will surely satisfy your appetite. The standard power output might be 429, but pressing the boost button on the steering wheel unlocks an additional 54 horsepower for 483 total. That's as much as a Ferrari F430 in case you were wondering. Actual performance greatly depends on the drive mode selected, too, but when the correct mode is selected and with that boost button pressed, you better hold on. 0-60 MPH takes only 3.8 seconds, and the rush from any low speed is relentless to any legal velocity. There are faster vehicles still, but why? The ability to seemingly teleport down stretches of suburban roads are reaching more and more reasonably attainable vehicles, and if you weren't prepared for it, it might not even be safe! Further establishing this point, because it's electric, there is no build-up in horsepower, coming on instead instantaneously. When passing a slow vehicle up a hill, the GV60 responded so quickly to peak acceleration I nearly rammed the back of the minivan in front as I was changing lanes! The GV60 also continues the Genesis trend of building superlative-driving machines. The ride resists being choppy and unnecessarily firm nor floaty, with handling that impressed on winding country roads. The steering, like on most modern cars, is dead, but it does steer nicely still and with confidence. I dislike how light the steering is in the standard mode, but it firms up nicely when driven with extra vigor. What I found most noteworthy is that, despite all that power available, the chassis takes it just fine, with enough grip to out drive most Sunday-supercar-owners, and a balance firmly derived from a sorted sports-sedan. The all-wheel drive in particular does a great job in corner exits and can really propel you forward once the wheel gets straightened out. I recently had also tried Volvo's C40, which also has 400-horsepower, and in tight roads, it was definitely more power than the brakes and chassis could handle, The GV60 can really slug it out in contrast, treating beckoning roads like easy batting practice. For those wanting charging and efficiency info, I averaged 2.8 miles per kWh of battery capacity. With a 77 kWh battery pack, that equates to about 215 miles of range, somewhat less than what a Tesla Model Y Performance can achieve from a similarly-sized battery pack. Why isn't this a negative? It does at least match the efficiency of a VW ID.4 and Toyota bZ4X, both of which are far slower EVs. So, it's way faster, but it isn't any less efficient than other cheaper offerings. Call that a win-win? Maybe not entirely, but at least the Genesis has lightning recharge times, with the ability to juice at up to 350 KWs, or about double the charging speed as some other options. Lows Some issues are hard to overcome, though. Like, why the interior at first glance is this creative, almost science-fiction interior with flashy components, but then why do random bits feel cheap? The metallic-appearing surfaces on the door panels are a good example, flexing upon grabbing and squeezing the interior door handles; It's more luxury by opulent appearance rather than raw materials in other words. Oh, and how does the GV60 not have wireless Apple CarPlay? To enable this function, your phone must be plugged in. Strange. Not exactly a large car by any means, some might be disappointed with the rear seat and cargo space inside, both of which are compromised by the sloping roofline. The Hyundai Ioniq 5, with a traditional, square hatchback silhouette, succeeds better in this regard to maximize volume. One must also ask themselves if 215 miles of range is enough, too. There are a lot of new electric vehicles coming out in this size class, and all seem stuck around 3 miles per kWh of energy and 200-250 miles of range. Someone needs to move the game forward here at a non-outrageous price. Lucid has, but it'll cost you. Everyday Teslas can eek out a little bit more real world range and still holds an advantage here. Perhaps the biggest obstacle to this GV60 Performance is the price, because at $69,560, it's anything but cheap for what is a compact vehicle at 178" long. This is all the more worrying when you realize you can have an Hyundai Ioniq 5 AWD or Kia EV6 AWD with every option ticked for about $15,000 less on the Monroney. That's a huge chunk of change to move up to the GV60, and while those aren't as fast, they're still plenty quick on their own and offer more universally liked designs, too. If the GV60 moved the game on from the EV6 and Ioniq 5 twins with both increased performance and range, then it could be more justifiable, but it actually represents a decrease in range. If you want the nicer car, sure, go for it, but I don't think the difference is enough from both those excellent and cheaper offerings. Verdict: Don't get me wrong, for I did enjoy my time with the GV60 Performance. I liked the interesting design and wild cabin, while occasionally relishing in the fun peak acceleration the GV60 can offer. However, I don't think it does enough to differentiate itself from the Hyundai Ioniq 5 and Kia EV6, which sticker for far less dough, and it's not like either of those have barren, apocalyptic rental car interiors, too. I like the GV60, but the toughest competition comes from within the same corporation. 2023 Genesis GV60 Performance As-tested price: $69,560 (starts at about $60,000) Pros: Neat design inside and out; Impressive speed Cons: Some cheap interior parts; The Ioniq 5 and EV6 exist A great and unique new EV, but faces strong internal competition.

