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

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

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

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

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

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

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

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

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

Flawed, but still exemplary. The Road Beat tests Lexus' flagship model. Words and photos by Mitchell Weitzman. Review and photos of the 2021 Lexus LS 500h I really like the Lexus LS 500. Like, really like it. I like it so much that the aspects that bug me really bug me, and that's because I want this car to be nothing short of perfect. And oh, is it close. One of the most delightful vehicles I've ever been in, the LS 500 was made to emphasize the very notion of luxury. It reminds me of Rowan Atkinson's character in Love Actually, when he is gift-wrapping a scandalous necklace. Alan Rickman says he doesn't need a bag, but Atkinson says, "Oh, this isn't a bag, sir...This is so much more than a bag." And that describes the Lexus LS - it's not just a car, it's so much more than a car. What is it? Lexus' flagship vehicle, the LS sedan. LS means Luxury Sedan and helped transform the luxury landscape when it first debuted some 30 years ago. Before the LS, your choices were either German, in the shape of a BMW or Mercedes, while the adventurous (and those with a mustache) might choose a Jaguar. Then along comes Lexus with the LS 400, providing an experience and quality to match those peers, but at a lower price point and with their legendary build and reliability. To say the LS changed automotive scenery forever is an understatement, because it proved that the Japanese carmakers could challenge, and legitimately, any segment of the car industry; Not just affordable items. Fast forward to now, and the LS still exists to take the good fight to the Germans, built still on its principles of luxury and quality at a better price. Only now, it's not so affordable, and also, there's increased competition from new startups like Genesis and electrics. At $104,965, it's definitely priced as a flagship. How does it hold up then? What's hot Lots is hot. I think it looks rather nice for starters. With elegant curves that seemingly elongate the shape and a Lexus grille that magically works, it's very stylish on the outside. The use of chrome is perfectly tasteful, too. However, the inside is even better. Leather and softly addictive alcantara micro suede is basically everywhere. I reckon Lexus must use the same leather supplier as Saint Laurent, because it's oh-so luscious. I love the design of the door cards, with a swooping, waterfall effect happening on the armrest that is closer to a floating shelf. Instead of a square motif, I like the swooping nature of everything, and in the center of the dash is an impressively large touchscreen display. Comfort and space are both enormous in whichever seat you choose, but the front seats have the most sensational built-in seat massagers ever in a car. I've used BMW's optional massage system in their 7-series, but they're nowhere near as potent as here in the Lexus. With multiple massages to choose from, it's a massage you can actually feel. Other systems are hard to tell they're even on, but not the Lexus, and not only can you feel it, but it feels good. The seat adjustments are literally endless, with even a way to fine-tune the padding/inflation around your tailbone. Yeah, the front seats are damn amazing. The rears don't have quite the adjustment, but the leg room is fantastic and you can slightly recline seats for being chauffeured around. There's also a center screen to control your own climate among many other things. Think of it as having a permanent first-class ticket on Qatar Airways. Of course it's quiet, but I didn't expect the LS to be this quiet. At 70 MPH, I swear you can hear the thoughts of your passengers; Don't bother speaking, just communicate telekinetically. I could park next to a busy freeway or inside a busy hotel's parking garage, and you could very easily read The Goldfinch without any interruptions inside. Shoot, you could record a chart-topping hit in the LS 500. It should come as no surprise that the ride quality is equally excellent, with the LS 500 seemingly gliding over any and all bumps, potholes, whatever, with absolutely no fuss. I don't know how it renders road imperfections as so insignificant, but it does. The LS rides better on a battered roads than many cars do on the most perfectly glass-smooth tarmac in existence. Add up the comfort of the seats (with massage mode on), the lack of road and wind noise, and the magic carpet ride quality, and it's such a relaxing, soothing experience. Okay, your monthly payment on one of these will be high, but think of it as including an unlimited Spa membership plan, and then it's not quite as bad. Lexus engineers have also managed to make the LS more than decent to drive. It's completely mute, sure, with no feeling through the wheel at all (because feedback is intrusive and not luxury-like), but it still manages to be direct and thoroughly capable. Aim it through a series of bends, and you can carry an alarming rate of speed despite the vast size and weight of this luxury barge, and it does it with few complaints. On one of those looping, cloverleaf freeway onramps with two lanes, you could easily pass the average Porsche or Corvette driver in the LS and they'd be confused and left feeling insubstantial in their existence. Understeer happens when you push of course, but the balance