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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)

Style, style, style. Here's living proof that people-mover crossovers don't have to be boring. How do you (attempt to) dethrone such normalities like the Toyota RAV4 and Honda CR-V? By building something like the all-new Tucson. From Hyundai, everybody's favorite value brand they love to crack now unjustified jokes about, this is a new compact crossover SUV designed to ignite some creativity into a field defined by conformity. However, is it more than just its eye-grabbing exterior and charming interior? Of course, the big talk is all in the design. Make no mistake about it - the Tucson is not a new product that's sprung up of out nowhere. This particular generation Tucson is new, but the vehicle named after the one-time territorial capital of Arizona has been around for long enough to have a driver's license of its own. Like most Hyundai and Kia products, Tucson's of old were emphasized by their value, being usually more affordable than American or Japanese competitors. The value aspect is still there and going strong (if by not as much anymore), but as I found in other recent Hyundais, there are virtually no compromises to be found anymore. In other words, you don't have to buy a Hyundai anymore just because it's cheap, but rather, you would buy one because it's both affordable and quite good, also rather upscale, too. The Tucson tested here does convincingly reinforce that trend to a good effect even with a minor couple faults. Let's talk about that style for a moment. Or two. Suave and swagger are two ingredients added by the design team to create what is in fact little more than just a mobile family box into a shape that's compelling and quite good looking. Honestly, there is zero DNA from prior Tucson models that I can see here, and that's a good thing (no offense, Hyundai). Apart from the elegantly pretty Mazda CX-5, this is a staggering achievement in design for the normal family-oriented crossover segment. Cool details are sprinkled about everywhere and the whole bigger picture melds into a beautifully congruous design that points to a bright future. Speaking of future, when placed on a deserted desert road among a golden landscape like pictured, I reckon it looks bit like a lunar vehicle, and that's a mighty good compliment. My favorite part are the lights that make up part of the grille. It's so cool in person to see, and especially with the lights running. Some will find the bulges on the side panels to be in excess, but I like it because how different it is from any other of the many crossovers it competes against. The current RAV4 was considered bold when it first debuted, but this seemingly sends last season's offering to the outlets with a new daring shape. Look inside and you're treated to a similarly startling experience as this Hyundai oozes class from each and every crevice even. I'm not going to call it luxurious, because that would be overhyping, but wow does it impress for what is still a budget-conscience choice of a vehicle. This TucsonLimited is the most top-tier trim Tucson you can buy, but stickers for just $38,704, which is several thousand less than a comparable RAV4 Hybrid Limited. And for less dough when equipped the same , this has the RAV4 beat for interior quality and wow factor for sure. A Mazda CX-5 is still the best made and with the best materials, but this is getting really close to taking that top spot. The light colored gray leather looks and feels great, really opening up the atmosphere in the cabin with the bright hue. Another new design direction is a gauge cluster that has no hood/binnacle, which is odd to see at first, but you quickly learn to, not only ignore it, but to like it, as it increases the dash space visually making for a nicer view ahead on the road. It's also very inviting on initial ingress. I was able to use Hyundai's center display control with ease during my time and liked the buttons for PRND. The buttons below the screen, like those for the A/C controls do not actually move when you press it, which would be fine normally, but they don't have any feedback here; Some kind of haptic response would be welcome. Space and seating were perfect for four adults on a long 300 mile day of driving to the eastern portion of the San Francisco Bay and made for a comfortable journey with almost zero complaints. I say almost because there is one issue that I'll get to later. As with most entrants in this class, there's an optional huge sun/moonroof overhead that lets it tons of light that is amazing to have the shade open at night or on days that aren't 100-degree scorchers. There are also some nice and colorful ambient lighting details to make a nice evening mood with. On the road, steering is light and easy to command, making it very easy to place on the road. That 300 mile journey was 'no problem' as they say, and at the end of a long day I wasn't tired in the slightest; this would make for a terrific vehicle for road trips. Noise is surprisingly hushed inside as well, allowing for conversations to be had at whisper volumes and makes the perceived luxury of this vehicle all the more apparent. The ride quality is comfortable, too, mostly, becuase it is the ride that registers the one large complaint I have with the Tucson: a suspension set-up that gives endless oscillations over large impacts or sections of road that seem to drop away from you. What you end up with is a pogo stick effect of the car going up and down over and over far too many times. It's like the dampers are completely shot, doing nothing to minimize and control the springs compressing and re-extending repeatedly. Passengers thought it was fun the first time in a theme park ride sense, but it's definitely an example of bad body control on larger bumps. Handling isn't a priority nor concern for buyers of this type of vehicle, but when driven more aggressively, the Tucson will be more than capable for the casual goer with enough grip on tap before slipping into a careful (safe) state of understeer. So, while I found the Tucson a great vehicle to drive 95% of the time, it was those larger bumps that caused mass unsettling of the suspension to be the only real demerit. Where I live, closer to Sacramento, it was much less noticeable, but was apparent in the Bay with its many sections of crap asphalt and road work. Performance and pep of this hybrid both come courtesy of a 1.6-liter turbocharged inline-four, bolstered by a battery pack and electric motor. Combined output is 226 horsepower and instills enough zip for anyone. 0-60 MPH happens in a respectable 7.2 seconds, making everyday driving an ease and passing a simple task in most cases. Yeah, it's not fast per se, but the numbers are among the best in this class, being even marginally quicker than the last RAV4 Hybrid I tested. If you don't fancy a hybrid, Mazda's CX-5 and its 2.5L turbo will dust any of them. That hybrid powertrain is connected to a six-speed automatic transmission (instead of a CVT that's usually customary with hybrid vehicles) and to all four wheels as Tucson Hybrids come standard as all-wheel drive. It's possibly with the transmission, though, where I experienced a second disappointment: fuel economy. The tranny is fine on its, delivering smooth shifts that you never feel, but its 6 forward ratios do perhaps limit attainable fuel mileage. While the EPA ratings for this Tucson are a high 37 MPG overall, I was only able to average 31 MPG, with the same figure being achieved at 70 MPH highway driving. Not bad numbers, but there are inferior to what I attained in Toyota's RAV4 Hybrid (average of 34 and 36 on the highway). Honda's CR-V Hybrid, meanwhile, produced about the same MPG. If an eight-speed was used, better mileage could theoretically be achieved, especially on the freeway. For another option, Hyundai also has a plug-in hybrid variant for those would like to charge their Tucsons and is bestowed with about 30 miles of electric range. I very much enjoyed the Tucson Hybrid. The looks are a standout feature on its own and against any competitors. Even Bob Barker would agree on the price, with this fully-equipped Limited model hitting only $38,704. The only drawbacks I found were wayward suspension control from large bumps and middling fuel economy (verse its main hybrid competitors). A RAV4 Hybrid Limited is more expensive and also not as nice inside, while a Honda CR-V Hybrid Touring is cheaper than them all, but lacks in performance and interior quality. This Tucson then strikes a brilliant balance then between its two chief rivals. But, as said in the beginning, we now live in a time where Hyundais aren't filled with compromises to meet their friendly prices. The interior is first-rate and is littered with all sorts of features, too. Plus, it looks terrific. No matter which way you put it, this new Tucson Hybrid is definitely worth your consideration. 2022 Hyundai Tucson Hybrid Limited AWD As-tested price: $38,704 Pros: Striking exterior and interior; comfortable and quiet; priced right Cons: Only average hybrid fuel economy; damping is sometimes amiss Verdict: A fabulously updated entry in the crossover segment.

