Search Results

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

Forget price - it's hard to have more fun on four wheels. The Road Beat tests the devilishly fun Hyundai Veloster N with a six-speed manual. Hyundai's Veloster N, the perfect car for a...10 hour road trip? Okay, it isn't, but that didn't stop me from taking it on one. Nevertheless, welcome to the most fun new car I've driven this past year and one worthy of a place on all-time lists. Hyundai has entered the hot hatch game in a big way, seemingly coming out of nowhere to deliver this blue, three-door sensation. Many would call it a sucker punch. This might end up being a little monotonous as I struggle for synonyms of fantastic, but there simply is no way to have more performance nor fun for the money. The Highs Value, value, value.. At an as-tested price of just $33,255, the Veloster N is unbeatable when it comes to sheer joy and performance for your dollar. Yes, the cabin this is very much an economy car with hard plastics strewn about, but who cares when it has this much power and an unbelievably good front-wheel drive chassis. It's also a far better drive than more expensive rear-wheel drive sports cars, like the 2.0 Supra. Heck, I liked the Veloster more than the Supra 3.0! The only car that can compete with this under $40,000 is the Civic Type R, but that will still set you back about $5,000 more than the Hyundai. For the asking price and what you get, it's frankly absurd. That motor 275 horsepower and 260 lb-ft of torque do enough motivation to send the Veloster N to 60 MPH in 5.5 seconds with its six-speed manual. 5.5 isn't revealing enough for just how quick this car really is, though. The manual transmission required a shift to third at 57ish, as it would hit the fuel cutoff just shy of 60 if you stay in second. Once you're in the boost, the flaming blue demon stretches its legs and takes off. With weight a smidgen over 3,000 pounds, this hatchback is every bit as quick as my 330 horsepower Nissan 370Z. In fact, with such a monstrous midrange that begins at 3,000 RPM, it feels much quicker in the real world point-to-point. It doesn't quite have the top-end surge that I would wish for (something all small turbocharged engines suffer from), but there's no way around disguising the face that this is a seriously quick car. Oh, and it's even economical, achieving 32 MPG on the highway and averaging 27 overall. On my 500 mile trip to Monterey and back, including cruising down the congested Ocean Ave. and other aesthetic streets in Carmel, the mean MPG on that entire venture was a solid 30. Very impressive! Tapping into that midrange is a delight on every upshift as you're greeted with another wave of thrust. Having a manual transmission in your right hand is a joy that can't be forgotten, allowing you to bang off shifts to your heart's content. Being a four-cylinder, i didn't have high hopes for it sound wise, but it does make a decent little brap like a World Rally Championship car. It actually reminded me of an old Mitsubishi Evo or Eclipse, in the best of ways, when really going hard and working the engine and gearbox. However, the sound does come with some caveats that will be outlined later. Race-car handling? While it might be a tired cliché to say any street car handles like a race car, the Veloster N's front-end is so tied down, you could mistake this for a touring car that races nationally. Actually, there are Veloster race cars that partake in the Michelin Pilot Challenge alongside the IMSA series! Grip is enormous, the most I've felt from a front-wheel drive machine, and it refuses to understeer. Even as the Pirelli P Zeros start to complain with slight screeches, the front axle remains resolute and keeps on sticking. It's so malleable and tactile that you can apply heavy throttle on corner exits and the Veloster just grips and goes. Hyundai calls this the Power Sense Axle w/Corner Carving differential, and you know what, I couldn't think of a better literal name for it. Steering is communicative and has a wonderful weighting and resistance to it (it isn't feather-light), turning with a renowned, instant vigor. With several available driving modes, including a checkered flag on the steering wheel called the 'N Grin' (no, seriously), you can mold the Veloster to your liking. With the checkered button enabled, the adaptive suspension stiffens up so as to virtually eliminate any trace of body roll. Driving at 50 MPH and doing hard and quick left and right turns to simulate a slalom, the Veloster N changes direction so tenaciously you'd swear your brain was plugged into it, though only after a few twists of the wheel, your brain actually will struggle to keep up with the Veloster N. As an example, when I drove my 370Z that has stiff, aftermarket coilovers a day later, it felt like a 70s Cadillac in comparison, with sloppy, slow steering and handling. I never thought my Z more of a tugboat. Thanks, Hyundai! Being a powerful front-wheel drive car, torque steer can be a real, valid concern. Luckily, that magic understeer-resisting differential does a remarkable job keeping you from having the wheel wrangled from your grasp and towards a ditch. It's not all good news, however, as pulling away quickly on rougher surfaces does reveal that inherent front-drive tendency as does hitting the throttle hard while doing a slow 10 MPH turn, like when turning onto a road from a stop. So, when using heavier throttle from low speeds, just be sure you're on a decently smooth road. It looks just right Unlike the vulgar and cartoonish Civic Type R, the Veloster N is restrained, but don't mistake it for looking soft. There are just enough tasteful additions to signal its sporting intention, however, helped most by the beautiful baby blue paint that has become Hyundai's N division's signature hue. It's a taut look throughout, with purposeful fenders and a longish hood for a front-drive car. In profile, its proportions are similar to the legendary Audi Sport Quattro, albeit trading boxy for round features. Seeing other Veloster Ns down the road, I love the wide and low look as they come at you. Even the spoiler isn't totally out of whack. Think of it as a in-between, aggression wise, from an understated (and nearly boring) Golf GTI and Golf Rs, and the ugly alien that is the Civic Type R. Comfortable Enough Despite the affordable-car origins, sport-tuned suspension, and engaging bucket seats, the Veloster N was perfectly comfortable enough on that same 500 mile day excursion. I checked the car's computer at the end of it, and the trip computer showed the car had been running for over 10 hours that day! Even though the seats hold you firm in place for when the going gets twisty, I didn't find myself sore at all. Now, don't confuse as me saying this a luxury sedan because it's far from it, but rather take it as a relative surprise given its performance aspirations and very realized credentials. The Lows Careful with that checkered flag... While selecting the N mode can send you to sports car stratosphere, it should be used with caution. Remember that adaptive suspension that gives endlessly flat cornering? Well, it makes it ride like bucking bronco. The change is drastic - more pronounced than any other car's adaptive suspension I've ever felt. So, if the road isn't smooth, do not hit that alluring blue little button with your right thumb. That same button also brings about a big change to the exhaust as well. And, unfortunately, it's not for the better in most cases. Sadly, the attractive and rally-car-like brap-brap that the N emotes becomes nothing short of a video game. I like a good snap, crackle, and pop from an exhaust, but N mode makes it do it everywhere. Lazily upshifting at 2.5K RPM? Crackles and pops. On an upshift! Normally you only hear this on downshifts and lifting off the accelerator with some serious revs, but no, it does it on upshifts even. On the bright side, when meandering along the pedestrian-filled ocean-side cliff roads of Carmel, engaging it to alert street walkers of my presence worked splendidly well. I like the sound of the Veloster N, but it just is made too corny with this excess. Also, the exhaust becomes shockingly loud in this mode, which you may or may not like. I will say that, when in this mode, I did like the sound over 5,000 RPM. A little naughty, but that I did find fun and enjoy. Update 9/24 - A DriveTribe user pointed out that the source of the crackles and pops from the exhaust is a byproduct of a factory Anti-Lag system. While anti-lag is cool and all, with the throttle response already sharpened in N mode, I didn't exactly notice a reduction in turbo lag. With the revs up in normal driving modes, I found the engine to be quite responsive already. A neat novelty by all means for its inclusion, but it still just made the car sound cartoonish. That is, the exhaust bangs and pops sounded just like the fake cracks and snaps of other new performance cars even if these ones are real. Manual transmission isn't perfect...but I still loved using it This is nitpicking, because any new car with manual transmission should be heralded with great fanfare. And while you should definitely choose the manual instead of the available eight-speed dual clutch manual in an N, it just isn't as perfect as it ought to be. The clutch can be a little vague at times, and needs throttle in slow maneuvers to keep it from stalling - hard to just ride the clutch to move around - and