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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.

The all-new Honda Civic has arrived. New looks and a new interior have kept it ahead of the game. I've heard before that one can either choose to be anonymous or interesting. But, is it possible to be both? That's where the new, redesigned Honda Civic comes in, one of the best selling cars of all-time. On one hand, despite the handsome looks, it's quite anonymous, so much so that I had trouble finding it in parking lots. On the contrary, it's such well accomplished and competent transportation that it also becomes very interesting; This should be a boring car, but it's too good to be boring. It might be a cheap and cheerful economy car at its core after all, but it's a very good one and likely the best around. The Highs This all-new Civic sports brand new bodywork and makes for a sharp contrast with the outgoing model's angular and geometric design. Now, I know lots of people really liked the look of the old Civic, but while I enjoyed the adventurous design of it, I also thought it wasn't exactly what you'd call pretty. The new Civic, to my eyes at least, sports a much improved exterior that's softer and more grown-up with an increased elegance to it even. However, it isn't as noticeable anymore to stand out, and I must admit I did in fact have trouble locating this bluish silver tester in parking lots. Not that the old one stood out in a unique way either based on the fact Honda sold several hundred thousand of them a year in the States, making it an increasingly common car. I really really like that the new Civic almost appears rear-wheel drive, with its low and long hoodline and narrow gap between hood and wheel arch. Actually, the whole thing looks quite low and stretched out, making a new Corolla look positively stubby in comparison. I'm quite eager to see how future sporting variants of the Civic turn out; I think the SI and (hopefully) Type R have amazing ground work to build from. This Touring model also came with rather attractive 18" alloy wheels. The aesthetic revamp continues inside, where this Touring model (the highest tier for now) boasts a smashing interior; Practical, spacious, and incredibly well made are what came to mind after spending a week together. For costing a shade under $30,000 (admittedly expensive for a Civic), it's a legitimately nice place to be with soft and stylish materials and elements throughout. I particularly like the the metallic strip that runs the length of the dash for the air vents, looking more like something out of a Mercedes than a Honda. The nicest Mazda 3s are better still, but you'll be paying a small amount more, too, for one. For four adults on a several hundred mile day trip to San Francisco and back, not one of us had any complaints over a lack of space nor comfort, being a great vehicle for the job. The only gripe against comfort is that it isn't the quietest car in the world. Being a financially economical car price wise, the new Civic is very economical at the pump, too, with its little 1.5L turbocharged inline-four engine. Topping 42 MPG on the highway and averaging 35 MPG, you can go quite far on each dollar of gas. If you want more, you can bet on a hybrid variant to follow, likely to continue being called the Insight. Driving the new Civic is a simple delight that belies its cheap and cheerful origins. Accurate and keen steering make driving easy and even enjoyable. Handling is impressive, with ample grip for modestly enthusiastic driving, but its the way the nose is so willing to turn and change direction so swiftly and eagerly. The new Corolla had seriously upped its own game in its road manners, but the Civic stays ahead as the driver's choice of the two. Seriously, the steering in the Civic is better than that of most sports cars; that's how good and confidence inspiring it is. When a road turns twisty, you can't be helped resisting increasing the throttle and attacking apexes. With such a talented platform as foundation, upcoming actually fast and potent models are eagerly awaited. Despite its handling chops, ride quality has not been affected, delivering a comfortable and controlled ride in basically all conditions. This is a seriously good car to drive. The lows For one, this Touring is just maybe too expensive as-tested, if only just. I worry the lower trims won't impress as much on the inside as this, so that'll have to be investigated at a later date. As mentioned earlier, it's not the quietest thing on the road, with audible wind and road noise on the highway, but this is also an affordable car remember, so some compromises in certain are always made. It's not like a Corolla is any quieter, though the last $33,000 Mazda 3 Turbo