This expensive plug-in hybrid SUV from Volvo is more Crate & Barrel than Ikea. Luxury and Volvo are historically not what people associate together. Safety is what comes to the minds of many first, with their indestructible station wagons from the 80s and 90s. An 'old-person's car' is another that might be thought of, unfortunately, but Volvo wants to change that with the swag and vigor infused into their current lineup. The XC90 is no newcomer, being on sale for 20 years now, and was a result of the European brands realizing there was a market for civil SUVs for civil people in the early 2000s. BMW X5, Porsche Cayenne, Mercedes ML; that type of crowd. This latest edition of their XC90 brings the latest tech and luxury in an increasingly refined package for those with the dough to blow. Let's get the elephant in the room addressed promptly, though: This XC90 T8 Recharge Inscription is $81,690 as equipped. Take a deep breath, or two, because that's a lot no matter what perspective you're coming from. Instead of the bargain aisle at Ikea, this Swede is priced like the finest from Crate & Barrel and Williams-Sonoma. The outside is a clean and understated design that embodies elegance. It's good looking without even trying, like Ryan Gosling. As their flagship specification, you do get basically every feature imaginable for that price, so it's not like you'll be missing anything at least. The cabin is finished in a beautiful combination of luscious Nappa leather and craftsman wood, with on-point metal detailing sprinkled here and there. The shift lever is a Orrefors crystal that is bewilderingly pretty and eye-stealing, even if the operation of it is strange (push and/or pull twice each time for reverse or drive). Despite this overwhelming quality of materials inside, however, the quality of the build is more underwhelming, with the XC90 lacking the robust solidity of other premium offerings. There were a couple more rattles here and there, and even the door didn't give that satisfying air-tight feel that an astronaut would want in the space station. It's marvelous to look at and be in, but it's not quite perfect yet. I reckon I'm nitpicking, but at over $80,000 somebody has to nitpick. I do highly recommend this example's interior combination as it absolutely screams luxury. The warm and assuring saddle brown-colored Amber leather simply makes it feel like home. Don't get boring black leather in your luxury SUV - get something interesting and that looks expensive. The seats are similarly fabulous to both sit in and look at. Like coming home from a night of drinking Hendrick's Gin martinis - none of that cheap 'well gin' crap - and coming home to sinking into your favorite leather armchair until morning, that's what these seats feel like. Plus, this example has the optional massage function as part of a $1,700 Lounge Package, which I wish were easier to activate as I used them literally every time I drove the damn thing. You can choose lumbar, a treading pattern, shoulder, whatever 'swell' was, and it's all pretty good. It's odd that you have to first press a lever on the side of the seat before then controlling it through the large center touchscreen display, but what a feature. I wish every car had these. Also included in the Lounge Package is a Nubuck headliner with a suede texture. It's impossible to not gently pet when bored at a red light. Space is a big plus for the XC90 as it should, being a vast three-row SUV. Nobody will have complaints in the front or second rows and my own passengers enjoyed their time spent in the Volvo's comfort and ambience. A panoramic sunroof further enhances the mood and creative space inside. The third row should be reserved for small children and maybe emergencies only, but it's there when you need it. Speaking of which, the operation of the third row plainly sucks. While other cars like the Genesis GV80 have electronically raising and lowering third-row seats, the Volvo does away with that. Nor are there any pull straps even to make it easier, which means you have to awkwardly reach in and pull them up yourself. Entitled? Sure. But for eighty grand, I want my third row to go up and down on their bloody own accord. In the center of the cabin is an alluringly large center display touchscreen to handle all your media and navigation controls. It's designed to function more as a tablet in interface design than other cars so it did take me some time to acclimate. I didn't like that some settings were buried too deep in menus or were just in the wrong place, example being the manual switch for the incredibly useful 360-degrees surround-view cameras. While most cars have a physical switch for that, it's in the screen's settings page. Something I childishly enjoyed in the V90 wagon I recently tested was also present here in the XC90: a way to rapidly fold down the head restraints of the second row seats. I'm guessing that feature exists for visibility reasons, but I adore it for the means of boyishly folding them into my friends' heads when they're not suspecting it. Another worthy mention is the Bowers & Wilkens stereo which can pump out your tunes with aural aplomb. At $3,200 it better be good, but if it were me speccing my own, I'd likely save the money and deal with the standard welfare-class stereo. So the interior is all mostly lovely, but what about the drive then? As I expected, the XC90 offers a luxuriously detached driving experience. For those wanting a sporty, visceral, and engaging attitude, well unfortunately those traits were not in the design brief. If you want that, get a German alternative with over 500 unnecessary yet addicting horsepower and stiff suspension. Those characteristics are not the point of the XC90, as they clash and contradict with the very notion of luxury. So instead of compromising, the XC90 steers lightly and easily on all roads, with the large footprint able to be placed accurately, too. The ride is comfortable without feeling sloppy thanks to an optional air suspension (you can see and hear it deflate and lower each time you park) that glides over the road. Handling really just isn't, but if you do need to make up for lost time on a backroad, the XC90 will strongarm the pavement into submission with surprising pace. However, driving like that is not enjoyable in this SUV; it's just not the point of it. Behind the wheel, trips cruising on the highway or 60 MPH sweeping country roads are turned into relaxing ventures, which is exactly what buyers will want. Remember how this is called the T8 Recharge? Well, this XC90 is a plug-in hybrid. Starting with the familiar 2.0L supercharged and turbocharged inline-four engine in all Volvos, it's paired to a 9.1 kWh lithium-ion battery pack with an 87 horsepower electric motor. Total peak output is 400 horsepower and 472 lb-ft of torque, both being big improvements over the non-hybrid T6 model. The gas engine actually only powers the front wheels while the electric motor is responsible for the rear axle, meaning the XC90 can be front-wheel drive, rear-wheel drive, and all-wheel drive. With 9.1 kWh of juice when fully charged, you can drive the XC90 as a full EV for about 20 miles. To charge, you can use the included charger cable and leave it plugged in overnight in your garage to reliably ensure a full charge each morning. However, you can also never charge it and have it act like a normal hybrid. Driving it as such netted a real world average fuel economy of 22 MPG in my time, which is pretty good for a 5,000 pound SUV behemoth. Freeway mileage recorded a mean of 27, which also is pretty decent given the shear mass that's being moved. Both are also significantly better than what you'd get from the non-hybrid T6. Whether you decide to charge the XC90 or not at home also might depend on your local energy rates. You can choose between two modes of regenerative braking: on or practically off. The latter makes the big SUV feel totally normally, but bump the crystal shift lever into the 'B' mode and you're greeted by an aggressive regen system that nearly enables one pedal driving because of its refusal to coast. This way, when you take your foot off the throttle, the XC90 dramatically slows to harvest energy for the battery back. It's nice for drivers that Volvo gives you the choice. For the utmost efficiency and involvement, you can constantly be changing the lever back and forth from Drive to 'B' for when you want coasting ability and then for each time you do need to slow down. Even with 400 horsepower, performance is shocking. I timed the 0-60 MPH dash in only 5.3 seconds, an absurd figure for an SUV that honestly has no real sporting intentions and is also about a full second quicker than the last T6 the Road Beat tested. This completely belies the more normal characteristics of the powertrain, too. When