the shifter itself is a little too light for my liking. It's remarkably easy selecting gears, but I like some heft in my shifters to match the rest of the car. In other words, it feels too much like the shifter from an econobox. Did I love having a chance to row my own gears? You bet, and you would too, but I have to be critical here and I think the shifter could use some more resistance and weight. The manual also includes a rev-matching feature for downshifts, a technology first introduced back in 2009 for the then-new Nissan 370Z, but I found it completely pointless. Unlike other cars where the revs flare up upon you moving the gear knob towards your destination, the Veloster N rev-matches after the gear is selected and as you release the clutch. It slows you down having to wait for it and also doesn't help in preserving the trans, as rev-matching as you slide it into a gear is what helps actually match the gear to road speed. At least you can turn it off, but it would be my recommendation to Hyundai to provide a better implementation, maybe even through a software update. And after those microscopic complaints, that's basically it. An amazing performance car at an amazing price With the price of admission what it is, the Veloster N is a complete and thorough win for the South Korean automaker. And no, N does not stand for Nurburgring, but rather Hyundai's Namyang research development center. The presence of one Albert Biermann is certainly felt, too, because after driving this hot hatch on the roads it was meant for, you get the sense that, if BMW made a front-wheel drive hot hatch in their ultimate driving glory years, then it would have resembled this. Mr. Biermann, after all, is the man responsible for some of BMW M's all-time greatest hits. Take price away even, and the way this car lights up both the road and your smile is done in a nigh priceless manner. With so many sports cars becoming more digital and the extinction of manual transmissions, it's such relief to be put in something so single-minded and stripped back with emphasis on the core qualities that really matter. A fantastic creation that comes highly recommended. It will make you a believer of front-wheel drive. 2021 Hyundai Veloster N As-Tested Price: $33,255 Pros: Performance; handling; perpetual smile generator Cons: Light shift action; exhaust pops and cracks can get annoying Verdict: A phenomenal achievement from a most unlikely source

The new, revised Genesis G70 has arrived and is even more excellent than its esteemed forebear. 2022 Genesis G70 3.3T Review The original G70 was genesis. That is, the formation of something great to come. Several years later, we have the updated G70, which has addressed the minor, nitpicking shortcomings of the original and the result is nothing short of excellence. With their endless onslaught of new models including several fantastic SUVs, this should be the time where Genesis takes off to be taken seriously in the luxury realm. No more "Oh, what's a Genesis?" bollocks. It's with this car that Genesis is what other competing luxury sedans ought to be compared to. Well done. What is it? The Genesis G70, their mid-size 'executive' sports sedan in the vein of the BMW 3-series, Mercedes C-class, and Audi A4. What makes the Genesis different than its esteemed German rivals, though, is its entry point. As the Deutsche brands have inflated their prices over the years, the Genesis lands aggressively with a bargain price that makes luxury cars more attainable than ever before, because yes, this is a luxury car - wait until you get a glimpse of this interior... With this refreshed 2022 model, there are a raft of style changes with a new triangular, large grille as seen in other Genesis models, new dual-stacked headlights, and a rounded, elegant butt. Inside is mostly the same (it was already quite lovely), but the big news is a much-needed new center display/infotainment system. It replaces the geriatric system in the old model. After that, it's all mostly the same underneath, and that's a blessing considering how great to drive the G70 has always been. This particular example was a 3.3T RWD Sport Prestige, about the most expensive G70 you can buy (an AWD will run you a slight bit more). Yet, the sticker is only $51,945 at a time when a loaded-up BMW 340i can be nearly 70 grand. Starting at a base price of $43,145, options here include a $4,300 Sport Advanced Package (19" wheels, Lexicon stereo, ventilated seats, etc.) and $4,000 Sport Prestige Package (heads-up display, Nappa leather, microsuede headliner, Brembo brakes, 360-degree cameras, and limited-slip differential). You can view the Monroney yourself to see the exact price breakdown and options. Of course, being a Genesis, included as new is a 5 year/60,000 mile warranty, and 10 year/100,000 mile powertrain warranty, both of which are the best warranties of any new car. What's hot Many, many things. I could start with the way it looks, that sumptuous, enveloping interior, or the riot-like driving dynamics. Let's start with the looks. As mentioned with the design changes, they work well to give the G70 a distinct and recognizable look. Whereas the former 2021 was a bit generic, a bit too safe, the 2022 is instantly its own thing. All Genesis cars now have a consistent language, both for the whole brand, but also on each individual models. Take the stacked, slit-like headlights for example. The rear lights follow the exact same motif. That's nice. Cohesive. I think the Genesis on the whole is a very good looking car, combining upscale elegance without going too far to be vulgar in the same way that a Hublot watch is. This is much more Breitling and Omega. Inside, the Nappa leather is invitingly soft with lovely quilted surfaces. I like the red contrast stitching, but don't enjoy the red seatbelts. That's a tad too far for me. All throughout, there is a level of true quality here that defines luxury vehicles, as everything you touch bestowed with the sense of being well-made and using great materials. All the switches on the center stack and wheel give off an air of assurance, too, in their action. The front seats are very comfortable and offer great support with the adjustable side bolsters inflated to the max. Above you is a microsuede headliner that both looks nice and is pleasant to the touch; When bored at traffic lights, I found myself petting it at times just because. The infotainment system is vastly improved and inherited from other Genesis models. It replaces the ancient and smallish unit of the original G70. It's definitely an aesthetic and operational improvement, but it still isn't the best in the business. However, it's plenty good enough now. The entire cabin offers an exciting and opulent environment, attracting the admiring gaze of many who were left deeply impressed. On the road is where the G70 makes its case known. With a forgiving ride quality, it can be comfortable when cruising on the freeway long distances, further helped by a quiet cabin that's mostly devoid of road-noise. It's even fairly economical when making long highway runs, with an average MPG of 32 MPG (an increase of two over what I experienced in a 2020) on the highway before falling to 24 MPG overall in mixed driving. So, it plays the comfy luxury part quite well, but what as a sports sedan? Yes. That is all. Okay, I'll say more. Yes, it's a wonderfully dual-natured machine, as a prod of the throttle is all that's needed to completely change the dynamic of the G70 into an angry and rorty sports car. I had the chance to try out the G70 along the magical Highway 128 near Lake Berryessa. As I adjusted to it, the G70 came alive into another dimension of character. This wasn't a solo drive, rather, it was with a group of Porsche owners, with several 997s, a 996 GT3, Cayman GT4, and 991s. Using the car's navigation as World Rally Championship-style 'pace notes,' I was able to extract a lot from a sedan that looked so modest among this company. However, all were shocked at the Genesis' capability by the end. 128 is a fantastically winding road, with a mixture of elevation changes, off and on-camber corners, and with so many tight-radius turns, you can push a car hard without reaching crazy speeds. Utilizing the Genesis' digital map, and following other cars, the G70 stuck right with them. Actually, a Cayman GT4 was holding me up even, and the 996 GT3 behind me disappeared from my rear-view mirror; This G70 can really boogie. The only car that drove near me that was decisively quicker on these roads was an Audi RS3, a modified one at that with coilover suspension and ultra-sticky Michelin Pilot Cup 2 tires. Even he showed amazement at how well the G70 was doing afterwards. So yes, it did great on this drive, but why was it so great? To be blunt, it's how natural and organic the car and all the controls feel. Having a 365-horsepower twin-turbo V6 in front of you helps, too, with enough grunt to seemingly clear out the Suez Canal all on its own. Steering has a good weight to it, and while it could do with a bit more information, it's tactile in its own way and responsive to every input. The front tires do start complaining earlier than I'd like, likely owing to the skinny nature of the rubber (225 front, 255 rear), but the Michelin Pilot Sports excel when being pushed, even when singing and bordering on squealing. I did run into understeer a couple times, but for the most part, you can be aggressive with the wheel and