I tried certainly was, a sizable jump in price. Honda's 1.5T motor might be frugal, but it lacks any and all punch in terms of performance. At 0-60 MPH in 7.6 seconds, it's actually a hair slower than the outgoing model as last tested by The Road Beat. Not that speed really matters in a car like this, but I was hoping for a larger performance separation between this and Toyota's Corolla with the 2.0L engine (the Civic is definitely faster, but not by that much on the stopwatch). It's one thing to not make gains, but to be slower than the old model did raise a pair of eyebrows. Nevertheless, a decent midrange makes merging onto freeways and passing plenty easy. After that, there's hardly anything wrong with the Civic. Sure, I wish they went further with modernizing their center display screen. It's improved and larger, but I think others might appreciate something more in-your-face in the age of Tesla's monster screens. But, the screen it does have is competitive in its class, and likely the best to look at and use. I thought the radar cruise control was too intrusive, but I also think every car's radar cruise control is far too incompetent. However, I did notice a couple times where the cruise did slow down for no apparent reason on flat freeway. Conclusion - Competence and composure A tremendously accomplished car, the new Civic I think adequately achieves being anonymous, but also interesting. It has understated good looks, a nice interior in this Touring model, and continues to deliver an excellent driving experience. While some will miss the, erm, 'edgy' looks of the former model, many will welcome the new toned down aesthetic and upscale, simple interior. Regardless, I'm sure Honda will sell several hundred thousand of these each year in the United States. And I can see why. 2022 Honda Civic 1.5T Touring Price as-tested: $29,690 Pros: Improved design in and out, joyful handling, great economy Cons: Nearly 30 grand for a Civic, no performance increases Verdict: Probably the most complete and best affordable small sedan there is

Don't want to join the (alleged) Tesla cult? Volkswagen's electric car for the people is here. Dieselgate. Ugh, really leaves a bad taste in the mouth, doesn't it. Similar to the taste of, well, diesel. Hey, I've never drunk diesel to know what it tastes like...Only a few short years after that brand-altering and expensive catastrophe, here comes the antithesis of diesel: the all-electric ID.4. While VW has been pumping out small EVs for a short time, like the Golf EV, this is the first serious attempt at a low-cost EV that was built from the ground up as an EV. Porsche, VW's subsidiary, might have struck first with the Taycan super EV, but the ID.4 is the first shot at making what Volkswagen is famous for and the meaning behind their name: a car (EV) of and for the people. This article is more aimed at the consumer who wants to know how the ID.4 acts as a car, how it drives, and what it's like to live with. For more technical mumbo-jumbo that will prove largely meaningless to most, you'll have to look elsewhere. I want to focus more on the basics and essentials. An EV is a car after all, and it should be treated as the same as other cars; another tool and mode of transportation. I'm not testing this as if it's a cell phone. I've always thought that ugly doesn't sell, but Tesla has disproved that theory with their hideously ugly Model 3, Y, and X electric vehicles (the Model S is okay). Honestly, they look like what toilet paper is meant to wipe - yet they still sell. On the contrary, VW's new ID.4 crossover boasts an attractive design. I like that it isn't weird like other EVs, a trend most exacerbated by BMW's i3. Chevy's Bolt wasn't great either, and if we mention hybrids, the Prius and the first-gen Chevy Volt are akin to 40-grit sandpaper on your eyes. Why does an EV have to look different? The ID.4 is very distinct from other VW models, yet it's still a good-looking machine like other Volkswagens, and one that is unmistakably a car. Good job, VW. It's less SUV and more of a built-up wagon, but that's a good thing. The blue with contrasting colors makes for an alluring finish, too. It's nothing completely exciting, but it acts as a simple and effective aesthetic. This more reserved design language is a good choice for another reason: As a legacy automaker, this is part of a transition to move all models to electric in the coming decade. So, if they came out with some ugly batshit science experiment gone wrong, it would make existing customers reluctant. Ease them in then instead; It's the right move. Because an EV doesn't have to bother with an engine and gearbox that takes up valuable space, it does free up designers to do more with less. So, despite the smallish dimensions (180 inches long), you'd be surprised to find the ID.4 cabin space quite roomy front and rear. Fill up both rows with adults and it makes for a very plausible and comfortable affair. The obligatory huge sunroof increases perceived space even further. The cargo area isn't exploding in volume per se, but it's enough for daily activities. Drivers will surely appreciate the airy environment created by the spacious interior. However, despite no gas engine in front of you, open the front hood and you're greeted by electric, er, gizmos, instead of additional front storage. Missed opportunity there. Besides the aforementioned space, the ID.4 has a pleasant interior design and quality to it, though I found it far from resembling anything luxurious. Luckily, most things are soft to the touch and few will find any complaints. With this car's white steering wheel, be sure you have clean hands whenever you drive! Other Volkswagen's, like the Atlas, are known for excessive hard plastics strewn about everywhere, so it's nice they resisted in this application. In the middle is a large touchscreen that serves as a focal point. While impressive to look at, it's mightily unimpressive to use. Laggy and unintuitive were the main things that came to my mind after a week of use. Having never used one myself for a real comparison, I've only ever heard wonderful things about Tesla's even larger central display unit, so VW is on the back foot there. I do wish the digital gauged behind the steering wheel was both larger and carried more driving info, being reserved only for speed and cruise control displays; energy consumption would be a nice addition in the corner even. At least you get a display behind the wheel at all. To drive, there's a rocker switch to the right hand side of the speedometer display that is awkward to try the first few times, but you'll get the hang of it soon enough. It's exactly like the rotating rocker that was in the BMW i3 - wonder where they got their inspiration from. The steering wheel is comfortable in the hand, but this is the rare case where I wish I could sit higher up. Even with no engine up front, the hood height is tall, and so through slow right corners - like those through neighborhood or especially right turns that then go downhill - are particularly tough to see over that tall hood. The one part of the design VW got wrong here then: the hood is too tall. Despite that, flick it into drive and the VW feels exactly like a regular car...until you lift off the accelerator that is. To be blunt, this VW freewheels. The equivalent of putting your car in neutral down a long hill, boy does the ID.4 just pile on speed at a ridiculous rate when coasting. On roads with even the slightest degree of downward slope to them, just lift off and this EV maintains or even increases speed. The other option of course is to use regenerative braking. Simply rotate the transmission switch again from 'D' to 'B,' and you're now using kinetic motion to recharge the battery pack. This time, instead of getting that 'neutral effect' each time you lift, you're greeted by a dramatic deceleration force similar to braking. If you've never experienced regeneration before, it will be shocking at first and you will have to change your driving style quite abundantly. The point of this regen, besides recharging, is to enable one-pedal driving. Plan your moves accordingly and you will rarely, if ever, have to use the brake pedal to stop. It's unusual, yes, but in a surprising way this can make for a more involving driving experience by planning your acceleration and stopping ability/distances to the nanometer. Luckily, if you prefer the coasting mode and using lots of brake pedal, you can choose that mode instead for all-time, so it's nice VW has given the choice to the driver. So, how did I drive it? I chose a combination, partly induced by my OCD that only comes alive when driving. Long level roads? I chose the normal drive. When I needed to slow down for certain turns and stoplights? Flick it to regen. I'm not kidding when I say that on some trips I would flick it back and forth a dozen times or more, but I reckon that doing as such will also yield the absolutely best efficiency as you're now adapting the car's systems to the most efficient choice for that moment. Tediously fun let's call it. Others will hate that method, though, and rather understandably. The ride quality is good and comfortable with nothing to complain about there as the ID.4 manages bumps well. It's quiet, too, very quiet, with an absence of wind noise and, of course, no engine noise. Steering and handling are a little more questionable, however. Don't mistake this for a Golf GTI at any point and you'll be delighted at how easy to drive the ID.4 is with its