left in the standard hybrid drive mode (using a odd spinning wheel in the center console that could be improved), power is delivered smoothly and lazily, with shifts from the eight-speed auto virtually non-existent. Because the engine only propels the front wheels, pulling away from stops while turning can sometimes induce torque steer as you pull away using only electric power before the gas engine comes to life with a huge surge in momentum. In standard hybrid operation, the XC90 just never felt all that quick, though. However, roll that drive mode to Sport and the entire demeanor of the power unit is transformed. Hit the pedal from a stop and all four tires dig right into the asphalt and launch you immediately with no inertia at all. Sport mode also gives you a real tachometer, with a digital needle that spins ferociously fast to the redline, pulling with an authority that the T6 lacks (a T6-engined Volvo runs out of puff at the top end). The T8 charges hard all the way to the redline and the eight-speed then cracks off viscous shifts like that of a dual-clutch box, all with an aggressive soundtrack to boot. Where did this come from, Volvo? More of this! When all was said and done, the XC90 T8 is a serious barnstormer when in Sport Mode and is easily the most pronounced Sport mode of any recent car I've driven (most 'sport' modes just change throttle sensitivity); Serious speed from a wholly unsuspecting source. Now, if Volvo were to make a hard-edged AMG style Polestar (their performance branch) XC90, this would make a strong basis. Volvo has long been huge advocates of safety. From indestructible old sedans and wagons that many parents fancy as first cars for their children to new age tech, safety is a sensible proposition from a sensible carmaker like Volvo. So it comes as no surprise that this Volvo is equipped with every modern safety feature possible. Earning 5-stars crash ratings like most other Volvos, it's also a top safety pick by the IIHS. Besides the usual collision mitigation systems and blind spot monitoring, the standout feature that blew me away were the incredible LED headlights. No way around this one - these are the best headlights I've ever seen, and they dramatically turn in the direction you steer. Lots of other vehicles have turning lights, but none as noticeable as on the Volvo, which allows you to really see through corners. Very useful at night on dark winding roads. The XC90 T8 was a vehicle I thoroughly enjoyed having spent time with. It's pretty on the outside and still has a magnificent interior. Climbing inside each time it was hard not to think, "yeah, this is pretty damn impressive." While some hybrid SUVs offer no economy gains due to the excessive weight such systems add, the T8 does bring real world MPG gains plus massive performance increases when you ask for it. For luxury wafting, it's a legit alternative to the usual German crowd, but perhaps the biggest threat and usurper is the new flashy Genesis GV80 that is threatening the very stronghold of luxury SUVs. 2021 Volvo XC90 Recharge T8 Inscription As-tested price: $81,690 Base Recharge T8 Inscription Price: $70,745 Pros: Beautiful inside and out; stonking flat-out speed; decent economy Cons: Expensive; Third-row operation Verdict: it's a looker inside and out, but this Swede comes at a price.

A value-laden proposition, this luxury offering from Acura does lots well, but rarely anything amazing Acura's MDX has remained a stalwart favorite for those wanting a luxury three-row SUV at an attractive price. Crazily, it's already been on sale for some 20 years, with many older ones still on the road today and over a million sold. A friend's family has had one since new, back when Bush was in his first term. With nearly 200,000 miles on the clock, it's still a capable machine and owes glowing testament to the realized belief of Honda and Acura's renowned dependability. Continually representing a safe choice into the realm of luxury SUVs, the new 2022 MDX has been updated to inject some swagger into a model that faces more competition than ever. If there's one attribute the MDX has strongly in its favor, it's the feasible (well, for a luxury product that is) asking price. This well-equipped example I tested carried an as-tested sticker of $62,175. Stop, because while anything that starts with a 6 now enters that Big-Money Land, this MDX significantly undercuts other 3-row rivals when similarly equipped. German rivals, like the fantastic BMW X5, will set you back an additional several quarters worth of University of California in-state tuition for your kid, with prices into the seventies for a like-minded model with all the bells and whistles. Even Genesis' value-driven and amazing GV80 luxury offering I recently tested was $5,000 more with comparable options and amenities. A Lexus RX 350L is decently priced, but more compromised on space to consider. So, while not cheap by any means, the MDX does sit at an attractive price point for those getting into the luxury game. And if you just want an MDX, you can buy a base model for under fifty-grand. The MDX is a machine that does many, many things well, but it rarely does anything truly amazing (besides the price). This makes for a well-rounded and solid choice, but also one that lacks excitement. To be even more blunt, the low asking-price comes more deserved rather than as a truly great deal. You'll see what I mean as the review goes on. Whereas the step up into Munich's X5 40i comes with bombastic and comparatively explosive straight-line performance, or that a Genesis or a Mercedes have nearly unmatched opulence to their interiors, the MDX kinda plays it safe in the middle as the sensible choice. There's nothing wrong with being sensible, though. After all, much of the world is devoid of reason. Starting with the strengths... Receiving a thorough refresh to the exterior, the MDX is a seriously good looking machine. Following the trends of large grilles, the Acura has a refined and understatedly posh aesthetic. The large Acura badge up front is a little vulgar for me, but it also reminds of Mercedes' use of their own overly large three-pointed star. Actually, I see a lot of Benz' GLC-class in the new MDX, only the Japanese SUV does it all better. Handsome indeed, it's an eye catching design for those that don't need to brag, for others might find something like the GV80 too 'showy' or an XC90 boring. The dark gray paint does further favors for the shape with dark shadows creating more tension and contrast in the elegant bodywork. The surfacing could use some work, though, as I noticed reflections were often bowed and not level. Open the doors and you're greeted by a sumptuous and also understated design inside. The leather and other materials, like aluminum and wood, are of a high quality and make a convincing case in the luxury crowd. Though, it does fails to create the same excitement when opening the door of that loaded Genesis GV80 for the first time. More importantly, the MDX is a huge step-up in refinement and quality over the last Honda Pilot I drove from Acura's parent company, so those that might be considering stepping up to the MDX from a Pilot will be impressed. Cabin space is impressively plentiful in the first and second rows as is overall comfort, with the sport seats as shown here providing support where needed. Out back, the cargo bay will hold as much as you would hope for and there's a third-row for those with larger families or those emergencies where five seats just won't cut it. You know, that time where you tell your friend Kyle, "Sorry bro, I only got five seats. You think you can drive yourself?" Not in the MDX. The second-row chairs also come heated with this example's Advance Package to keep passengers, including your dog, warm in winter months. A gorgeous panoramic moonroof occupies most of the ceiling to let more light in and further increases perceived volume inside the MDX as well. Of course, there's every active safety system imaginable onboard this tester plus the addition of great surround view camera system and a 16-speaker stereo that's more than up to the task of pumping your favorite tunes. Amazon's Alexa is even present for those users. Power is churned from a 3.5L V6 that is gratuitously smooth and refined. Total grunt is 290 horsepower and 267 pounds of torque, which is mostly adequate enough. If you test drive something like an X5 40i first and then the MDX, you will be sorely disappointed by the lack of punch here. However, it's more than enough for anyone in their normal life and the smooth character delivers a serene and unobtrusive experience. Ditto for the new ten-speed transmission that shuffles between ratios with literally no notice, which is a good thing; you don't want to feel a luxury car shift. On the