command the G70 to change whichever direction you desire despite the tire noise. With a softer suspension tuning, this also allows you to more accurately lean on each corner while providing more information as to what each and every tire is doing underneath you. Going up and down endless undulations and crests, the G70 did have its rear end skitting and hopping about quite occasionally, but it was never unnerving nor suffered from complete loss of composure. The Brembos worked well, too, reliably and ably slow you down in these situations. In most slow corners, I had the traction control lights flashing and intervening a little too intrusively, but it did well to keep all 365 horsepowers in check on the public road. Turn these aids off and the G70 can be transformed into an oversteering drift monster. Use at your own discretion, though, as it's keen to hang its 'arse around in lovely, progressive oversteer. Performance wise, it's quick. Very, very quick. To prove a point, I tested the G70 0-60 MPH with every seat taken up by an adult. So with 5 people in the car (about an additional 600 pounds over if it was just myself) the G70 whisked to 60 in five seconds flat, with full load! It's no quicker than the old car, but it doesn't need to be any faster. The fact that this G70 costs the same as most four-cylinder options from the German Big 3 and yet you get such bombastic speed as this is all you need to know when it comes to value. What's not Sports mode isn't. To be honest, my first drive in the G70 was met with severe disappointment. I couldn't believe how much I disliked it when I remembered enjoying prior examples so much. However, I realized the culprit were the sport driving modes that only ruin the party. Turning the dial into sport brings about a heightened sensitivity to the steering and throttle while firming up the suspension. Normally this would be great, but on these technical roads, it was a huge mistake. By raising the controls' sensitivities, it spoils the organic nature and renders everything twitchy and disconcerting. The steering loses adjustability and the heavier weight combined with a strong self-centering force makes it feel like a tightly wound rubber band ready to snap back at any moment. I hated it. Furthermore, the throttle became impossible to use because of how aggressive it was in conjunction with all that grunting turbo boost on tap. It basically becomes an on/off switch, with even just 15% throttle in the lower gears wanting to induce wheelspin. So, that first section of our drive was on a knife's edge then, with me getting the feeling the G70 was ready to pit me into a ditch at any moment if I wasn't careful with my inputs. Maybe these modes would work really well on a wide-open racetrack, but here on these splendid canyon roads, they ruined the driving experience. Luckily, there's a custom mode that allowed me to put the suspension and the suspension alone in sport mode and leave the other controls in normal. After that, I was in driving heaven. Other peculiar choices that I think need changing are in the door locks. This G70 had proximity-sensors to unlock and open the doors by just placing your hand on the handle itself, but it's only on the front doors. Other cars in this segment are the same, but I think Genesis can really make a simple and convenient difference by placing this feature on all doors. The other confusion came when I opened the door to get in for the first time at night. With another passenger waiting on me, I searched for the unlock button on the inside of the door, but to my amazement, the switches inside the doors do not illuminate when opened like so many other cars. The interior dome lights turn on, but they're not enough to be able to see the door buttons. Many other cars illuminate them upon opening for this very reason, but strangely not the G70. Once you turn the car on, then they brighten, so please, make the door panel switches illuminate during ingress. After that, the rear seat could be more spacious. On a day trip to Bodega Bay, there were no complaints made, but it could have more seat and leg space to be properly comfortable back there. Also with the back seats, I was often told to check the rear seats when I exited the car. This is fine, it's just being courteous to tell me I might have forgotten something back there, using weight or other sensors. However, I got that warning when there was nothing back there. How strange. Drive it right, and it's brilliant. I learned where the unlock switch was after a couple drives, but it ought to still be changed. What really matters though is how well and engaging the G70 is, albeit when you have the proper and correct drive modes. A true sports sedan this is, able to hang with and even bully the best Porsche sports cars. And yet, its killing blow to the competition is the incredible value the G70 represents, having the performance and luxury of a $60,000+ car, but it costs only a tick over 50 as equipped. It's an unbeatable proposition at the price. If looking for an executive, luxury sports sedan, you'd be needing to see a neurologist if the G70 is not on your consideration list. 2022 Genesis G70 3.3T Sport Prestige Price as-tested $51,945 Pros: Elegant looks; fantastic interior; fun and riotous performance Cons: Careful of certain drive modes Verdict: The genesis of greatness

Toyota's plug-in hybrid RAV4 Prime is a seriously quick compact SUV. But does that make it better? Speed isn't everything. However, speed, for lack of a better word, is good. Toyota's latest variant of their extremely popular RAV4 line of compact SUVs boasts a 302 horsepower hybrid system to make this one of the fastest new Toyotas you can buy. I'm serious - the only quicker car they sell is the Supra. Economical and speedy? What could possibly go wrong? Unsurprisingly, not much at all. This is a fantastic entry into the segment with its only falter owing to an astronomical* price tag. We'll address that, though. How much is it? Er. A lot. My Prime XSE tester was nearly top-tier (the Limited can be a couple thousand more) and boasted a sticker price a hair's-width under $50,000. $49,577 to be exact. For a friggin' Toyota RAV4, are you serious? Afraid so. But, don't get so holed up on the price, because it might seem like a lot, but it actually isn't, for there's a $7,500 federal tax credit available on these plus local rebates. For example, you can get a $1,500 California clean fuel rewards rebate in addition (if you live in the Golden State). So once all is said and done, you'd be looking at a net price closer to $40,000, which is basically the same as a regular RAV4 Hybrid that is now so slow in comparison. I'll be straight with you right now: this car is not worth 50 grand, and that price is beyond silly. But, taken into consideration the ways of reducing that cost, it becomes a decent deal in the end. It's almost like Toyota priced it accordingly with government rebates and tax credits brought into consideration... The Highs Now that we got that pesky price out of the way, let's talk about what makes this RAV4 Prime standout. For one, and it really is the main party trick of this little SUV, there's the aforementioned speed. With 302 combined horsepower from the 2.5L inline-four and a pair of electric motors (one front, one rear), this Toyota scoots to 60 MPH in only 5.5 seconds. I remember the first time I put my foot down, I wasn't ready to believe the hype surrounding that horsepower claim, however, I quickly became a believer. Compared to a standard RAV4's measly 203 horsepower and the 219 horsepower RAV4 Hybrid, this Prime model moves. It's quicker than turbocharged Mazda CX-5 and BMW X3 even. The last RAV4 Hybrid I tested did the 0-60 MPH deed in a relatively glacial 7.3 seconds for comparison. What's also good in the powertrain department is the normally wheezing and annoying Toyota four banger engine noises have been hushed to a degree, taking on a lower frequency grumble that's far more aurally pleasing. That's actually not the right word choice as it's not pleasing, but rather it's just no longer bad, and you instead can completely ignore it. Transitions from hybrid mode to full-on EV mode are seamless enough to rarely ever notice and the CVT transmission does its diligence to never interfere the way they used to a decade ago. All-wheel drive ensures traction is available at all times and the immediate thrust of the accompanying electric motors make for serious and instant haste. This powertrain setup promises about 40 miles of electric range, granted you choose to plug it in at home overnight, in which case a regular plug outlet will require roughly 10 hours to fully recharge the 18-kWh battery pack. Or, you can never charge it, of which will turn the RAV4 Prime into operating exactly like the regular RAV4 Hybrid. Driven this way, I averaged 35 MPG during my week with this Supersonic Red example and achieved 36 MPG on a long highway haul to Monterey and back. Both of these numbers are close enough to be considered identical to the last RAV4 Hybrid I tested (34 overall, 36 highway). At least you can choose how you want it to behave. If you have cheap electricity and/or solar, then charging might not cost you anything to enjoy it as a full, silent EV if you so desire. But, make no mistake, it's not very fast in EV mode. The lows The interior is perfectly fine, but far from anything exciting or having that wow factor. It's definitely not a 50 grand interior - not even close- but, again, it's not technically 50 large as said earlier, so I can kind of let it pass. But still, if the sticker price nears that big 5-0, I would expect some kind of improvement or really anything to separate it from lesser RAV4s besides some basic red stitching. On the flip side, it is a comfortable, spacious, and quiet environment that made 8 hours of driving in one day feel plenty relaxing, though a RAV4 Hybrid accomplishes the same. Toyota's Entune infotainment system resides in the center of the dash and continues to look woefully outdated now (it was already outdated two years ago when the current generation RAV4 launched) and is in desperate need of an update to stay relevant in an otherwise technologically advanced car. While you can certainly drag race four-cylinder, base Mustangs (and even the Supra 2.0...), the performance enhancements to the RAV4 Prime end there. Handling hasn't been fettled with to turn this into a backroad stormer, a la a pseudo M or AMG. That's not to say that the handling is rubbish, because I have found all RAV4s to drive and corner rather decently and with reassuring steering, but it's disappointing there's not a sharper chassis to match the enthusiastic acceleration. With all that responsive speed on tap now, navigating backroads means you now can have much higher approach/entry speeds to corners, but the RAV4 can't corner any quicker than the lower models. With hundreds of pounds of extra weight to carry from the battery pack, it actually has less grip than regular and Hybrid models...So what you get is what feels like a wallowy old beast, with suspension too soft for that sort of driving. It's not noticeably worse than other RAV4s, but it can be perceived as inferior just because its handling and cornering abilities now don't match the power of the powertrain. This won't be a demerit for likely 98% of people, who will all drive it normally and relish in its strength of merging onto freeways. Options Being a Toyota, many active safety systems are included as standard with this XSE adding cross-traffic and parking assist functions. A 10-inch head-up display, huge and pretty panoramic sunroof, 360 degree bird's-eye camera system, and an upgraded 6.6 kW onboard charger are all part of a $3,765 Premium Package. The onboard charger bit means that you can take advantage of 240v chargers to reduce a full charge time to 3 hours. This package also includes a digital rear view mirror, but I horribly disliked that gadget as it gives no perception and reference to space. Maybe it'd be great for, and only for, spying on people behind you in traffic. A further $1,620 premium audio option brings a JBL stereo system that I was quite underwhelmed with personally. All told, a Prime XSE starts at $41,425 and this tester climbed to $49,577 with destination. A lot of options for a Toyota - when did they become the Japanese BMW? A similarly specced Hybrid XSE will run about exactly $10,000 less on the window sticker for what it's worth. Optimus Prime? Or prime folly. There's no doubt that this Prime model is the best RAV4 Toyota currently makes. It's also the most expensive, but yet isn't, after incentives are accounted for that is. To be plain and simple, if the rebates and tax credits didn't exist, then there would be no place in this world for the RAV4 Prime at the asking price. I just wish it distinguished itself better from other RAV4s with both sharper handling and a more luxurious interior. While those incentives do exist, the RAV4 Prime is a compelling compact SUV that can embarrass some sports cars at traffic lights and gets great economy. If you buy one yourself, I have no doubt you'll highly enjoy it. 2021 Toyota RAV4 Prime XSE As-tested price: $49,577 Pros: Laughably quick acceleration; great economy; government incentives Cons: If you don't charge it, same economy as a regular Hybrid; handling doesn't match the power Verdict: The best RAV4 comes at a price.

It's not perfect, but it's a lot of car for under $25,000. Hatchbacks for the win! A review of the 2021 Volkswagen Golf 1.4T TSI by The Road Beat. Volkswagen has decided to kill the entry-level Golf hatchback in the United States. What a shame. The GTI and R models will live on, but the TSI, as tested here, is the last of the breed in America. The Golf 1.4T TSI isn't affordable perfection, but it's pretty dang close. The venerable hatchback that has inspired so many over the decades is still here in an age where crossovers (fake SUVs) have seemingly taken over due to consumer's distorted perspectives. Better and more fun to drive than its stilted and ungainly crossover counterparts, the Golf is here to show just how practical and effective a hatchback still is in 2021. Yes, it has its problems, but for the attractive entry price, it's hard to do better. What is it? Volkswagen's Golf hatchback, a vehicle that started life many many decades ago. Through various generations, we are now at our eighth-generation of flavor, long renowned for their style, practicality, and fun-to-drive road manners. The Golf also spawned the feisty GTI along the way, a legendary hot hatchback. This Golf, the 1.4T, represents the entry Golf, doing with much less power and finesse compared to the genre-defining Golf GTI. No bother, though, as the GTI gets its fun from the roots that stem from base Golfs such as this. A dinky little 1.4-liter turbocharged four-cylinder might not sound like much on paper with its measly 147 horsepower, but it's 184 pounds of torque mean it's a flexible little motor with usable horsepower that's ready to motivate surprisingly well. 0-60 MPH does take 7.6 seconds, but its midrange grunt makes it feel swifter. Unfortunately, this example had an eight-speed automatic instead of the grin-generating six-speed manual, but the core values of the Golf still make for a fun car. Fun fact, I took this Golf to Monterey Car Week, where it was constantly surrounded by expensive supercars. Yet, even around such royalty that you see during Car Week, the Golf was an enthusiastic ride no less. It's all relative, of course, but you'll understand shortly. What's hot As has already become obvious, the main draw to the Golf is its joyful driving nature. While the steering effort might seem too light at first, and without dignifying feedback, once you aim the nose at a twisting stretch of road, the modest Golf comes alive and does, well, Golf things. It might be light, but the steering is accurate, with direction changes coming with an honest and earnest response. Tossable is a great way to describe this platform, allowing you as the driver to just will the car towards apexes and rely on the impeccable balance. Yes, there's a noticeable degree of body roll, but it allows you really lean on the outside corners as the suspension loads up. This also brings the gift of knowing what the car is doing under you, instilling confidence to tackle endless bends. Understeer is tough to come by, and I only found it when torturing the front tires; There's a very approachable limit and you have to make mistakes to go past it. What's quite incredible, and something I've noticed on other Volkswagen's, is its ability to generate traction out of corners even with the throttle firmly on the floor. Being front-wheel drive, it ought to be easy to overwhelm the front tires - especially when cornering hard - but ask and you shall receive, with the Golf putting power to the asphalt and pulling you out of corners. Torquesteer is also irrelevant because it doesn't exist here. Volkswagen really knows how to make a front-drive chassis work. Some chassis technology that certainly lends some help is the so-called XDS cross differential system, which is responsible for being able to effectively distribute power across the two front wheels. Instead of sending power to only the overworked outside front corner, this allows a spread that puts power where it's needed. Also of note is the independent suspension at each wheel. While you might not know, many front-wheel drive economy cars do not have independent rear suspensions, but according to VW's press kit, the TSI like this even has an advanced multilink rear setup. On a brilliant section of Highway 68 that runs from the famous Highway 1 and into Pacific Grove, I was able to hustle the Golf hard enough to chase a Cayman S. Sure, the Cayman could have run away, but if you know what you're doing behind the wheel, it's good fun annoying people that don't know how to use their quicker cars on tight, challenging roads. You've probably heard the phrase slow car fast and, while I prefer a fast car driven fast, the Golf does its duty to epitomize its place as one of the ultimate steers due to its ability to achieve loads of fun at more attainable speeds. I definitely can't gloss over the gas mileage because it's, well, amazing. At 70 MPH on level freeway, the little Golf stretches a single gallon over 50 miles. 