light and mostly direct steering. Handling and attacking corners were not a priority, so don't expect to be ripping up backroads even with the rare rear-wheel drive configuration that it possesses. For your daily commutes, there is nothing to deride here, even enjoying hopping in and immediately being able to go in the relaxing environment and driving demeanors. And no, because it's rear-wheel drive, you cannot drift it. I looked everywhere for a way to disable traction control to no avail :(. Performance is only just adequate, especially compared to what some Teslas are capable of now. With 201 horsepower and 229 pounds of torque, 0-60 MPH arrives in 7.5 seconds, so you won't be winning drag races against muscle cars here. However, armed with instant and maximum torque at request, getting up and going from stops is admirably easy in the ID.4 while merging onto freeways is also done with zero stress. While on paper it might be 'oh my god, it's slow,' it's not slow in the slightest. Remember, this a car for regular people, and it works just fine in the real world. I do have to think that one of the reasons people are so allured by certain EVs is the thrilling acceleration they can offer (looking at you, Tesla). And with only so-so acceleration and no sporting intentions when it comes to handling, the ID.4 is largely unexciting to drive. For nearly 100% of buyers, that's okay, but I can't help but think there could be something more there to capture some imagination. So, the economy then. Well, it's not groundbreaking by any means, but it's certainly enough to work just fine for most people. Range anxiety isn't completely gone, though, at least yet in my experience. With its 77 kWh battery pack fully juiced, you can expect about 220-240 miles of range from your ID.4 in mixed driving, and that's with using creature comforts such as air-conditioning. I regularly saw 3 miles per kWh overall, and was able to stretch that to 3.4 when hyper-mileaging (being all weird with the drive to regen switches that is). Some people quote MPGe, but MPGe is a complicated and confusing conversion that ultimately is meaningless. The easiest number to use is the car's onboard info giving you how many miles you can go for each kilowatt onboard. 3 mi/kWh does lag behind BMW's i3 rating of about 4 in my experience, but that car also had a mediocre 120 miles of range at the time due to the tiny battery pack. For those wanting direct personal comparisons to a Tesla for efficiency, I have none unfortunately. However, the good people at Car and Driver ran both an ID.4 and Model Y Long Range in their standardized highway range test, with the ID.4 reaching 190 miles and the Model Y 220. On another test, they were able to do 210 in the VW, which matches my own estimate. It must be said that the Model Y does have an additional 5 kilowatts of battery storage available, but despite the Model Y having a huge EPA claim advantage, real world results are likely much closer than you'd think between the two rivals. Charging? You have a couple choices. Each new ID.4 comes with three years of free charging on VW's new Electrify America network, which includes a mix of standard level 2 chargers and also DC fast-charging. For simple commuting of 30 miles a day, you can plug your ID.4 in overnight in your garage with the included wall-socket device. The Electrify America is easy enough to use once you download the app and select the charger on your phone as you plug it in, but in my hometown in Cameron Park, CA, the closest fast charger was 20 minutes away. Further, there were only a handful in the greater Sacramento area while the San Francisco Bay area was absolutely littered with them everywhere when I checked a map. I did use the DC fast-charger two different times and it is remarkable how quick it can juice you back up. Stopping with 30% of range remaining at the Folsom Outlets, I plugged it in during a quick shopping trip. Watching the progress on my phone, the ID.4 had replenished to over 80% just 30 minutes later, and when I returned to the car after about an hour's time total, I was back at 100%. I will say that while the charger is advertised at 350 kw/h, I never saw it pump more than 120 kw/h. After later consulting the window sticker, I saw that the ID.4 can charge at a max 125 kW, so the peak output I saw was right on the money. A different charger rated for 150 kw/h charging only produced about 40 kw/h at a separate charging time, so while the chargers claim these numbers, what it actually injects into the socket is another story. Either way, I was happy with the charge time on the most powerful plug available. However, that still doesn't combat away the inconvenience of it. If I didn't have to stop for anything there, I still would have