road, the MDX is capably competent and will satisfy all casual-goers. The steering has a light yet accurate feel to it at speed that I find gives a reassuring and confident demeanor on long freeway hauls. Interestingly enough, the suspension consists of a double wishbone arrangement upfront with a multi-link design in the rear, both of which are far more common on sports cars. On a tight and twisting backroad climbing above Oroville, CA to scenic Table Mountain, Acura's MDX showed a sporting edge to tackle corners with an aplomb that will please and appease drivers with potent direction changes and body control. But, it's never truly exciting nor does it really encourage any kind of speedy driving, but it is plenty capable when you up the pace and is happy to do so, like when the kids are going to be late to school. For a three-row SUV, it can be surprising in its prowess even if it lacks bona fide thrills. Acura's marketing mumbo-jumbo SH-AWD (literally, super-handling all-wheel drive) does great diligence in applying power to the road and will give confidence in the rain and snow. If you want more of an edge, there's the A-Spec model to consider that promises more driver engagement. Where it's lacking... The essential parts, like the ones that make a car a car, are all pretty good, but there are a few items that the MDX can certainly improve upon. The V6 engine might be smooth like a turbine, but the power is only just adequate. At the price of its lesser cousin, the Honda Pilot, it could be considered a real barnstormer, but we're not at Pilot pricing anymore. With other luxury offerings available with gobs more power, the MDX is simply not relevant in the power department. Does anyone need more power? No, but power is addicting and alluring and it's easy to get caught up in the marketing of horsepower wars. Along with the okay power was merely average fuel economy, with overall consumption coming in at 21 MPG and the highway run yielding 25. This is far from groundbreaking. Like, if you're build something on the slower end of the spectrum, then at least it can be expected that it would be more economical in gas mileage, but neither is the case here. The twin-turbo V6 GV80 returned dismal mileage, but at least it was fast. As mentioned earlier, the cabin is a nice place to be, but it does lack the level of quiet and isolation that rivals now offer, like that pesky GV80. While far from loud inside, you just don't quite get that same solitude. Bumps and rougher pavement also are more noticeable in the MDX thanks to the relatively firmer ride, part of its quest for better handling. Most would have zilch to complain about, but after sampling other models that define the essence of serenity, the MDX is not up to their level. Granted, it is cheaper than most, but I would like to see some improvement there. And now for the real crux I faced with the MDX: the infotainment system. The design and look of it might be crisp, but it's the controls that baffled me. For starters, it's not a touchscreen that most have come to like (I myself actually dislike using touchscreens in cars because of the attention and therefore distraction a touchscreen requires), but it's their solution for controlling the new display that is at fault. Near the push button PRND switches is a touchpad, strongly resembling that of a laptop. Lexus has had a similar system for years and it's the plague of car infotainment systems; Why Acura would copy something so horrid is beyond me. I've gotten used to Lexus' offerings over the years, but I could not gel with the Acura system. I found the menu systems superfluous with far too many redundant options and menu pages themselves. To control it, you move your finger on the pad just like you would a laptop. Acura will tell you that it's designed to be truly proportionate to the screen and where items are placed, but the pad is limiting in this regard because of how far you have to make your finger travel. The problem arises when trying to place the curser on a corner selection, requiring you to do it in one motion. When I use a laptop, and my friends are the same way when I asked them, to get to edges of a screen I'll move my finger a short amount and then lift up, re-center, and then move again to avoid uncomfortable stretches. Problem is, with the Acura, if you lift and re-center your finger to get more leverage like so, you lose progress and it resets to the center again. So, the only way to move about is to never pick your finger up. Going from corner to corner felt entirely too awkward when used like this. Luckily, you can instead use Apple CarPlay which curiously forgoes this odd programming and allows you to lift-off and re-center to your heart's content, the way it should be. The reason I like spinning rotary knobs so much is that they necessitate the least distraction and are the most accurate. Maybe you'll like this design, or if you have freakishly long fingers, but I was unable to gel with it over my week together. Furthermore, the surround view camera system is great and all, but the button to manually turn them on? The end of the windshield wiper stalk, a button that the driver actually cannot see. C'mon, Acura, there are so many better places to put that switch. It was so well hidden that I actually didn't think there was a way to manually turn them on. And trust me, when pulling into parking spots, you want to be able to use those cameras to avoid curbing one of those pretty 20" wheels. As usual, the cameras automatically engage when in reverse. This all adds up to a convincing luxury experience in an attractive package and at a great price. The trouble is, the MDX doesn't do anything class-leading besides the equipment-per-dollar aspect. There are many things, most things in fact, that the MDX does really well, but with alternative solutions being so good, it warrants being extra critical to find the weak links. Be assured, this new 2022 MDX is a tremendous vehicle and value proposition for those searching for a three-row SUV with some real luxury, but it's by no means the best luxury SUV you can buy. For many, it's the most sensible, and that's where the MDX has always scored and continues to score big in. 2022 Acura MDX SH-AWD Advance Price As-Tested: $62,175 Pros: Style; spacious; attractive pricing Cons: Not exactly special; Fussy infotainment/display Verdict: An entirely sensible but not standout luxury SUV

Getting long in the tooth? Perhaps, but the latest Miata from Mazda is still as fun as always Miata definition: Miata is always the answer. Okay, not always, but this coincidental acronym has gone on to define the MX-5's fanbase the past three decades. Want an affordable sportscar? Miata. Want to go racing? Miata. Economical commuter? Also Miata. Hey, this tester did average over 30 MPG during my time, and that's with some abuse. As cars become more and more advanced and with driver aids, getting back behind the wheel of a naturally aspirated, lightweight roadster with a six-speed manual served as a welcome reminder of how simple can be so engrossing. The 'ND' generation of the Miata has been with us for half a decade already. Not much has changed since the 2016 introduction, with the same attractive katana-sculpted bodywork wrapped around the diminutive dimensions. It's a good looking piece of kit, even five years later. What has changed, though, is the new iteration of Mazda's 2.0L SkyActiv inline-four engine, with power raising from a modest 155 horsepower to a admittedly still modest 181. Still, a nearly twenty percent raise in horsepower ought to bring some renewed invigoration to the MX-5. With less than 2,500 pounds to motivate, the 181 horsepower is more potent than you'd think, and is quite rev happy with peak power not coming until 7,000 RPM. The same great gearshift rests atop the transmission tunnel, too, making Mazda's offering one of the last cars in the country to still have a do-it-yourself gearshift available. It's also the only transmission you ought to consider with the MX-5 as the other option is an old torque-converter automatic. Trust me, get the manual; You're buying a raw sportscar after all, and that's what a raw sportscar deserves. This specific example represents one of the most expensive Miata ragtops you can buy (the RF targa version requires a little extra dough), with this Club package stickering at an eye-watering $35,705 with destination included. For a Miata, ouch. Now, you could have a Miata Club for a smidge over $31,000 if you wanted, but this example had another $4,470 pinned onto it in the way of a BBS/Brembo/Recaro package. With that you get pretty forged BBS wheels, Brembo brakes in obligatory red, and wonderfully supportive (though tight) Recaro seats. Whether those options are worth it to you is your own judgement call, as it