50! On the fast paced Interstate 5, that number fell to about 44 at 77, which is still fantastic work. During the 600 miles I spent with the Golf overall, I recorded 35 MPG, but that also included hours of super slow city driving and stop and go traffic. If mileage is something you're after, the Golf delivers. For what it's worth, a Jetta with the same engine, but with a six-speed manual, in my stead also recorded 50 MPG on the freeway at 70 MPH whilst averaging 37 MPG. This engine delivers the economy. Being a hatchback, space inside is generous due to the practical nature of the design. Open the rear, and you're greeted with a large volume of cargo storage despite the small 168" length. Front and rear seats are similarly spacious, maximizing possible cubic feet from the simple, boxy shape. Hatchbacks are practical and they always will be. What's not Like I said, it's not perfect unfortunately, despite being practical and great fun to drive. Granted, this has to be taken into perspective given the car's cheap $24,990 asking price as-tested. However, I did find myself disappointed with the quality of the interior, with a few too many hard plastics. Other new cars now with similar prices have an interior put together both nicer and with high quality materials, too. Some examples of cheap build quality include a reflector mounted on the inside bottom of the door that fell off more than once when closing the passenger door. The roof-mounted grab handle for the driver was also loose and it drooped constantly rather than staying flush on the roof. Pushing it back up was merely met with a slow sag back south, being uncomfortably close to my head. I will say the steering wheel feels great in the hands at least. The seats are fine, but I did find them too flat and lacking adjustment. They didn't cause particular grief during a long, four hour drive, but more shape would be welcome, not to mention lateral support when cornering with purpose. There was a lever on the side bolster to actually present some manual lumbar adjustment, but the edge of this handle was quite sharp from a pronounced edge courtesy of cheap manufacturing process. This lever, when left in certain positions, literally cut my elbow several times from rubbing against it when getting out of the Golf. I decided to leave it in the no lumbar setting which cured that odd issue as it moved the edge out of the way. Maybe it's just how I get out of cars? But that's just how I get out of pretty much every single car ever. And this isn't a criticism so much as a suggestion, but get the manual. This a fun car, so make the most fun possible by grabbing one with a stick shift. The automatic is fine, really, but VW's manual is delightfully easy to control and is a great first stick shift for newbies to learn on. It's still basically great Yeah, the interior issues bugged me, but those can likely be easily sorted. I was just disappointed to see issues like that on such a new car with low miles, though. Apart from those niggles, the Golf is an attractive-looking, attractively priced, and attractive-to-drive hatchback that is easy to enjoy. I can only wonder why Golfs have been so popular through the years? Either way, there are alternatives, such as Hyundai's funky Veloster. Honda did make a popular (yet ugly) Civic Hatchback, but the redesigned Civic is yet to spawn its own hatchback version, so you'll have to wait for that one if it comes or not. All things considered, for practicality and fun on the cheap, the Golf is tough to beat. What a shame the suits have decided to send it to the chopping block at the end of this year in the States. Oh well, at least the speedy GTI and R models will continue to live on. So, if you want a new Golf at this price, you better hurry. 2021 Volkswagen Golf TSI 1.4T As-tested price: $24,990 Pros: Fun to drive; practical hatchback; 50 MPG Cons: Some teething build quality issues Verdict: The VW Golf is widely loved for a reason

Toyota's ambitious Camry TRD is the best driving Camry ever, but other areas hold back this questionable Fast and the Furious prop car. A Camry with a wing you say? Heresy! The Toyota faithful, lovers of the most anonymous and boring cars in existence would never want that atrocity. Except they did apparently. The Camry TRD, with its fixed rear wing and aggressive bodywork, has proved a hit for Toyota. It represents great value, and it offers a certifiably TRD sporting chassis underneath. But, there's a but. Unfortunately, there are many key areas that hold back this ambitious would-be sports sedan, and they do enough to undermine it and make it nothing more than a dressed prop car from a Fast and Furious movie. What is it? The Camry TRD. Basically, Toyota's TRD department, Toyota Racing Development, has fettled the Camry with a sports-minded suspension to make this the sharpest driving Camry ever. To go with it, Camry TRDs receive a shouty bit of bodywork, with a deep front fascia, side skirts, and a fixed rear wing. No, not a spoiler, a wing. Red highlights are sprinkled about, from the red TRD stitching on the head restraints, red seatbelts, and red pinstriping along other exterior pieces. The attractive wheels are matte black (wish they were gloss black) items also bearing the red TRD logo. It looks unlike any Camry ever before it: mean. Why a typical Camry owner would something mean is as good as anyone's guess, but it shows that Toyota has the cajones to try something ambitious with their best-selling sedan that always carried the excitement of cheap mild cheddar. However, there are lots of bits, rather integral bits mind you, that have not received the TRD treatment. This absence is what holds back the Camry TRD as a pretender rather than the bona fide Tillamook sharp variety. What's hot Veracity, that's what the Camry TRD steers with. While all new Camrys do drive surprisingly well, especially when compared to their boring ancestors, the TRD sets a new standard for Toyota's front-wheel drive family sedan. Weighting is natural and not too light, but also not tiringly heavy. Response is linear and true, with the Camry TRD changing directions nicely and with a vigor when asked. Approach a corner quickly and the front tires dig into the tarmac without fuss and whisks you right to your apex and onto the next. This, in a Camry? Yes. You will find understeer eventually, but the basic handling balance is that of a convincing neutrality and with a perfect amount of body roll for the street. What I really liked in this regard is just how organic it felt from the wheel. Right from the first get-go, I got the sense of feeling that "yeah, this is what a car should feel like." TRD is responsible for stiffening the suspension in all the right places to give this level of control to the driver. Yet, despite these improvements, the ride quality is still everyday usable without feeling harsh in any way. This tuning is very akin to BMWs of old, you know, the good ones. Under the hood is Toyota's familiar3.5L V6 with 301 horsepower, which is unchanged from the standard V6 Camry. This tried and true motor is wonderfully smooth, foregoing the coarseness that has plagued V6 engines of old. Delivery is like a graph with a slope of one, with an equal rise and run. Put your foot down and power gradually increases all the way up and builds to a steady crescendo of power up top. The V6 also sounds rather good, emitting a smooth growl with a restrained yowl at the top end. 0-60 MPH happens in 5.8 seconds, which is at least competitive with other mid-size competitors, but not class-leading. Gas mileage was great, though, with an average of 26 MPG overall and 35 MPG on the highway. Minus the wing, I do like how the Camry TRD looks and with its two-tone paint. The appearance is sharp and definitely stands out among other transportation pods. Price concerned, the TRD does represent good value as this tester rang the as-tested price to $34,282. At under 35 grand, the TRD is far from the most expensive Camry you can buy, with that honor being reserved for the more luxurious XSE. Toyota definitely could have goofed and priced the 'sporty' be-winged model much higher, but have shown restraint and met this attractive price point. In actuality, it's one of the cheapest V6 Camrys you can buy, which must certainly have helped with how often I see the Camry TRDs on the road. What's not Like I said earlier, there are faults to consider with the Camry TRD. While the Camry TRD has a potent chassis underneath, there several factors that undermine this would-be sports sedan. For me, the most glaring issue is the eight-speed automatic transmission. Shifts are smooth if on the lazy side, but the real disappointment comes from the cheesy, plasticky paddle shifters behind the wheel, and not because of their material, but because they're actually worthless. What do I mean by that? Despite the gear lever having a +/- mode and the paddle shifters, there is zero way to have manual control over this transmission. Slide the lever over to manual, start pulling paddles, and no matter what, the moment your right foot passes even just a third of throttle travel, the Camry TRD will override you and downshift. On a backroad, driving with an enthusiasm that a sport-minded car likes to be commanded with, this means you can never utilize the midrange power that this big V6 offers. So, try and select third gear at about 3 to 4,000 RPM, put your foot down and the car instead will kickdown to second on you. It's absolutely maddening, and I'd even go as far to say dangerous. Using the midrange in corners allows so much more adjustability with the throttle and to control the chassis, but the transmission logic decides to take control from you altogether. So I ask, what is the point of even having them? Every other new non-Toyota I've driven that has a manual way of shifting gives you real manual control, but I guess not for Toyota. What a shame. The lacking commitment to fun continues with the traction and stability controls, which are intrusive to say the