had to sit there for thirty minutes and waited, and that was a hot day, too. 30 minutes is fast for jumping 50%, but it's still inconvenient. If you are close to one of their chargers, then range anxiety won't be an issue. But for me, and the fact the closest was nearly 20 miles from home for their ultra-fast charging, it did make me have to plan trips out. About range anxiety for me, going to Sacramento for the day and back, an 80-mile round trip, I departed with 150 miles of range existing. I could have made it home easily with at least 70 miles remaining, but 70 is too little for, especially when that elusive fast charger is 20 miles away still and in the opposite direction of my work commute. Maybe it's less anxiety and more just conscientiously planning out my trips. If topped up, I would feel perfectly fine planning a hundred-plus mile trip to the Bay Area, mostly because of the huge charging network in that region. Once more DC fast chargers are installed nearby, I wouldn't give a second thought about any kind of anxiety except on maybe a Southern California road trip. You can use non-Electrify America chargers, but you'll have to pay for them, ranging from 30 to 40 cents per kW locally, which would get surprisingly expensive pretty quick. Just like a pilot has to flight plan, you will have to make a drive (charging) plan. Now, you could charge it at home, which down below details based on my energy rates. Okay, so some maths to figure if you're charging at home: Where I live, PG&E charges 26 cents per kilowatt. Driving 30 miles a day and achieving 3 miles per kilowatt means I'm using 10 kilowatts a day, which equates to $2.60 for those 30 miles. If I compared a Toyota RAV4 Hybrid, which gets 40 MPG at $4.00/gallon, that comes to $3.00 for 30 miles. Because of my energy charges, it's not much cheaper to operate and charge an EV at home compared to a good hybrid vehicle, plus refueling the hybrid is far more convenient. If you have decent solar, or have much cheaper energy rates, then it makes a lot more sense, but I'm at 26 cents and that's tier 1, too. If charging an EV regularly, my rates would actually go up as I'd moved into another tier based on usage. That's just myself as an example given my own current and ridiculous PG&E energy rates where I live. Further, the level 1 charging cable VW includes charges at a sluggish 1 kWh, meaning only a few miles will be replenished each hour, which makes it impractical if you have longer commutes. Having a level 2 charger installed at home is another option, which charges at a decent rate, about 15-20 miles of range per hour. These level 2 chargers typically cost $500-$1,000 to have installed at home The important thing to consider here then is your at-home energy costs, especially since they vary so much geographically. Even if you have solar, you might first to need to consult how much power your system makes to be able to run both your house and a car. It's all about personal research. At an as-tested price of $45,190, the ID.4 represents an attractive entry point to the burgeoning world of EVs. Factor in hefty government tax credits and rebates and you can have one for way less than you'd initially think and there are bound to be some incredible lease deals, too. The range is enough for most people to feel comfortable with and it has space to boot to turn it into an extremely practical vehicle. Off-roading, though, like where I ventured for the Mars lunar-esque photos, it doesn't do that so well, so it's not that practical if you're looking for that sort of adventure. Unlike a Tesla that has gimmicks like farting sounds, VW has forgone any antics to build a car first and foremost. So despite being a cutting-edge electric vehicle, it does lack any exciting features to really draw buyers away from combustion other than the fact that it is electric. A fine car electric or not, but just a bit boring. Perhaps the biggest foe the Germans will face here is not from Tesla, but from Ford and their Mustang Mach-e SUV. Like the Volkswagen, it's Ford's first serious foray into a mainstream real-world-proof EV that is very competitively priced and has extra performance. Still, the ID.4 is here and now. I enjoyed my time driving around in silence, finding roaming downtown Sacramento streets particularly soothing. I reckon city residents appreciate it, too, instead of a loud-mouthed Camaro making an unwarranted ruckus on their block. The only caveat, at least in my local area, is the presence of VW's Electrify America charging network. There are other chargers you can use at a cost, but the appeal of that free 3 years of charging is hugely enticing. Either way, the ID.4 makes a decent case as an electric car for the people. 2021 Volkswagen ID.4 1st Edition As-tested price: $45,190 Pros: spacious cabin, silent and comfortable driving experience; decent range Cons: Lacks any driving thrills; fussy infotainment display Verdict: an electric car for everybody Dimensions: 180 inches long 73 inches wide 64 inches high 109 inch wheelbase estimated curb weight 4,700 pounds Specs: 77 kWh lithium-ion battery 201 horsepower 229 lb-ft torque 0-60 MPH 7.5 seconds Driving range: 220-240 miles