and composure is strikingly good for a vehicle not meant to eat corners. What's not Unfortunately, the LS 500h is not perfect. It's close, but not quite there. And it's because of its stellar attributes already mentioned that make me have to be extra nitpicking, and that's because I want it to be that embodiment of perfect. So, what didn't I like? Well, as you noticed, there's a little 'h' attached to the vehicle's name. The h stands for hybrid. Yes, this particular LS 500h is a hybrid vehicle. Now, I'm all for a decent hybrid system, but this exact system belies the luxury character of the car. Why's that? Well, it's a lazy V6 paired to some electric motors for a combined output of 354 horsepower. While it's good off the line with the instantaneous response from the electric motors, resulting in a 0-60 MPH of 5.2 seconds, the performance falls flat over 60 MPH. However, it's not just the lack of speed compared to German rivals that have literally 100 more horsepower, it's also the nature of the V6 and the presence of a loony CVT transmission. When accelerating and adjusting your throttle, I found the V6 too intrusive aurally, exacerbated by the way the transmission will hold constant RPMs as you accelerate. In short, the operation of this powertrain is not fitting for a luxury car. I don't want a hundred grand car to behave like a Corolla, but that's just how CVTs work, especially with an engine that has to work hard to make any momentum because it's carrying over 5,000 pounds. On the bright side, fuel mileage is impressive, averaging 25 MPG overall and achieving 37 on the highway at 70. The LS 500 comes standard with a twin-turbo V6 with an extra 60 horsepower instead, and while lacking the economy of this hybrid, it is a more pleasant and luxurious experience whilst also being several thousand dollars cheaper - It's the engine I would recommend for the LS. A big takeaway I had from how the hybrid set-up functions is that this vehicle would be better if it actually was all-electric. Oh, what's that, there's that new, pretty Lucid Air set to roll out this autumn? Hmm... Other annoyances include a driver's door that either opens way too far, or a little too narrow, being a lack of notches in the door jambs. When you're looking for perfection, you notice these things. I also found the Lexus infotainment display to be too complicated to operate. Even with the introduction of touchscreen operation that does improve things, it still remains a struggle to use at times. The main chief reason is you can't do everything with only the touchscreen; you have to still use the hard buttons located in two different locations to be able to properly do it all. Commit to one or the other, but the mixed use of touch and buttons is not a good combination. An example is there's no digital home button on the screen to access the main menu; you have you click the menu button near the shifter for that. Furthermore, you can adjust the climate control with hard buttons (which I prefer, climate is so much easier with physical switches than digital ones you have to access), but not all aspects of it. Want to turn AC on and off? You have to access the climate page in the screen to do it. It's just weird. There's also too many buttons and ways to access your seat controls. And, my biggest complaint, is the worst cruise control on any modern car I've driven. On the freeway, if I had 72 MPH chosen, I'm not kidding when I say the car then operates in a range of +/- 4 MPH of that selected speed; It's always constantly slowing and accelerating on even minor hills on the highway. Downhill, it will lose 3-4 MPH as the road transitions back to level, and when a downhill goes immediately uphill, it will re-accelerate back up the hill to 3 MPH over your set speed. So, for concrete example, I'll set the cruise at that magic 72 and then it'll slow to 69 downhill before speeding up to 75 at the top of the following up hill section. Finally, once it levels out, it will decrease back to your initial 72 that you set. Whew, is it annoying. Because it's so isolated from the environment, it is harder to detect these changes in motion, but it's actually just unacceptable in form and function. What's my recommendation? I still love the LS 500. Would I say to get the hybrid? No, save your money and get the turbocharged V6 for more performance and an engine and transmission that are more befitting of a luxury car. Shoot, I bet the cruise control will be more consistent, too. I personally think an S-Class Mercedes is on another level of luxury in terms of its cabin, but it's also significantly more expensive with a base price higher than this completely loaded Lexus. Genesis' G90 is fabulous and even fewer dollars, but isn't quite the serene experience and as comfortable when munching miles. It might appear like I listed a lot of negatives, but they're all so easy to fix: Add an extra notch in the door, add a digital home button and combine some seat customization switches, and make the cruise control work. Those three changes would then make for a car bordering on perfection. This is a car that each time you make your way into the seat, turn the massage on, you feel good; It's tough jumping into a forty grand Volkswagen tester that arrived the following day. This is a great luxury car, but it's not as perfect as the Lexus LS can be. I can't wait to try the next one that's cooked up. 2021 Lexus LS 500h As-tested price: $104,965 Pros: Beautiful inside and out; amazing quality and seats Cons: Defective cruise control; expensive; the turbo V6 is cheaper Verdict: A few small tweaks away from perfect, still a phenomenal luxury car Dimensions: Wheelbase: 123" Length: 206" Width: 75" Height: 58" Weight: circa 5100 lbs