does raise the price well past that of a Toyota 86/Subaru BRZ. But, you have to admit, those three items together do look pretty dang good and add some serious street and track cred. However, once you consider the next most affordable true dedicated convertible sports car is a Porsche Boxster that starts at literally double the price, it does start to seem like good value. An 86/BRZ might be less, but neither of those are convertibles. Hopping and bopping around town, you're greeted by a mostly friendly experience. Friendly is relative, though, in this compromised sporting roadster. Controls such as the steering and the manual transmission are easy and require little effort to make normal driving easy. The clutch and shifting are precise and after only a few miles I felt like I had known it for years. The throws in and out of each gear could be shorter, but I like the feedback provided through the stick that the longer throws afford. The shifter does buzz a fair amount, but I took up no issue with this, appreciating the presence of feel. What I didn't enjoy as much was the dead spot in the center and off-center of the steering at speeds below 40 MPH, finding a disconnect of some sort that I reckon 90% of other drivers would take no notice of. The ride quality can be busy and intrusive, with rattles and an unsettling nature prevailing on rougher pavement thanks to this convertible's lack of outright rigidity and the firm ride. Also compromised is road noise. Even with the soft top in place, noise levels reach substantial volumes on the freeway where the radio is drowned out unless you go over 50% volume on the dial. Further, you must remember to assume that other cars, like trucks and SUVs, will not see you; try to limit being side-by-side with anything taller than another Miata or sports car. The interior itself is a pleasant space even if it lacking just that; space. Materials are of a fine quality and is pieced together well. Seats offer tremendous support for canyon carving, holding you in all the right places and I even found them quite comfortable on a near 300 mile trek. They are made for a small frame, though, so keep that in mind when considering one. The steering wheel is on the thinner side and feels wonderful to grip and really take control of as a result. This thin wheel also matches the lightweight and svelte nature of the Miata; a thick and chunky wheel would be woefully out of place here. I even liked the body-colored upper door panel pieces; a neat and vintage inspiration. What isn't good are the controls for the center display screen. It's mostly fine in design and operation, even if it is sluggish and can take over a minute to automatically reconnect bluetooth each time, but the real problem lies in the placement of the knob used for navigating through menus. To operate, I had to my arm in an unpleasant manner because of the lack of room behind for my arm to go. Oh well, there are worse things in the world. But, lower the manually-operated soft top (which can be done in literally 3 seconds with one arm, I timed myself), stretch the Miata's legs on your favorite backroad, and let St. Peter open his gates to motoring heaven. A quick downshift and perfect rev-match into the meat of the powerband reminds what's so enjoyable about a good manual transmission. While it's fun to mash the throttle and use every single one of those 181 horses, the real pleasure begins when you throw the Miata at a series of corners, and with purpose. That initial light feel through the wheel vanishes and builds to a confidence-assuring weighting. There's feedback, too, not as much as I'd like, but loads more than most other modern cars. But the real beauty is in the suspension. While (much) faster sports cars have to resort to stiff suspension to keep their weight in check and in the pursuit of outright grip, the Miata is soft and has noticeable body roll; Weighing well under 2,500 pounds, it doesn't necessitate the same spring rates as a two-ton behemoth supercar. This means that through vigorous cornering that you can feel the Miata lean on each individual corner as the suspension loads up from weight transfer. The limits of grip are also lower so on the road this makes it more fun to use more of the car's potential and without going a million miles an hour like you would have to in a new McLaren to come close to even scratching at the surface. On the road this makes it so approachable and instills massive amounts of further confidence to be aware of what the car is precisely doing under and around you. While it's surprising that the ride quality is firm over bumps, this soft nature in the twisties is a welcome relief to most other sports cars being near track ready right out of the box. Grip isn't deceivingly huge either, with the relatively skinny 205-section tires giving up stick progressively but earlier than I would have thought. The front is not entirely glued down as a result, but instead of fading into understeer you can rather steer with the throttle and rear end to find corner exits. One of my favorite and generously wide yet sharp onramps is a great place to test the balance of a rear-wheel drive car, and the Miata took the new #1 spot in the oversteer test. When the fronts reach their limits of adhesion, apply the gas with conviction and the rear magically swings around, but the fluid nature of when this happens is so pure and organic that it nearly feels like slow motion because how easy it is to control. What this equates to is wonderfully easy car to drive on the limit, one so forgiving it can make you feel like a driving god as you nail that perfect slide and gracefully reign it all back as grip returns. Doing the same in the new GR Supra proved a fidgety and forced experience in comparison. Tackling the Sacramento area's equivalent of the Angeles Crest Highway is the tightly twisting Salmon Falls Rd in El Dorado Hills, a perfect test for the latest MX-5. Because 65 MPH is about the max you'd ever want to safely go on this stretch of spaghetti, this should be the Miata's absolute wheelhouse. And of course, it is. Getting right up to the Miata's approachable limits in each left and right sequence, heel-toeing down from fourth to third (even second for the single hairpin), and then just punching the throttle and using all 7,500 RPM at your disposal on the straights all prove a treat that few cars can genuinely give in a public environment. Oh, and with the roof down no less; Having that extra exposure to the environment only heightens the senses, and I imagine my ever-growing locks must've looked quite majestic flowing in the wind. I also realize that despite that little engine's lack of swept capacity, thanks to short gearing, there's still enough grunt to get moving out of corners quite aggressively once you have 3,000 revs showing on the tach. The noise of the four-cylinder isn't bad either. While not the sonic wonder of a Honda S2000, it's a purposeful sound and has a complimentary bit of intake honk even under throttle that comes as a nice touch. Other things worth mentioning. I did average 31 MPG overall and achieved 36 MPG on the freeway, both great numbers even if the highway figure fell short of my expectations given the exceptional mean. The benchmark 0-60 MPH, meanwhile, happened in 6.2 seconds. It doesn't help that second gear runs into the limiter at about 57 MPH, necessitating a shift to third. I've seen some other magazines report 5.7 to 60, but I feel they might have been cheating a little stopped the clock early by not going into third gear. 0-60 really doesn't matter in this car. While it's not fast - my 370Z feels significantly faster on a back to back drive - it's certainly not slow, and is the quickest factory produced Miata ever, quicker than the old turbocharged Mazdaspeed Miata even. If this car was more powerful, then Mazda would also have to stiffen the suspension and I fear it might ruin it for the road at the expense of track times, and sacrifice character. The current set-up is what helps make the Miata a unique and old-school driving experience. While the MX-5 Miata might be an aging prospect, it's partially for that reason why it remains such a transfixing fixture in the first place. Lacking all sense of practicality in our modern world, the thrills are still delivered on a silver platter. Especially after recently driving a new 2.0 Supra, hopping into the Miata and being greeted by a proper manual transmission and a real mechanical character goes to show that simple still and will always work. Colin Chapman would be proud. 2021 Mazda MX-5 Miata Club 6MT As-tested price: $35,705 Pros: Old-school, open-top motoring; Manual transmission Cons: Noisy to drive every day; slight off-center steering nervousness Verdict: A sports car through and through, the right way.