Want a truck, but don't want a truck? That's the pitch of the Honda Ridgeline. One isn't exactly thin on options when it comes to trucks. Heavy duty diesel pushers, light duty V8s that are still monsters, off-road weapons, and then 'compact' mid-size trucks, all available from multiple manufacturers. But, if you want a truck that isn't a truck, then there's just one (for now): the Honda Ridgeline. Instead of being built on a strong and uncompromising body-on-frame architecture, the Ridgeline is on a unibody platform like a crossover SUV, and drives as such. For casual Home Depot enthusiasts, it's all most will ever need. While a 'Honda truck' might not sound exciting on paper, the Japanese auto giant has certainly put effort into making this specific Ridgeline cool. Cool sells, after all. To help, there's an HPD (Honda Performance Development) package to instill some attitude and capability to show the non-believers. Actually, the capability part is all for show, with HPD being strictly an appearance package in this case that includes plastic fender flares, 18" alloys, HPD decals, and a different grille. Together, with the new front fascia on all 2021s that give the Ridgeline a more squared-off and rugged look it to look more truck-like, there is an attitude present that has been missing on prior Ridgelines. Even if the HPD is just an appearance package, the basic hardware underneath is plenty capable for the target market. This AWD Sport (which is the base Ridgeline model) model has Honda's i-VTM4 all-wheel drive system for optimal traction combined with terrain selection control. In the mild off-road cruising I did, I have to say the systems worked impressively well indeed, but we'll get there soon enough. First and foremost, Honda has intended the Ridgeline to act not as a truck, but as a normal car with a priority of getting you from place to place, just with a truck bed for versatility. Fire up Honda's established and meaty 3.5-liter VTEC V6, pull away, and from the first turn of the wheel you forget that you're driving a truck. Related to Honda's Passport and Pilot crossover SUVs, the Ridgeline drives like, well, not a truck, that's for sure. Blessed with fully independent suspension front and rear, the steering and handling are far better than competing Toyota Tacoma and other traditional mid-size truck offerings. I know that some people can be fearful of driving a truck for the first time because of the size and road manners often associated to them, but the Ridgeline quells any such concern immediately. Driving down the freeway or winding country roads, the Honda seemingly shrinks in size and the accurate steering allows placement on the road anywhere you choose. Whether cruising down smooth highways or battered country roads, the Ridgeline rides beautifully for a truck and shrugs off any imperfections with aplomb thanks to the modern suspension design. If you're feeling naughty, throw some corners at the Ridgeline and the handling balance is shockingly good, as it is on most Hondas, truck or not. Grip isn't huge of course, so you won't be recording any kind of landmark speeds through turns, but I found the steering communicative and confidence inspiring to drive at an enthusiastic pace. Instead of washing into miserable understeer, this truck is able to corner with unusual grace where certain turns and speeds would land a Tacoma into a ditch. Remember, it's all relative, though, so don't be mistaking this for a Civic Type R, but it's legitimately great to drive as far as trucks go, and makes a strong case for Honda's decision to base this creation on a modern unibody SUV design. Even with independent suspension and an inherently weaker structure, that doesn't stop this Ridgeline from being able to carry over 1,500 pounds in the bed and tow 5,000 pounds. 