The Road Beat tests the new 2021 Hyundai Elantra N Line Want performance and pizzazz on the cheap? The Elantra N Line is here to scoop you up Words and photos by Mitchell Weitzman Hyundai is making this a bit of a habit lately. That is, coming out of nowhere, like successfully faking a field goal, to bring the world their 'N' badged crop of performance cars. Okay, this is an 'N Line' and not the full-fat Namyang like the already legendary Veloster N, but what an achievement for the money and their lack of experience in this segment. At just a shade over $26,000 all-in, the Elantra N Line represents a total performance bargain that normal people can all enjoy. What is it? Hyundai's Elantra N Line, taking their popular and long-running Elantra economy car and sprucing it up with extra horsepower, visual swagger, canyon-honed suspension, and a nifty dual-clutch transmission. Taking aim at a segment once dominated exclusively by Honda's Civic Si (Honda has yet to launch an Si model in its new and current iteration), Hyundai's foray into cheap performance isn't maybe quite a home run, but it's definitely a triple on merit and not a throwing error. What's Hot To start the transformation from Elantra to Elantra N Line, many of the visual accents have been updated to a gloss black, a common trend on performance cars. Paired with this example's deep Intense Blue paint and subtle tweaks to the front bumper, new wheels, and an integrated boot spoiler, the Elantra N Line shows its intent in the looks department. Some might find the overall shape and the triangular creases on the door vulgar, but it attracts pupils in a commanding way for a car this affordable. Remember, the last Civic Si was far from pretty to many people, being divisive. I feel this machine will follow a similar path, but at least to my eyes, I dig the style. Highly recommend this color, too. Under the hood is a 1.6-liter inline-four with a helping of turbocharging, bringing power up to 201 horsepower and 195 lbs-ft torque. Those are increases of 54 and 63 over the last Limited model I tested with its naturally-aspirated 2.0L, respectively. Paired to an eager dual-clutch tranny (unheard of in cars below 30 grand), the rise in performance is unsurprisingly severe. 0-60 MPH drops from 8.2 seconds (as last tested) down to 6.2 thanks to its newfound boosted glory. Power is developed in typically fun turbo fashion, with a swelling of power occurring from just 2,000 RPM and reaching peak thrust by 3,000. With the snappy transmission, keeping it in the powerband and using the strong midrange is easy and addictive. It's no Porsche PDK, but this automated manual sure beats the hell out of any CVT and all but the best torque-converters (ZF's eight-speed auto in new BMWs is particularly brilliant). Overall performance and feel from this motor and transmission is actually incredibly akin to an older VW Golf GTIs, and that is meant as a huge compliment. A new GTI or Jetta GLI, for example, both cost several thousand more than this Elantra N Line, moving you well into a whole new price bracket. There's also the availability of a six-speed manual that I definitely would encourage over this dual-clutch to bring further driver engagement. In the bends, the N Line is also very much at home as long you don't go expecting it to be a committed sports car on max attack. If you want that, Hyundai has more suitable options out and more coming. As it sits now on 18" all-season