Almost exactly a year after I was impressed with Hyundai's newly introduced compact crossover, the Venue, I had the chance to revisit the cute mini 'ute from the South Korean auto giant. After having the chance to drive other offerings in the meantime, I was excited to reacquaint with a surprising favorite. Yes, you read that right, I was genuinely looking forward to this sub-$25,000 Hyundai. Just because it's affordable doesn't mean it can't be a fun way to navigate through your day. At an as-tested price of just $23,480 and starting under $20,000, this is one of most affordable cars on the market right now and the deal is sweetened when taken into consideration the equipment included on this SEL. The SEL trim includes the sharp 17-inch allow wheels, blind-spot monitoring, rear cross-traffic warning in addition to the more normal front collision avoidance assist. The steering wheel is wrapped in a comfortable and luxurious leather that is a delight to hold, also part of the SEL; it's the wheel you want in your Venue. On top, there's an additional $2,350 Premium Package fitted here that includes LED headlight and running lights, a touchscreen display, sunroof, keyless/proximity entry (such a wonderful feature that you can't live without once you have it) with push-button start, and the sunroof. The touchscreen for infotainment is an attractive and functional center display with Android Auto and Apple CarPlay that is easy to use. While the interior is crafted to a high standard and is a pleasant environment for spending time, many of the plastics on the doors and dash are of the hard variety; not that you spend your days touching those parts of the car. Also the passenger seat belt, when unused, does have a knack of clunking against an interior panel, too, which might be annoying to the most OCD of people. I liked the the seats' comfort, but they are made from cloth and with the lighter color you will have to be careful in keeping them clean. They also will easily collect dog hair. I do wish a leather or full leatherette option were available, but the best you can do is the top-of-the-line Denim trim that bestows a higher quality denim-colored fabric paired with a leatherette trim. The Denim adds some other good-looking design touches and color options at only marginally more money, making it the pick of the bunch for me personally. Inside, there's enough space to fit four adults, and the rear cargo can even make a home to an 80 pound yellow lab. The sunroof, while not a large panoramic unit seen on more expensive cars, does help to create more light and thus enlargen the space further. Length is a short 159-inches, but the wheelbase is a relatively generous 99-inches, which when combined with a 70-inch width and 62-inches of height makes for a surprisingly spacious interior. The looks are simple and clean, the exact opposite of a rival like a Toyota C-HR. I'm a fan of the looks that also seems to have some retro-inspired design elements to the shape. If the Kia Soul was too funky for you, the Venue will fill that gap perfectly. The square LED running lights are a personal favorite for me. While a Honda HR-V is bigger inside and over 10-inches longer overall, the Venue might be enough for most people. Parking is extremely easy with the short length, too. Performance is not the main mission of the Venue. With a 0-60 MPH time of nine seconds, you will only be winning drag races against Toyota's own rival, the lethargic C-HR, and Priuses. Around town, accelerating from stoplights and such, with its 121-horsepower 1.6L inline-four, the Venue feels plenty perky enough. Only on uphill freeway onramps do you start to feel the lack of punch, and you definitely have to plan out passing maneuvers in advance. However, this performance is to be expected at this price point. At least it'll beat the C-HR rival, which takes a dreary ten seconds to hit 60. But again, it's perfectly viable in the real world in most situations, and the continuously variable transmission proved a smooth and capable counterpart to the engine, only becoming annoying as the engine flares to 4,000 RPM on freeway hills in order to maintain speed. Engine noise is prevalent once the powertrain starts to work harder, providing a somewhat buzzy and unpleasant sound, but resists excess vibrations. With the small motor comes thrifty gas mileage, averaging 32 MPG and recording 38 on the highway. I do think on the highway it could be thriftier still, as hitting 40 MPG would be a welcome sight in such a small vehicle. My real favorite part about the Venue from last year was the handling and just how it drove, and the '21 Venue definitely holds up a year later. For such a simpleton of a car, the Venue steers and corners with an enthusiasm waiting to make itself known with its inherent agility. Overall grip might be low thanks to skinny 205/55 tires, but the balance is certainly there, and the tall sidewalls allow you to really lean on the rubber to provide confidence and feel. A curb weight of under 3,000 pounds also does wonders to aid the driving experience as does that lovely leather steering wheel. Even on a favorite test route of mine, the Venue possesses a verve for cornering that one would not expect, displaying a fine handling balance that resists the temptation of relentless understeer. Instead, you can be aggressive with the wheel and really flick it about between corners. You won't be going all that fast in the process, but it is entertaining and makes me yearn for an N-line performance version. On the highway is where things do take a slightly worse turn, though. While great to drive and with friendly behavior on 55 MPH roads, once you hit 70 the Venue changes demeanor. At these freeway speeds, the normally compliant ride quality can become busy and skittish over bumps and the steering starts to wander slightly, requiring small little inputs. I was unfazed by this in my 10 mile highway commute, but if planning an interstate road trip, this might turn tiring. I did notice the highway manners were improved over the 2020 actually, with that prior year model being even more busy at speed, so the '21 is an improvement, but it's still the only place that really displays nervousness. Road and wind noise are noticeable at speed, but again it was quieter than I remember last year's model being. Not a quiet car, but easily livable; two friends and I had no issues communicating nor complained of noise on a 45 minute trek together. I was glad to have had the opportunity to reassess the Venue. It was even the same color and trim as last year's edition. In that week, though, I immediately rekindled my fondness for this cute little 'ute. It's stylish, has an attractive and well-equipped interior and amenities, and is fun to drive for this class of vehicle. Cars this affordable don't get much better. 2021 Hyundai Venue SEL As-tested price: $23,480 Pros: Fun to drive; spacious despite the size; the price Cons: Not much, but highway manners could be refined further still Verdict: Fun and affordable mobility.