1,500 pounds, in case you forgot, is more than some older light-duty V8 American trucks used to be able to hold. Towing 5,000 pounds is nothing worth bragging about, but Honda sent me a reminder that it's enough to still tow a 20 foot deck boat, a pair of Honda's own Talon four-seater side-by-sides, or even a 21 foot 5-person travel trailer as per their literature. Even living in the rural California country, you know how little often I ever see trucks towing more than that? If I do see anything bigger being dragged behind, it's more often than not a heavy-duty truck anyways. With how gutless a Tacoma V6 is on its own, I would NEVER be wanting to max out the tow rating on one of those. So, you really probably shouldn't focus on a Tacoma instead because of its higher tow rating. If you need more, you'll just want to move up to a bigger class of truck at that point. But in the real world, 5,000 pounds really shouldn't be an issue for most. Also of note is the wonderfully furnished bed that has a full rugged composite liner already installed. The tailgate has a neat trick where it can open both normally and from the side for increased flexibility of loading materials and cargo. Another interesting you'll notice a is lid on the floor of the bed. Open it up and there's a large storage area to be found, perfect for coolers or other items. In fact, there's a rubber gasket and a drain, so you could actually fill it with ice and use it as a cooler on its own if desired; A very clever storage area that no other trucks possess. An aspect I did notice that confused me was the tall height of the bed itself relative to ground. Seeing how easy it is to get in and out of the cabin and the modest ride height for a truck, I figured the height of the bed would be lower to make it easier for getting things in and out and loading, say, a bag of cement, but it is rather high. Just something I thought I should point out. And while not optioned on this particular Ridgeline, there is an available stereo system for the truck's bed that promises to be quite good; that might make for some swell tailgating. Who's the Ridgeline for? It's for casual consumer, someone who would like the versatility of a truck without needing a truck Performance wise, Honda's V6, while it's been around for a while, is still a winner. Providing typical VTEC thrust up at the top of the rev range, the Ridgeline will do 0-60 MPH in 6.5 seconds when wound out. On the highway, it even returned 28 MPG and showed 22 MPG overall in mixed conditions, both of which are awesome for a pickup and just about exactly match the Honda Pilot it's very much related to. I did have less praise for the 9-speed transmission, though, noticing a few clunky shifts and poor responses when using the steering-wheel mounted paddle shifters, especially with downshifts. Further, mashing the throttle when in automatic mode for simulated passing resulted in a momentary lapse of reason as the trans shuffled ratios for the correct one. Using cruise control on the freeway, every decent hill caused the Ridgeline to lose three-four MPH as the transmission failed to find the correct gear in a swift manner. It was plenty fine in normal driving, but the new and great 10-speed from Honda's other offerings would be a welcome update to this package. However, the other item I was than keen on was a lack of throttle response. In a test where I manually choose fourth gear at about 50 MPH and nail the throttle, there is a hesitation between having the throttle all the way down and when progress happens, even when in sport mode. I wasn't expecting it to have razor sharp responses like a sports car, but I think the truck does deserve a more eager throttle (at least in sport mode, where you hit the drive button selector again for the 'S') to better match the keen revving engine. I found the Ridgeline's crew cab interior configuration to be incredibly spacious front and rear, and with more legroom than some key rivals in this segment. While the fit and finish is typical Honda (meaning it's nigh impeccable), some of the materials are just dated and don't quite fit the asking price of over $40,000. Sure, this is the base model, but the MSRP isn't exactly base when it crests 40 large. That said, a Tacoma is no better, but I did expect to see a little higher quality inside mostly due to the Ridgeline's focus on offering a more livable trucking experience. In the middle you'll spot an archaic center infotainment display that looks and operates nearly like a cheap aftermarket unit. It's 2021 and that display is stuck in a time when a different Democrat was still President. Apart from that, it's a quiet and comfortable place to spend time still and the space present in the cabin will surely influence many. The cloth seats have an appealing pattern to them and again are very comforting items to spend time in. If you want an upgrade, there are other trim offerings that provide leather-trimmed seats and an overall nicer interior environment for not much more money. With those shiny wheels and aggressive graphics, what's this HPD Ridgeline like off-road? Well, as said earlier, the HPD package does nothing to enhance its capability there, but unless you're a serious Rubicon goer, you wouldn't need it to anyway. I found a local dirt trail to follow