rubber, the front is resolute in providing grip to tackle a variety of canyons, mountains, and freeway onramps. Handling and balance are both composed enough to avoid crashing understeer and allow a fair amount of adjustability. The ride quality remains good, too. Unlike the bigger and hugely more powerful Sonata N Line, the more modest Elantra N Line doesn't have the firepower to so easily overcook the front tires, which makes it easier and more forgiving when cornering. Steering isn't wholly feelsome, but is direct and features a natural weighting for increased confidence. The wheels also feels particularly nice in the hands. Despite making significant power gains, I found the economy only minorly impacted, with an average MPG of 32 in my time and 40 MPG very possible on level freeways. In light of its performance aspirations, this is still very much an economy car still in terms of both price and its gas mileage. What's Not? There is little to not like about the Elantra N Line. Some will dislike the looks while others will love it. Other tidbits are going to include an interior that neither disappoints nor wows. There are little 'N' cues here and there, like on the seats for example, and some red stitching, but the interior is very much standard Elantra fare with a mix of different plastics. The front chairs do have more lateral support than standard, but I wish they had more side bolstering and especially more shoulder support. To the left of the instrument cluster is an ugly and ungainly switch for driving modes (including a 'sport'), but it's a complete waste of space. It actually also resembles the evil HAL 9000 computer in 2001: A Space Odyssey. Back to those seats, though, because they likely are the largest single complaint I had with this car. In short driving, below an hour, they are fine. However, on longer distances, they were wildly uncomfortable. On a long schlep to Laguna Seca for the IndyCar Series race, I got out of the car feeling as if I just ran a 5k. I wasn't alone, as two different passengers who experienced the front seats had nearly identical complaints. So, not the greatest road trip car then; I can't remember the last time I was so negatively affected by the seats of any car over longer distances. Maybe an inside the park home run then? There's no way of hiding it - this is a remarkable achievement from the South Korean automaker. To bring this level of performance and unique features like an available dual-clutch transmission at this price point deserves a celebration. Until Honda comes out with a new Civic Si, there is no current competitor to this car. For about $25,000, and to get 200 horsepower and a capable-enough chassis, too, there is no alternative. And the fact that this comes it at the same price as even just regular, coma-induced Toyota Corollas speaks more to the fact. If you'd rather forgo performance for more comfort and a slightly better interior, the Elantra Limited costs about the same. The seats are a real disappointment, but on the whole, the Elantra N Line is a winner. It really does pose the question, "Why buy a cheap boring car, when you can have a cheap fun car?" The only real caveat is maybe you'd like to spend an additional five grand on the real Elantra N with 286 horsepower coming later this year... 2021 Hyundai Elantra N Line As-tested Price: $26,360 Pros: Incredible performance for the price Cons: Seats on long distances Verdict: A winner and complete bargain