The venerable 4Runner is still going strong, for better or worse. The 2021 Toyota 4Runner is one of the oldest new cars you can buy brand new today. I say oldest because the strong fact remains that the 4Runner's largely unchanged and is still fundamentally the same species from the mid-2000s. Sure, it's a new car, but underneath that timeless shape is a relic. However, as much as an all-new model would be beneficial, the underlying charms are still there to give the 4Runner its glowing greatest strength: it's cool. Coolness can only go so far though. Coolness might be not a legit and quantitative measure to judge a car by, but there's no ignoring the fact that the 4Runner is cool. It's partly for this reason that Toyota continues to sell the 4Runner like hotcakes in the United States. Besides a couple tacked-on safety features, there's literally nothing new and fresh about this SUV; it's just old. The engine, for starters, is a 4.0L V6 that churns out a lazy 270 horsepower and 278 pounds of torque, numbers that are wholly unacceptable from a motor of such capacity in this decade. Heck, many four-bangers of exactly half the swept volume make that much horsepower and twist. Connecting that boat-anchor of a powerplant is an equally derelict five-speed automatic. Yes, a five-speed. Five-speed autos used to be a big deal, remember, but that was in 1995. As you'd expect, such modest power ratings and an aging transmission don't do much for performance, with 0-60 MPH taking a smidge under eight seconds. Ouch. The trans is slow to shift and can make for abrupt downshifts, too, which the 4Runner has to do on just about any hill on the freeway in order to make it up due to the noticeable lack of oomph. The downshifts are made more jarring because, as a five-speed, the space/distance between gear ratios is far greater with only five gears. The 4Runner is also thirstier than a frat boy on St. Patrick's Day, binging gasoline (also, not far off of what a frat bro would drink on St. Patty's) at an overall rate of just 17 MPG. That number did at least hit 20 on the highway, but there's no way around denying this is a drinking machine. This is a vehicle that requires a newer powertrain, and I'm not even talking about forced induction. What's wrong with the 300hp 3.5L V6 in the Highlander? Even the Tacoma has a six-speed automatic. If you're going to be remarkably inefficient, at least have power to make up for it, but it's both slow and uneconomical. On the road, the 4Runner is rather curious because of its tendency to wander across asphalt at speed. Cross-winds don't help either, causing the big SUV to further sway in each and all directions at 70 MPH; Because of the body shape being akin to a brick, it's not exactly aerodynamic. This also affects the noise levels inside, with the 4Runner being far from quiet as the constant rush of air splattering against the body panels and glass makes itself known. The slow steering means it's easy to control to not feel darty, but there wasn't a freeway trip where I wasn't constantly sawing at the wheel to keep things in order. Call it involving in an unflattering way? Or just an old truck, which it is of course. Thanks to soft suspension, the ride quality is comfortable for most part as it's meant to absorb all sorts of bumps on the roads less traveled, but it also equates to heaps of body roll when cornering and diving under hard braking. Navigating turns with enthusiasm is not on the 4Runner's agenda, so for that it can be forgiven; nobody is buying a 4Runner to tear up back roads like you would in an AMG or M SUV. I did find myself regularly driving below speed limits on most roads 4Runner, likely due to the perception of speed and feel of it when behind the wheel. Usually I'm pretty good at gauging my speed from so-called feel, but almost every time I found myself doing 40 in a 45 zone and so on. Take that for what you will. One could say that the interior might as well be from 2005, and that's not entirely untrue. Lots of cheap plastics adorn the cabin and other inferior materials in this 4Runner Trail edition. A more expensive Limited model adds luxury, but they're still far and away removed from actual luxury. What the interior is, though, is functional, and at least also decently spacious and comfortable. The cloth seats are decent chairs to spend reasonable time in, but not even remotely close to the Gucci-clad armchairs that were in the Lexus LX 570 luxury SUV (basically the same as the Toyota Landcruiser) I recently tried. The infotainment screen that serves as the center display reminds me of the last time the Yankees won the World Series, with a tired design and Playstation 2 graphics. Modern features are there luckily, like bluetooth, and so are active safety features that are standard in all other new Toyotas these days. Despite the cheap furnishings, the interior does seem to be screwed together well enough so that it doesn't have any excessive creaks and rattles, but it's definitely also not the bank vault that defined the LX 570 either. The cargo area is spacious and has a nifty sliding tray for tailgating. Also included in the Trail edition is a Toyota-branded hard cooler, a neat and unexpected inclusion. The 4Runner's main purpose is one that it does more than decent: off-roading. In fact, it's pretty bloody excellent at it. A classic body-on-frame architecture giving extra rigidity and strength plus an advanced four-wheel drive system help contribute to some serious hardcore chops through the dirt, mud, and snow. While other TRD models get extra aids and controls, this spruced up entry-level Trail does so without any fancy electronic help. For the casual enthusiast, this 4Runner can do most all of anything you throw at it still, with electronic aids only coming into play in the most serious of terrain crossings. Using the 4WD selector (only TRD models get a manual transfer case) and choosing 4-Low gives this SUV the most ability in extreme scenarios as it effectively shortens all your gears by a substantial amount, gifting you a decent idle pull up hills and extra control over the throttle. However, the gear reduction isn't even remotely close to the extra drive that 4-Low in a Jeep Wrangler gives, which practically wants to idle away to running speed on its own up even steep hills. In the torrentially mild conditions and terrain that I experienced the 4Runner in, it was able to gently cruise over bumps and rocks with ease, prowling over the earth like an advancing Sherman Tank. The ride remains good, too, keeping occupants from bouncing around uncontrollably. For that same casual buyer that this 4Runner is aimed at, it succeeds perfectly in its ability. A lift kit could also be added for more ground clearance for those wanting or needing more. Same goes for knobby off-road tires. Tires are normally both the biggest limiting factor and also upgrade when it comes to venturing through the dirt mud. So, for a small investment towards a lift kit and aggressive off-road tires, you could turn this Trail in a real mean machine. And so that brings us to the most important aspect of the 4Runner again: it's cool. Just approaching it even, you can't help but think this is a purposefully good looking and cool rig. The Trail also adds attractive wheels plus a Yakima roof rack, both nice editions that help to make an otherwise base SUV appear much more premium than it is. It's such an old basic shape, but it's just what an SUV should look like. 4Runners are the type of vehicle that many aspire to, and they wouldn't if it wasn't cool nor looked the way it does. You can also tow 5,000 pounds in the 4Runner, a decent number for such a sloth of an engine. It's a shame that the bones beneath the timeless look are so old. If the 4Runner could be updated with a modern interior worthy of this decade and an actually decent and more economical powertrain, the 4Runner would