The original hot hatch continues into its 8th-generation. Still a deserving icon? What is it? There are only so many certainties in the world. Some include death, taxes, another obscure baseball record broken by Shohei Ohtani, Trump denying an election, and Volkswagen's Golf GTI. The German Giant's extremely popular Golf hatchback, doused up in performance GTI trim, has amazingly been around now for nearly 50 years, debuting in 1975 at the Frankfurt Motor Show. It changed cars forever, proving that a practical and affordable, front-wheel drive hatchback could be great fun. Due to enormous successes, the GTI continues today, tested here as the new MK8 model. Is it still a winner? What's good? At first look, you might not be overly excited about a 241 horsepower hatchback, especially when base Mustangs and Camaros come with 300 horsepower engines these days. However, that 241 figure is a big fat lie. How do I know that? This GTI felt exactly as fast, if anything quicker due to a strong turbocharged midrange surge, than my own 332 horsepower Nissan 370Z. Get your stopwatch out and the GTI, with the snappy DSG dual-clutch automatic, fires to 60 MPH from a rest in a rabid five seconds flat. Even after 60 MPH, the motor just keeps on pulling and pulling; It's insanely impressive and must be closer to real-world 300 horsepower. It's also miles quicker than a Jetta GLI, which has a similar power rating, and extremely well-matched to Hyundai's fundamentally brilliant Veloster N in terms of speed. Despite only sending power to the front wheels, there is some magic at play that makes it entirely usable no matter which direction you're heading. You might think that all that power comes at the cost of the front tires, being a front-wheel drive box at its core. However, Volkswagen is the world leader when it comes to front-drive refinement, with only a hint of torque steer when spooling the turbos below 10 MPH at its stonking 26 PSI peak boost pressures. After that, it's legitimately unnoticeable, and, thanks to some mechanical and electronic trickery, you can get on the power heavily mid corner and not face the dreaded unholy understeer that plagued past front-drive performance cars. Rather that pushing off over a cliff edge, the GTI can utilize its trick limited-slip differential to send power to the inside wheel and pulls you through a corner; It's mightily impressive. On a tight, twisty road, there isn't much that a GTI couldn't keep up with as most roads don't allow a McLaren 720S to use all its power, and nor are most drivers able to extract even half of what a big Mac can do. You can definitely annoy supercar owners and influencers in your GTI and have a laugh about it later. Which then brings us to the handling - It's good. While not as sharp or single-minded as a Veloster N, the GTI represents a deft blend of capability and everyday comfort while remaining quite fun and provocative when asked - you can turn off all the assists and relish in the playful balance easily and safely. And it does all this yet retains a reasonable ride quality, something a Veloster N can't do when you enter its 'N' mode. The steering lacks outright feel, but once you're turned it weights up nicely and has a direct connection to the direction of your front wheels. At just 1.9 turns lock-to-lock, it's very alert, with a steering ratio that is more reserved for supercars. The rack is also variable, meaning the ratio quickens and slows the more or less you turn, but it comes across natural and confident. Sport mode in the GTI tightens up all responses, and also brings a notable increase in exhaust volume that might not be to everyone's liking. Overall, from a performance perspective, the new GTI is an exhibition in outright aptitude, but also is entirely usable and livable. For those concerned, gas mileage is excellent, with the GTI averaging an impressive 28 MPG during my time with it. As Borat would say, "Very nice!" What's not good? So I mentioned that it basically drives excellent, but the GTI is not without fault, but none of it has to do with how it drives. A big change for the new Golf is a redone infotainment module that removes almost all physical buttons, but, that's not good. Not only is it clunky, but it's just too much work