bare minimum. Can you turn them off? Sorta. To disable the nannies completely, you have to be completely stopped and hold down the button. If you're rolling, you can't do it at all. What you can do is disable traction control partially with a single click, but even then you have to be going under 30 MPH. But, the catch with that is the moment you're above 30, all the aides just come back on. So you can partially disable traction, but only when below 30...right. Oh, and the brakes felt rigid and wooden. You get used to it, but the first few uses were quite disconcerting. The interior is a standard Camry affair, albeit with a few dressed up pieces that I find tacky. I'm fine with the red TRD logos stitched on the front seats, but the red seat belts are laughable. With an interior borrowed from the lower-tier SE model, there is a pronounced amount of hard plastics used throughout that do seem disappointing compared to rivals. The price is still good value technically because of the chassis and V6, but the interior quality does disappoint overall. What worried me were the rattles the driver's door produced on the motorway, as well as the metallic rattle and tininess when shutting the front doors at perfectly reasonable and even light forces. The rear doors made a distinctly different and more secure sound. The side skirts also rattled with each door close. Other bits inside that annoyed me were no automatic front dome lights. Instead, only automated lights between the front and rear seats were present. And to go further with lighting, the door lock and window switches have an ambient lighting for nighttime use to decipher which are which. However, when you open the door to enter at night, those switches do not light up like they do in other cars, making them quite hard to see. Once you start the car, then they turn on, but considering how often one opens the door and then has to unlock the rest of the car for passengers using the inside switch, I found it annoying. I guess muscle memory would eventually take over. Like most other Toyotas, the center display screen looks about ten years too old and it and the aesthetic of both the hardware and software needs a desperate update. It's fine to use, but it just isn't pretty. My biggest complaint on the inside, though, is with the seats. Sure, they're comfortable items, but they offer zero lateral support, being the same seat as other Camrys, just glammed up with fancy trimmings. So, when attacking turns or cloverleaf onramps, you're left having to brace yourself from falling out of the seats. Hyundai's Sonata N-Line has fantastic sport seats that are unique items from the standard model and provide gratuitous support for fun motoring. So, it's no good then? The principles are good, but it's the details that leave much to be desired. Toyota has done a bang-up job in making the Camry TRD a canyon-carving machine with its approachable, confident steering and handling. But, if it wants to have real sporting intentions, then why have they left an automatic transmission with zero logic in its programming? Seats that can't hold you in place worsen the experience further making for a car that can't realize its aspirations, rendering this attempt as a pretender. The lack of manual shifting and worrying about holding yourself in place just about completely zap any fun out of spirited driving. The bones are there to make a compelling and legit TRD offering, a Camry sports sedan, but it has sadly been diluted and dumbed down with oversight and micro managing. If you all you want is a Camry that looks cool and sporty (granted you like the wing), then it's the perfect car for you. If what you want is a mid-size sedan with real sporting intentions, then you'd best look elsewhere. 2021 Camry TRD V6 As-tested price: $34,282 Pros: great steering and handling; smooth V6 Cons: Idiotic transmission programming; unsupportive seats Verdict: Close to greatness, but watered down.

Priced nearly the same as the marginally larger Tiguan, what's the point of this new crossover? I don't quite understand the Taos in Volkswagen's model range. And I don't think you can exactly blame me because I can't be the only one in the automotive community who thinks this. VW already has the well-established Tiguan crossover SUV in their lineup, and yet here comes the Taos, a marginally smaller, but all too similarly priced crossover SUV to invade the space of the bigger brother. Huh? Skepticism aside, that shouldn't hold the Taos from being a potentially great new model. Only it just misses. The highs For those interested in saving money at the pump, you'll be delighted to hear how little fuel the new Taos sips. With a 1.5L turbocharged four-cylinder engine, the modest Taos drinks regular gasoline to the tune of just 31 MPG overall. On a level highway, that number grows to a terrific 37. Nice. Looking back at my MPG numbers from the Tiguan and its 2.0 engine, 21 MPG was all it could dream to achieve overall and 31 on the highway. So, the Taos represents vast improvements in terms of efficiency. Acceleration from the little motor isn't great on paper, but it's competitive among also-slow rivals at least, with 0-60MPH taking 8.1 seconds in this front-wheel drive model. For being a 'compact' crossover at 176" long, I found the Toas to be quite a roomy vehicle, with ample space in the front and rear seats, plus a fully usable cargo area when you open the tailgate. The larger Tiguan does have an optional (but tiny) third-row option that's really quite pointless, but otherwise it's not exactly easy to really tell the two apart in terms of interior living space once you're inside. I also think the Taos looks quite nice; handsome even if it appears dull next to more exuberantly styled rivals from Japan and South Korea. VW has carried on a conservatively understated style brief on all their models and have applied an unmistakably recognizable VW look to an entry-level vehicle that many fans of the brand will appreciate. For those that want some fire to their design, you'd be best looking elsewhere. Built upon VW's ubiquitous MQB platform that underpins most of Volkswagen's model range, handling was what I have come to expect: rather good. While grip from the easy-going all-season tires is weak, causing tire squeal and asking for forgiveness sooner than expected, the overall balance is commendable. What do I mean by handling balance? Simple - when you going through a corner too quickly and on the gas, the front tires load up and start to push wide. However, when this happens in the Taos, simply lift the throttle off and the fronts regain grip and induces a lovely organic dose of rotation to get you pointing back in the right direction; you're now free to put the power back down and away you go. Lots of good adjustability here as well as playfulness, but the overall limits of adhesion are fairly thin. I also had no complaints towards the ride quality, with the suspension doing well to keep things comfortable. The lows Unfortunately, there's a bit that I didn't like about the Taos. And this list is in no particular order, mind you. But, first thing that came to mind was the absolutely horrendously annoying gongs and bongs that the Taos makes. Open the door with the car running or when you get in and the warning beep that is made is overkill loud. I looked through menus to see about changing the volume of such a sound and you can't. I've never heard a bong so loud in a car, and it happens all too easily as if to remind people that they're even in a car to being with I guess. Also, it's too expensive. No, not the base price, which is well below $25,000 - that's all extremely affordable and buys you a lot of car for the money. An SE trim at about $28,000 remains a solid choice, too. However, this top-shelf SEL model nearly crested $34,000. Last year I tested an all-wheel drive Tiguan SEL that range up at only $34,657. Even at the entry position before any options, a Tiguan is still only about $2-3,000 more. So it's not entirely any cheaper than the larger offering. I do think that there should be a larger price difference between the two. So what I think VW has done here is put themselves and customers in a position where they're offering two too similar SUVs that overlap in price. Along with the price, the interior's quality does hold up in the slightest at the ambitious asking price of $33,885. Below 30-large, it's largely acceptable and very fine on base models, but bloated to this price range, the materials are lacking. I just tested a Hyundai Tucson Hybrid, a car that averaged the same MPG as the Taos, but is larger, only cost a few thousand more and had an interior bordering on luxury in relative comparison. Simply put, there's too much hard plastic and cheap materials everywhere. I also thought the driver's seat was too flat and forgoes any kind of of support, but still lasted just fine on a 2 hour trip in it in terms of comfort. Door paneling up front had some decent soft padding, but the rear doors were basically all hard plastic. They look the same, but once you touch it, you realize how much cheaper those rear door panels are. This isn't unusual on more affordable cars, but I hadn't noticed as much a stark difference as this. Moreover, I also found the rear external door handles to be loud and clunky and also experienced issues with the radio. On one drive, the stereo quit altogether and refused to make any sounds regardless whether through AF/FM, satellite