and play around on and came away rather chuffed, that is, pleased with how this little not-a-real-truck performed. Driven at sane off-road speeds, small ruts and bumps basically vanished, with no creaks nor groans to be found or heard anywhere. The Ridgeline also resists endless oscillations up and down from bumps, maintaining its composure. Ground clearance is not great, however, so do avoid steep descents as I found the front to scrape at fairly moderate angles. Blame the front chin spoiler for that, though, as upon inspection it was the sole culprit for any terrain rubbing. The removal of it plus a skid plate would be welcome changes for a simple but effective increase in off-roading ability. I did manage to get myself stuck, but it was on my own accord, not seeing a deep 90-degree rut over the right corner when making a turn. The right front wheel was completely lodged down in this dirty ditch and with the suspension at max travel. Luckily, everything was completely intact from my misadventure. That said, with only a little worry and doubt, I jumped back inside, threw it in reverse with the terrain control in mud mode and thought to myself "speed and power!" It worked, as only a few seconds passed and the remaining three tires caught traction and pulled itself right out, a testament to Honda's all-wheel drive system working as destined. Look, it's hard to talk about off-roading and without appearing like a pansy unless you're crawling over actual boulders, soliciting comments like, "my grandma's Buick can do that," but I was delighted at how well the Ridgeline was able to do through the dirt and up down largeish bumps. For light trekking, this truck can more than do it and do it well. Most will likely never leave the pavement anyways, but for a unibody design, there's far more capability than you think. Again, the biggest surprise was not what it did, but how comfortable and secure it felt through it all. Who's the Ridgeline for? It's for the casual consumer, someone who would like the versatility of a truck without needing a truck. Alternatives built on purposefully rugged platforms might offer more capability, but they're compromised in the way they drive. That's perhaps the most alluring aspect of the Ridgeline is just how well it actually drives - because it doesn't drive like a truck! It's definitely a viable alternative to the crossover/SUV crowd, especially if you know you don't need three rows of seats, like in a Honda Pilot, and think you'd use the advantages of the truck bed. A home & garden warrior? Dirt bikes and/or quads? Even as a work truck for those who need a truck primarily for the storage aspect, but not the outright capability and ratings of a truck, it works. I think the main point of the Ridgeline is to offer truck perks to those who would not normally consider a truck before. Trucks can be uncomfortably big and thirsty and not good to drive on a daily basis, but a Ridgeline strikes a different bargain. Shame about perhaps maybe the biggest issue most will have with the Ridgeline: the looks. The front door forward can look a bit like a van from some angles, which will be off-putting for some. This is also in part due to the proximity of the windshield to the front axle, being too close (this is also known as the dash-to-axle ratio). While I don't think it's bad looking, it is a bit awkward and I know many could dismiss this as an option because of it. Even with the 2021's enhanced standard visuals and plus the HPD add-ons do help things, it still hurts in this regard. Either way, the Ridgeline represents the truck for those who might not have previously considered a truck. It's done enough of an impression on the market that, in this year alone, both Ford and Hyundai have announced competing small pickup trucks that are also unibody based vehicles. It'll be interesting to see how this new segment of truck wars plays out, but on paper for towing and payload, the Ridgeline matches or exceeds both whilst being the largest and on the pricier side. While other current mid-size truck offerings can support more raw capability and do more trucky things, Honda's Ridgeline boasts great practicality that makes it a winner for normal life behind the wheel. 2021 Honda Ridgeline AWD Sport HPD Package As-tested Price: $40,860 Base price: $37,665 Pros: V6 performance; the best driving mid-size truck Cons: off-putting looks for some; raw 'truck stuff' states don't impress Verdict: A truck that's better in the real world Specs: 3.5L V6 gas engine 280 horsepower 262 lb-ft of torque 0-60 MPH 6.5 seconds Tested 28 MPG freeway and 22 MPG overall Dimensions: 210 inches long 78 inches wide 71 inches tall 4,500 pound estimated curb weight 64 inch bed length (tailgate up) 83 inch bed length (tailgate down)