for basic tasks. Sometimes it responded slowly, too, and organization could certainly be improved. The screen that makes up the gauge cluster might be eye-candy, but it's similarly difficult to navigate through. VW has gone all-in on this touchscreen interface, but I feel like they didn't do any testing with potential owners. Of course the engineers behind it will know how to use it and think they hit the jackpot and praise their own intellectual prowess, but others, actual real people, will no doubt find it frustrating to use. And why the heck is climate labeled just 'clima?' You couldn't add two more letters? Somewhat related are the touch controls that are available in this GTI. You will not find a volume knob, rather, a bizarrely terrible touch sensitive +/- that you can either click or slide, located below the screen yet in-between some wonky secondary fan controls. It's hard to see at the angle it's positioned, doesn't respond accurately, and I also found myself accidentally adjusting the climate control next to it, since there are literally three +/- sliders all next to each other. Bad planning. You could instead use the volume on the steering wheel, but like all the other too many steering-wheel controls present, it also doesn't respond well to neither clicks nor slides. Sliding barely ever worked when meant on purpose, and I found myself accidentally sliding against it and other controls at random when moving my hands on wheel at times causing screens or volumes to change. Steering wheels do not need slideable controls. Just no. Further, there are literally seven buttons for cruise control. Why? The user interfaces are not well-thought out, but that's not the only knock on the interior. I was mostly happy with the quality of the interior, but there are some cheap bits that standout. Chief of which is the single worst center console cubby of any new car I've tested. Raising it brings out a nasty clicking sound from its plastic mechanism as you lift it up. Yuck. But also, you can only close it if you raise it all the way. If not at max height, there's a gear that freezes it in place. Not even holding the release handle defeats this - you actually have to lift it up to close it. So, it makes a terrible, cheap sound, and it's a struggle to close. Who signed off on this, VW? It's a freaking cubby cover - it's not that hard! Couple these issues with VW's trademark, industry-leading beeps and bongs. Did I say industry-leading? Yes, by that, I mean the worst. Maybe it's just for an American audience they don't think too kindly of, but the warnings beeps and bongs are horrendously loud. Don't even think about opening the door with the engine running while parked (or even with just the ignition on), because the loud blaring becomes unbearable. As I was taking photos and had the door open for interior shots, the bong was loud enough to completely outdo the radio. Curiously, it won't display this behavior when any door except the driver is opened. Passengers want to open doors at will? Have at it I guess. Every modern VW displays this same annoying characteristic and it must be because they think so little of the people that drive them. I would pay a decent chunk to someone with a computer to code out the sounds. Closing thoughts The MK8 Golf GTI is a terrific performance machine that can be enjoyed and used every single day, but as an everyday car, that's where it struggles. How does that make sense? Well, it's an amazing machine and crazy fast for the price, but its function as a car, your daily transport, suffers from its wonky infotainment, touch controls, and the absurdly annoying safety bongs. If you want a real dedicated sports car for the same price, the Hyundai Veloster N is the better choice still, however, you will sacrifice comfort and refinement. The GTI could be the easy default number one choice as long as you can acclimate to the concerns on the inside; The invigorated, consummate performance icon blighted by bad tech. Eh, you'll probably still love it anyways. 2022 Volkswagen Golf GTI as-tested price: $36,880 Pros: Huge speed; great handling; good economy Cons: infotainment and controls need work; annoying beeps Verdict: Affordable, practical, and great performance, with a serving of bad tech.