radio, bluetooth, and Apple CarPlay. A quick on and off, locking the Taos, and then waiting 30 seconds outside didn't make a difference. Finally, making a several minute stop somewhere resulted in a return to normal. But still, not something you want to have happen in a brand new car. The infotainment/center display could be easier to use as well, with it sometimes lagging, but for the most part, it's a pretty standard affair. I liked the handling and balance of the Taos, but the steering left me wanting more. The wheel is a comfortable device to hold, but I did find it nervous and too light at times. Small inputs led to abrupt responses at times leading me to think that it would benefit from extra weighting. But, perhaps my biggest issue was with the throttle response and transmission calibrations. Driving on city streets, I had to put real effort into being able to drive the Taos smoothly. Let me explain. Pulling away from a stop as normal, I always try to smoothly apply the throttle progressively, meaning increase throttle application as you move away. This doesn't jolt you off the line and gets you up to speed with ease. What happens with the Taos is that it decides to (likely in the name of fuel economy) shift into the next gear exceedingly early, which is totally fine with a fairly flexible engine like this. The real problem is that, when it shifts you also need to apply more throttle in order to keep accelerating as the RPMs drop ( also normal), but when you do press your foot ever so farther, the car instead decides the best course of action is to downshift. What? This unwanted behavior causes a jolt and unpleasant surge as it changes down a gear at the same time as you're needing to increase the throttle. If it just held the same gear then there wouldn't be a problem, but it changes gears up so quickly and then is so hasty to then immediately downshift that it can cause annoying driving antics. I learned that to compensate for this that you have to be extremely reluctant to press the gas pedal past a certain point, but this also can feel sluggish. I personally feel I didn't put the pedal near far enough to warrant a downshift as basically no other cars I've recently driven (the exact same and normal way) have shown behavior like this at all. This Taos and all other front-wheel drive models come with an eight-speed automatic, but all-wheel drive models actually are equipped with a seven-speed dual-clutch 'box. I'd be interested to see if the DSG trans behaves the same way. I also experienced some disconcerting pulsating from the powertrain when accelerating hard up a hill once at 3,000 RPM, right in the meat of the power band. To sum things up... I was confused how I felt towards the Taos before my weeklong test, and remain confused afterwards. I think the Taos works, and works quite well, in its cheaper configurations. Because, if you remove many of these options and don't need all-wheel drive (most don't, and VW makes fantastic front-wheel drive cars with almost non-existent torque steer), this is a very competitive and likeable ride for well under 30 grand. As the price creeps past that and all the way to the frightening $33,885 of this tester, it makes little sense. And this isn't even the all-wheel drive model. Want that? Plop down another two grand additionally and then it's really expensive for what it is. I can't help but think and wonder why VW would go through the effort of releasing an all-new gasoline-powered model in 2021 as well. The ID.4 electric crossover is now already out, but is priced well well above this. To do something truly different for the market, why wouldn't a smaller, affordable EV be released instead? Actually, there is, and it's called the ID.3, except it won't be coming to the USA. Compared to the Tiguan, I consider the Taos slightly worse in every way besides fuel economy, which was dismal on the too-heavy Tiguan. Though, the fuel economy is dramatically different enough between the two sibling rivals that it will probably be enough to sway most to the new Taos; It's plenty large after all. So what I think needs to happen now is the Tiguan needs a complete rethink to help differentiate itself from the newer and younger sibling in a better way. But still, as it stands now, my real pick of the VW range would be the Golf hatchback, which offers better performance and drives better than either, too. 2022 Volkswagen Taos 1.5T SEL As-tested price: $33,885 Pros: Affordable entry price; excellent fuel economy Cons: options are expensive; transmission programming; not worth it at this price Verdict: Too much overlap in VW's own model range, the Taos works best in its cheapest forms.

Photos from the historic races at WeatherTech Raceway Laguna Seca. I love motorsports. And while I love modern racing, I also love seeing vintage race cars spending time not in garages, but on the track doing what they're meant to. Luckily, many agree with me and bring their historic race cars to the tracks still to unleash them. To see a full gallery, check out the full photo suite here.

The Road Beat reviews the all-new 2021 Hyundai Santa Fe Hybrid Hyundai has been on a roll recently, and I'm far from the only person with that opinion. Hyundai after Hyundai that I've come across has left me impressed by their commitment to bring style and quality at affordable prices. Hyundai has struck gold with the new Santa Fe on paper, combining upscale style and a luxurious interior at a price for normal people. However, it seems they put so much effort into making it look nice that little was spent on making it interesting to drive. Though, for what matters to most prospective buyers, this is as good as it gets. What is it? A mid-size SUV/crossover offering from Hyundai, the South Korean automotive giant. Nestled in as a sort of in-between size wise, the all-new Santa Fe is larger than the Tucson, but smaller than their flagship, three-row Palisade. After spending time with the Tucson recently, I never found that so-called 'compact' SUV to be lacking in space. But, if you need that extra bit of room, that's where the Santa Fe comes in. This top-of-the-line Hybrid Limited model came in at a reasonable $41,290, offering more space and luxury than a RAV4 Hybrid Limited, yet at the same price; that's good value. What's hot As already mentioned, the headlining feature of the new Santa Fe is the courageous styling in a sea of relative mundanity. Besides Mazda's understated elegance in their own SUVs, Hyundai's Santa Fe (and their Tucson) stand out among the bland offerings from America and other Japanese offerings. The grille and headlights might look fussy isolated on their own, but as a whole, they work to make a large vehicle look rather modest in size, tapering to an aggressive point. The style entourage continues inside with a beautifully finished and sculpted cabin. It's put together with a high degree of detail, bringing quality switchgear and soft leather where used. The saddle brown color of the interior also screams luxury, mirroring something that you'd get out of a much pricier Mercedes. From the first time opening the door, I was mightily impressed. The simple fact of the matter is that this is one of the nicest interiors I've ever seen for forty grand. The shear quality and ambience of it leaves a RAV4 in the dust and even rivals the $50,000 Toyota Highlander Limited. Passengers were similarly enamored by the inviting and luxurious cabin. You will, too, as this gives the Santa Fe a serious edge over similarly priced competitors. Comfort is great thanks to cushy seats and big space front and rear for all passengers. The ride quality is soft as to not disturb occupants, even if that comes at the expense of cornering (as explained later). It's quiet, too, keeping most of the noise from reaching inside. The center display is intuitive and I like the digital old-school vacuum tubes displayed on the radio screens. It is a little laggy at times, but it gets the job done, even finding the voice recognition to work surprisingly well when I asked the car for directions to a few places. The center stack of controls is a little overwhelming at first with the shear amount of them, but I got used to their placements through muscle memory quick enough. This Santa Fe Hybrid is, of course, a hybrid vehicle. A turbocharged four-cylinder gasoline engine is paired to an electric motor to bolster performance and economy at the same time to the tune of 226 modest horsepower. As far as gas mileage is concerned, it works, with the Santa Fe Hybrid averaging a strong 32 MPG overall and achieving the same 32 MPG on the highway. What's surprising is that this example bettered the efficiency of the smaller Tucson Hybrid I had - same powertrain and all. For a vehicle of this size, to average over 30 MPG is a grand feat. It's not quick, with 0-60 MPH needing 7.5 seconds, but that is at least comparable in the segment. What's not The fuel economy is certainly there for a hybrid SUV, and the exterior and interiors are made to dazzle, but the Santa Fe is left wanting in the driving experience. I liked how the smaller Tucson drove for the most part, so I was expecting a similar showing. On the contrary, driving the Santa Fe left me disappointed, mostly in the fact of how boring it is to assume command of. Behind the wheel, sitting too high up as other Hyundais do, I couldn't shake the feeling that I was piloting a minivan, not that minivans are bad to drive these days - most are quite good! Steering is on the vague side, though it's accurate enough for some confidence, but the whole vehicle has the creeping feel of a willow tree - swaying in the breeze. However, this is mostly exacerbated by those comfortable front seats that have zero lateral support and, again, you sit too high to really feel like you're in it. If you're routes are highways and city streets, you would never notice, and even then most drivers wouldn't even give two thoughts as to the concerns I expressed. On winding, tight country roads, the Santa Fe dislikes being hurried, preferring a relaxed pace instead. The other, maybe most glaring issue of all, is the poor throttle response when pulling away from a stop. The Santa Fe usually goes into a full EV mode when stopped and/or leaving a dead stop, which is fine, but the problem at hand is that when you add throttle to leave, almost nothing happens - it feels like the parking brake is left on! So, to counter that and to get you moving along, the instinct is to add more throttle naturally. However, this is met with a huge jolt as the applied power exponentially increases, most often from the gas engine suddenly joining the party and lurching you along. It's sad because I didn't incur this in the Tucson Hybrid, but it can make for a jarring experience at times when leaving a stop, and sometimes feels nearly dangerous for the unassuming driver at how it jolts this way. I wasn't the only person to experience this, as a friend commented on and noticed the exact same thing. I've read other reviews that have commented how seamless the hybrid system operates, so maybe it was this specific tester itself. Final Thoughts Don't the drive the Santa Fe with enthusiasm and vigor and you'll be wowed by the interior's grandeur when onboard and cruising. It's hard to think of a nicer new vehicle of this size for the money when you consider just how great the interior actually is. If you're after an efficient and luxurious vehicle of this size, on paper there is nothing that comes close for your dollar. Unfortunately, the driving experience didn't dazzle like the obvious style does, but for most, that's perfectly okay. As long as that snatchy throttle pick-up could be sorted, this would be my choice of the field. 2021 Hyundai Santa Fe Hybrid Limited As-tested price: $41,290 Pros: Style inside and out; Luxurious interior; Great value Cons: Glitchy throttle from a stop Verdict: Hard to beat for just barely over forty grand

It's beautiful to look at, sure, but wow does it need an extra 50 horsepower. Review and photos of the 2021 Lexus IS 350 F Sport I'd never thought I'd say this about a modern Lexus sedan 5 years ago, but damn is this a beautiful car. Honestly, I give up. I don't know how in the name of burning rubber and j-turns that the Lexus designers have somehow managed to turn that hideous, Predator-mouthed malaise into something actually pretty. When pulled up next to a BMW M340i even, it makes the German look like a Hertz bargain special. Anyways, past the sweet yet aggressive looks, the IS 350 is a vehicle in want of a more devious nature. It's a fine and competent luxury cruiser as is, but not for those wanting the utmost in excitement. At least it looks exciting. What's Good Yes, it's pretty, as already mentioned. Subtle tweaks here and there have morphed the ugly IS of 5 years ago into a beautiful creation, helped further by the deep Ultrasonic Blue Mica paint and F Sport adornments. Sensual creases from front to rear and a stellar working of the rear hip, creating a flowing, wave-like flat surface that goes from above the rear wheel arch and to the trunk-formed boot spoiler, help produce a vehicle of true allure. It's the best-looking compact executive saloon out there right now; It's that pretty. The interior might be of an old variety, with few changes, but the quality (mostly) remains throughout. The leather is as soft as anything in its class, and everything feels as if its been built to withstand nuclear blasts. Lexus is known for quality, and this Lexus delivers the goods. On the road, the ride is smooth and supple, soaking up bumps to a delightful effect while remaining positive body control through the steering and chassis. It's quiet, too; This is a properly impressive luxury experience. Powering the Lexus through the (correct) rear wheels is a tried and true 3.5L V6. Making 311 horsepower, this V6 is turbine-like in delivery, making smooth power without a trace of coarseness. If you didn't hear it, you wouldn't know it's even revving. V6 engines used to be nasty bags of trash, but this is proof you can make one as silky as even a straight-six. When given some prodding, the engine and intake make a rather immersive sound, too. For a big V6, fuel economy rang in at 30 MPG on the highway, which is decently acceptable, and a more encouraging 25 MPG overall in mixed conditions. Not excellent economy, but also far from poor, and the total average figure will likely be attractive enough to many, considering a Genesis G70 with its twin-turbo V6 could only average 21 in a pior test. For what it's worth, the ballistic BMW M340i remains the fuel economy king. What Isn't Unfortunately, there are a number of lows, but luckily, they are all mostly minor. For starters, the single biggest complaint I had with the IS happens to be the engine. What, you thought I liked it? I do, but this car is frankly too slow. 0-60 MPH happens in a disappointing 5.8 seconds, which is a full second slower than an IS 350 was able to manage in 2007. Growing larger and adding on the pounds has diluted the performance from being formerly stellar to now being wholly underwhelming. What it needs is an extra 50 horsepower everywhere. Pulling away normally is fine and all, but putting your foot down and trying to access the midrange ends only in fatigue and sadness. The only way to make real progress in the IS 350 is to rev its bolts off. Take control of the paddles, click the left one more than you think necessary, and then does it start to make real momentum. Revved up, it also makes a quite delicious noise, but you have to work it so hard and even then, it's still not fast enough. A BMW M340i does 0-60 MPH 1.5 seconds faster. 1.5!! I love naturally-aspirated engines and how smooth it is, but it's unfortunately too down on power to really be the exciting sports sedan it so wants to be. A BMW 330i with its little four-cylinder is actually faster even. While I liked the comfortable ride quality, it also results in a substantial amount of body roll. I expected the IS 350 F Sport to negotiate turns with a cunning attitude, but I found it just too soft for serious driving, even when switched into the obligatory sports modes. There's still lots and lots of grip available, so much so that it's nearly impossible to unstick the rear at even slow speeds with all driver aids off, but I reckoned it ought to be sharper and more engaging when the going gets twisty. The DTM race car looks might be there, but the driving experience isn't quite. There's an eight-speed automatic transmission to handle shifting duties, and while it's transparent in most cases, I did note a few clunks from it periodically. Whether an odd downshift, or going from reverse to drive while perfectly stopped, clunks are not what I expected. Then again, this is a test/press vehicle that gets abused. Also, as with basically every Lexus, the infotainment/center display operation stinks. I do like the interior, but there are random parts bin pieces that make up the switchgear and buttons. The cruise control stalk is particularly bad, looking and feeling like an item from 20 years ago. An update here would be appreciated. I also didn't like the large circular air vents on the extreme left and right of the dash, looking completely out of place with the rest of the car's design and aesthetic. The manual switch to turn on the nice rear and top-view cameras was weirdly above the driver's left knee (such a weird placement), and then the switch to turn off stability control has be held too long and can only even be turned off when below 30 MPH. I thought this was supposed to be a sports sedan with these looks? Oh, and where's the dang parking brake? I couldn't find it; I'm left assuming it does not have one, or it works automatically every time. Not quite all the way there...yet You see the looks, you spot the F Sport name, you know the space which it competes with, and yet I left unfulfilled. I expected a fun, engaging, and rorty sports sedan, but it's more of a luxury cruiser playing dress-up. It's a damn good dress-up I must admit, but I wanted more from something that looks so promising. Lexus knows how to make a proper sports sedan, the larger GS F was proof of that, but this model is too soft. Maybe the upcoming IS 500 will make amends and address literally every concern, but I think for this model to stay competitive, it needs a hit of more power, and a firmer (less comfortable) driving experience, at least on the F Sport model. For some, it might be perfect. Maybe you want those compelling and aggressive looks but want comfort, too, and don't care about canyon carving. For that consumer, it's perfect. As a sports sedan, however, it's close, but it's not quite near brilliance yet. 2021 Lexus IS 350 F Sport As-tested price: $55,360 Pros: Beautiful, sexy looks; comfortable Cons: Driving experience needs more verve Verdict: A gorgeous sedan with intent, but it needs a double espresso.