The XSE trim is new, bringing much improved looks to the popular SUV. Full review and photos of the Toyota Highlander XSE by The Road Beat. The XSE trim Highlander should not exist. Let me be more clear: Maybe, rather, it shouldn't have to exist, and that's because the core XSE values and differences should be standard on every Highlander. In its many generations of moving clumps of consumers from one place to the next in undramatic fashion, the Highlander has been the opposite of exciting. But, bringing a new, 'sporty' XSE trim option should quell that history, no? While it doesn't do anything for driving dynamics, this XSE is the best looking Highlander now available and ought to be the standard body on all Highlanders. What’s Hot I don’t think the Highlander (even in this XSE trim) is the best looking mid-size SUV available right now; that right is reserved to the Mazda CX-9. However, I do think the main selling point of this XSE trim are the newly sharpened looks. From the wide mouth that forgoes the awkward silver band that ‘holds’ the Toyota logo in place on other Highlanders, plus black exterior trim and attractive wheels, the XSE benefits greatly from this newfound style. XSE trim removed, the usual Highlander strengths remain, meaning a well-made and practical product designed to last a family for years and years. It’s incredibly well-equipped, even in its base form, with all the desired acronyms for safety systems. Its V6 engine is smooth and makes decent enough power up top when revved out and merging onto busy freeways while also netting impressive mileage for a vehicle of this class - I saw 23 MPG overall and 29 MPG on the highway. A Highlander Hybrid will increase that number substantially further to 33 MPG overall from my prior experience with one. From what I know, there isn’t an option to combine the XSE trim with the Hybrid model unfortunately. Space is huge in the front and second rows for optimal comfort for those first four occupants. A third row is present, but is best reserved for emergencies or small children. I also found the front driver’s seat comfortable (these seats are not leather fyi) over the course of a 400-mile day, and also enjoyed the general quietness of the cabin. For those daring types, an option for a red interior is available. It’s very easy to command on the freeway, with the Highlander tracking arrow-straight and resisting any wandering along with a controlled and comfortable ride. Handling is competent without being fun nor engaging, but for sure has a breadth of capability that most casual drivers will never exceed. What's Not I think what I dislike the most about the Highlander XSE is that there is no change to the fundamental driving experience; Those wanting a a Toyota family SUV with some added sriracha will be disappointed. I also don’t like that you can’t get the XSE paired with the much nicer luxury interior of the Limited and Platinum models. And it's not like this is a cheap model either, with the sticker being over 46 grand. That's a lot. I feel this package would be best served as an option rather than its own trim level so you can better mix and match, or just make this the standard body for every Highlander. In the middle of the cabin, the Toyota Entune center screen is hilariously outdated in looks/presentation. The larger unit in Limited/Platinums earns big ‘wow’ points in comparison. The V6 engine, while not short on absolute power at 295 horsepower, lacks grunt and is paired to a nervous transmission. I like the fact that the transmission can be truly manually controlled with no kickdown override (like the maddening programming that neuters the TRD Camry), but it does expose how little (none) punch is available in taller gears. On flat freeway with eighth gear selected manually, putting your foot down results in…nothing. Downshift it to seventh and still…nothing. Using cruise control at just over 70, I regularly found the Highlander running seventh gear rather than its top gear, eighth, to maintain speed. Leave it as an automatic and bury your right foot, and then the power comes through as this V6 needs revs to labor. I’m all about naturally aspirated engines, but man would a turbocharged unit be welcome in this application and role. Mazda’s CX-9 Turbo isn’t much quicker overall in acceleration testing (6.5 vs 7.1 seconds 0-60 MPH), but the added flexibility is immense with usable horsepower available basically everywhere. So, it’s no good then? On the contrary, it’s an extremely well-rounded option in the SUV space. Owners will likely highly enjoy their ownership of a new Highlander like this XSE. There is a big ‘but,’ though. Competitors like that same Mazda CX-9 offer more performance and actually playful (sporting) handling characteristics that makes it more fun to drive. And the next level up, the Highlander Limited, bestows considerable more luxury and quality to the interior, albeit at a several thousand dollar price increase. The XSE doesn’t entirely represent the best of value when you consider the all-conquering Kia Telluride costs the same fully-loaded. If for sure choosing the Toyota, though, I would want a Highlander as a Limited for that lovely interior, but combined with the XSE’s looks, which is unfortunately incompatible. So, don’t buy the Highlander XSE because it’s a more sporty Highlander. Rather, buy it because you want the best looking Highlander right now. 2021 Toyota Highlander XSE V6 AWD Price as-tested: $46,806 Pros: XSE trim brings a welcome aesthetic upgrade; space Cons: 'Sporty' XSE drives no different; not luxurious enough for the price Verdict: An oddball pick of the range with too much give and take