Too expensive for being so tiny and slow. At least the MPG impresses. 2022 Lexus UX 250h review with The Road Beat Words and photos by Mitchell Weitzman What is it? The Lexus UX 250h, a compact crossover based on Toyota's bargain basement C-HR (they share the same 103.9" wheelbase), albeit with the Lexus-luxury treatment and a hybrid powertrain. I can't stress 'compact' quite enough when describing this vehicle, especially when it comes to the inside. The as-tested price for this 'Luxury' trim UX (aren't all Lexus vehicle luxury by definition?) is a whopping $44,115. Be prepared, this review is not going to be entirely nice. At all. Highs Exceptional gas mileage is the key strong point of the UX 250h. During a week with this blue Lexus, I averaged 35 MPG, a commendable figure that has become consistent with the Toyota group's latest hybrid powertrains. If you want something luxurious and that saves on gas, the UX 250h does deliver that goal in spades. Even with its meager 10.6 gallon tank, that still means you can go almost 400 miles per fill. And yes, wearing both a Lexus badge and 'Luxury' literally printed to the end of its name on the window sticker, this is a thorough Lexus experience when it comes to the quality of the cabin. The seats are made out of Lexus' 'NuLuxe' synthetic leather, but you'd be easily fooled into thinking it's the real deal. There's just a certain polish evident in the interior environment that whispers things like, "long-lasting" and a whole-hearted, "nice" to you. If there's one thing Lexus knows, it's how to put an interior together. Some of the buttons are of the cheaper variety, but for the most part, all touch points are a job well-done and gives the accurate and convincing impression of luxury. The steering is accurate and not ponderous, and the car on the whole is secure and competent. Modest run-flat tires prevent it from being any real fun in corners, but the handling is at least decent on the whole. It doesn't really stop it from being snooze-fest, but the Toyota architecture underneath does provide a platform yearning for freedom. As just a car to hop in and for running to your destination, the UX largely succeeds with how easy it is to operate and drive. Despite the flashy blue paint and aggressively sculpted bodywork, just don't be fooled into thinking this is a sporting machine: It's not, not even in the slightest of ways. At least normal buyers will find comfort and confidence in its commuting dynamics. And there's where the advantages of the UX 250h end, unfortunately. Lows There's not a lot Lexus can do to make up for its obvious weaknesses, all which circle back to that exhausting asking price. A severe lack of interior space and performance make the UX 250h nearly impossible to justify at the $44,115 cost. On paper, the UX has an overall length of 177", which is anything but tiny. However, past the front seats, this is a claustrophobic nightmare. Rear leg space dwindles for anyone over 5.5' tall, and my friend, at 6' 2", had a laughable experience seeing him cramped into its confines. This is partially in due to the short 103.9" wheelbase (even a Corolla has a longer wheelbase) combined with the low 60" height. While young kids would be fine, and some small dogs, this is not a back seat meant for actual humans for any period longer than five minutes. The same applies to a cargo space that is not Costco-optimized, so plan accordingly when you decide to pick-up some new furniture from that Facebook Marketplace ad. The economy does impress yet, but the engine on the whole is an absolute garbage disposal. With only 181 horsepower to motivate this 3,600 pound crossover, acceleration is disappointing to say the least, with 0-60 MPH requiring a lengthy nine seconds to accomplish. And when you do need to ask for throttle when merging onto faster roads, the noise emitted is toxic, exacerbated by a continuously-variable transmission that holds the engine speed near redline for prolonged time. This kind of noise and behavior is not one reminiscent of a luxury product. Honestly, this is where fully-electric powertrains would be beneficial, because it'd be smoother, way more powerful, and you wouldn't have to hear that rattling racket anymore. But, then it'd cost even more... The price becomes more challenging when you realize you can have a Toyota Venza Limited at the exact same price, which is pretty dang close to interior build quality, gets the same MPG, and is significantly larger inside everywhere as it's based on a Toyota RAV4 rather than a C-HR/Corolla. This kind of money also gets you into an okay Highlander Hybrid, even. You can sacrifice 5 MPG and have BMW's excellent X1, too, which drives soooo well and is also larger inside. The car is so cramped inside that it really does pose a legit concern for anyone spending over 40 grand on any vehicle. If it were cheaper, sure, it could make sense for those wanting a luxury compact car, but the price is a real head-scratcher. It's not like, "oh, at least it's fast or fun." No, for it's slow, expensive, and small. A trifecta of illness. This UX still has the virus-like touchpad interface that is a curse of the automotive legendarium. It should soon be phased out for a modern and improved approach that's now available in the bigger NX, luckily, but for a car called the UX, the UX (user experience) is pretty awful. Programmers and digital architects ought to have been more mindful in a car that is literally named the User Experience 250h for those that work and live in a digital world, which is basically all of us now. Verdict If this car cost $10,000 less, all would be forgiven. At that price, it would be basically a Toyota C-HR that's been hopped up to real luxury levels at a $7,000 price premium - an interesting niche. But no, you're paying almost $15,000 more here than for what the C-HR Limited, on which it's based, retails at - That is a cookie that's crumbled before even the first bite. What's more is that this UX 250h is just too dang small for the price, with storage and a back seat that are too compromised for everyday usability and utility. Toyota's own Venza is such a smarter choice, not to mention stepping up to an entry Lexus NX hybrid, which will still be a nice car in its own right. I like the idea of a compact luxury car because not everyone needs the space of something big, but it makes next to no sense at this price and with the lack of any other highlighted traits besides the gas mileage. If you're concerned about gas mileage and saving money there, just buy a cheaper car to begin with. 2022 Lexus UX 250h Luxury Price as-tested $44,115 Pros: Great fuel economy Cons: Cramped inside, woefully slow, it costs how much? Verdict: It's too slow and cramped to justify the price Better alternatives: Toyota's own Venza, as mentioned, a hybrid that will average identical MPG, an upscale interior (for a Toyota) in Limited trim, and costs the same as this Lexus. Want something small, but actually fun? BMW's X1 might get a few MPG less, but it's leagues faster and sure to put a smile on your face in comparison. Likewise, save almost ten grand and bag a Mazda CX-30 Turbo Signature. It has a wonderful (and slightly bigger) interior, great performance, and drives neatly with real sporting edge. The upfront savings alone are big enough to justify 27 MPG overall verse 35.

The Integra returns, but is it worthy of the name? 2023 Acura Integra A-Spec review with The Road Beat Words and photos by Mitchell Weitzman What is it? Acura's Integra, a new compact sedan that revives the name of some of Honda's and Acura's best driver's cars ever from the 1990s and early 2000s. Some people say the new model isn't worthy of the Integra name, which is bizarre given the Integra was always just a cheap economy car. Sure, they made a couple Integra Type Rs, but suddenly it's sacrilegious to bestow the 'Teggy' name on anything else unless it's the second coming of Jesus himself. The Integra cult, it's real, man. This new model is essentially a rebodied and remodeled Honda Civic. The Civic is an amazing vehicle, so I have high hopes. Oh, and this example has a delightful six-speed manual transmission. Highs Starting out with the Honda Civic Si as a donor car, the Integra A-Spec presented here is basically just a better, luxurious Civic. By no means is that an insult, though, as I genuinely love the new Civic. While lots were quick to criticize the Integra when it was first unveiled in photos, I can confidently say it looks far better in person. It's not particularly exciting looking, no wings or anything to see here (at least not yet), but it is a handsome car. But the best is when you open the door, greeted by swaths of gorgeous and sumptuous red faux-leather and microsuede in the cabin (some of the best synthetic 'pleather' in the business). Furthermore, there are lots of soft touch points and luckily all the controls and switches don't feel cheaply flimsy. Seriously, this is a decently luxury interior that meets the expectation of the Acura badge (Acura, after all, is the luxury division of Honda). As a better-appointed Civic, the Integra succeeds here. With the Tech package equipped (an obligation if you want the stick shift), there's loads of equipment and features, even though that's to be expected now at this price point. For a car costing $37,395, it has nearly everything you could ever wish for, like the head-up display, safety features, and an impressive stereo. Honda has always had a knack for slick shifters, and the unit on this Integra is no different, with pleasing and precise throws and engagement. It's easy to drive, too, with light effort and feel through both pedals and stick. I personally prefer a little extra weighting to both foot and hand controls, but it's a proper pleasure to use and row gears. The gearing is short, too, which lends a hand to perky-feeling acceleration and also allows the user to shift more often, which is a good thing given how fun it is to do so. And it's also quite frugal, burning a gallon of gas every 30 miles in my time with the Integra. Handling is basically perfect for an everyday, front-wheel drive car. Are there more focused cars with higher limits? Sure, like the Veloster N, or the forthcoming Civic Type R, but both of those are compromised elsewhere with an MO of track performance. The Integra won't be as happy on track, but on the road, where it's been designed for, it's a hoot. Steering is wonderful, if lacking some feel, but it's quick and oh-so direct. Chuck the wheel one way and the car responds intuitively to your liking. The front bites long enough until the tires gives out, but the balance really is damn impressive in how fluid and neutral it is. There's even some body roll to help with confidence and allows you to lean on the outside corner when pushing things, and pushing it safely at non-outrageous speeds. TL/DR: this is a fun car! Lows Eh, that engine. No, it's fine, it really is, but being significantly more expensive than a Civic Si, you would hope for extra power. Yeah, no. The Integra A Spec is only working with 200 horsepower here from its 1.5L turbocharged inline-four, and while the short gearing gives the impression of some quickness, it just isn't fast enough. 0-60 MPH, for example, takes 7 seconds. For contrast, an everyday Golf GTI MURDERS this car in a straight line. Sure, one of those is a bit bare-bones in terms of interior refinement and quality by comparison, but it goes to show how much speed is available elsewhere in this price range now. Why would this not have the same spec 272 horsepower 2.0L four-cylinder that the Acura TLX has? Or at least something in the middle. At least I can say that the engine is smooth and avoids sounding like a garbage disposal that other four-bangers can do remarkable impressions of. Also of note is the quiet exhaust on the Integra. Remember, this is trying to be a civilized luxury car. And then there's the price, coming in at $37,395 as equipped with the desirable Tech package. It's not just a couple grand more than the Civic Si on which it's based, but some $7,000 more? Yikes. I noticed there aren't even air vents for the back seats, relying too much on the economy skeleton that is the Civic underneath. And similarly, the seats might be impressive, but there are too many other details that are plainly a Civic and doesn't do enough to distinguish itself in terms of quality. That said, the new Civic is a huge step forwards from the old one by fit and finish. While it makes for a nice starting point, it'd be nice to have more of its own design. Verdict The Integra A Spec is easily the best Honda Civic currently on sale. Think of it as just a Civic with the luxury turned up and, if anything, one that's even better to drive. However, to get the well-equipped A-Spec model with a manual like tested here, you gotta pay for it, and it's frankly too much. It's the better Honda Civic, but one that's been priced basically out of contention once you consider the performance you can get from rivals. One drive in a Veloster N and I'd be like "Yeah, I'll trade some leather for this." To make the Integra make sense, it needs more to identify itself as a unique offering. Or perhaps, maybe Integra wasn't the right name in this instance. But hey, Ford calling the Mach-E a Mustang has worked wonders for the Blue Oval in terms of sales. I'll be here waiting for a Type S, Acura. 2023 Acura Integra A-Spec Manual As-tested price: $37,395 Pros: Manual transmission, great handling Cons: It costs how much? Too slow. Verdict: The better Honda Civic, but it's too expensive.