be a legit contender in the SUV world. Jeep recently updated their Wrangler to include a much needed modernizing of the interior and powertrain with a 8-speed automatic and it does make things appreciably more cultured while still retaining its core Jeep character. The 4Runner would thrive under a relatively similar makeover, but for now it's impossible to not think that Toyota is just being extremely lazy with the 4Runner. But I guess why shouldn't they be, especially when 4Runners continue to sell in droves; there's no incentive for them to update it. It's a cool SUV, and that cool factor goes a long way here along with the inherent off-road chops on tap, but those two sole attributes can only go so far from a critical standpoint to be properly compelling. The other fact is that many 4Runner owners will likely never take their brand new machines off-road, rendering their use of one completely pointless because there are so many better options for a strictly asphalt-based SUV. Of course, the same also goes for Wrangler buyers who never venture off-road. If you still want a new 4Runner then good news, little has changed, which means you will continue to desire one anyways. However, it likely won't win over any new converts to the 4Runner lifestyle who are better off choosing mainstream offerings like the Highlander and other alternatives in the meantime. 2021 Toyota 4Runner Trail As-tested price: $43,126 The Road Beat Rating: 3/5 Pros: Coolness goes a long way with the 4Runner Cons: ...but not nearly far enough. Old bones; Slow and thirsty. Verdict: It might still be cool and capable, but a next-generation 4Runner would be very welcome

A consumer heavyweight squares off against a fresh-faced rival, each in their top-shelf Accord Touring and Sonata Limited trim levels There are more exciting cars than these, but that doesn't mean they're not worth getting excited about. While Ferraris and other exotica are what stirs and captivates the soul, it's mainstream sedans such as these that arguably more people get excited for because of how tangible and popular they are. And with gas prices rising back towards $4.00 here in California, excellent gas mileage is an objective getting excited over. Gone are the days where hybrids were, well, terrible, and terribly slow. Those times have changed, for while I didn't like any hybrids before (hybrid supercars excluded), I do now; that's how far the technology has come in the past decade, and the sales figures have shown, with Honda hybrid sales nearly doubling in the past couple years alone. What we have then is the established stalwart from Honda against Hyundai's new Sonata, both aided by electrons. So which is best? Performance Performance is not the reason you buy a hybrid, unless that hybrid is a Ferrari SF90 or McLaren Artura. Yet, you also don't want something that is incapable of getting out of its own way. For example, the original Prius struggled to reach over 70 MPH unless you were going downhill or drove off a tall cliff. Fear not, as both these new-generation hybrids are more than able to move at a modern pace. However, it's the Accord Hybrid that deals first blood with 212 horsepower and 232 pounds of torque compared to the Sonata's 192 horsepower and 210 torques. Not only is the Accord Hybrid faster at 7.1 seconds to 60 MPH vs the Sonata Hybrid's 8 seconds, but the powertrain is noticeably more responsive to your inputs. The combination of i-VTEC engine and CVT (continuously variable transmission) reacts with an apparent quickness to inputs and a lack of inertia. Downsides are a slightly wheezing engine noise under heavier throttle and the annoyance of the CVT constantly changing engine speed (RPM), though. The Sonata has more relaxed nature to it, with the power unit and transmission trying its best to function like a normal, non-hybrid car. In fact, the transmission is a normal six-speed automatic and not a CVT. While fine on its own and certainly pleasant, it's also lazier. Driving the Accord Hybrid afterwards reveals how much more potential there is to make a more responsive and lively hybrid system. I did run into trouble several times with the Sonata Hybrid when pulling away from a stop on a hill, noticing a shudder throughout the car when the gas engine restarts once you're rolling. It's more apparent the more it happens and even occurs during a 'California roll,' that is, slowing down to one or two miles per hour at a stop sign. The Accord remained smooth in transitions at all times. Interior Things take a turn when you start comparing the interiors between the two rivals and shows the age differences, too. With their new Sonata, Hyundai wipes the floor. The layout is extravagant in comparison and the materials another step above. Even when looking at parts they both share, such as push buttons for PRND, the Sonata might as well be an executive German saloon. And that's not to say the Accord isn't a nice car, especially in the top-spec Touring trim, but once you experience the Sonata in Limited mode, it's almost not even a fair fight. It must be said that while the overall components inside lack the luxury quality of the Sonata, the Honda has amazing fit and finish with zero creaks or rattles heard anywhere. Some obvious differences are the infotainment displays in the middle of the dash, with the Sonata's being significantly larger. It's actually harder to use, but the graphics are crisp and the screen serves as a nice focal point next to the Accord's small offering that's crowded by buttons both around the screen and digital ones. It's easy to use at least. Also of note are the rougher and coarse textures of the various padding materials that make up the top of the door panels and the dash itself on the Accord. Those parts also had a shine to them which renders them cheaper in appearance, too. Both are comfortable driving longer distances, but the Accord definitely has extra lateral support in the driver's seat and a better driving position itself (the Sonata sits a little too high). The Sonata has an age advantage being a brand new, redesigned model, and they bought all the punches in creating an actually luxurious environment for the price point. As far as technology goes, both offer many of the same modern niceties that we have come to enjoy and demand. Each have a full set of active safety systems in the form of blind spot monitoring and collision warnings, ditto for bluetooth connectivity with available Android Auto and Apple CarPlay. They both boast active cruise control systems, though the Sonata exhibited inconsistent behavior at times on the freeway using the radar cruise. There are differences, though. The Sonata, for example, has a sweet 360-degree camera view for parking maneuvers, while the Honda has a head-up display. You can also command a Sonata to pull up and reverse using your key, though this is more a show-off feature than anything. They might also each have heated and cooled front seats, but the Honda has heated rear seats as well. Exterior Design This is easily the most subjective category and one I'll give as a draw. I like both offerings' shapes, with each have their own take on an understated language. Some will be put off by the grille of the Sonata, but I find its rather color dependent on the surround bodywork to making it look good. The Shimmering Silver painted example I tested is my favorite color I've seen yet on a new Sonata, and the metal-like appearance does all the chrome trim favors. The Accord has more of an English look to it, and I feel like if Rolls Royce were to make a car for less than $40,000, the basic shape would be similar to this; simple and clean. It has a nice forward-poised stance, too. The Radiant red paint is also suitably named on this example. New for 2021 on the Accord is a slightly wider grille for a more aggressive look and new all-LED lights with beautiful detailing. Hyundai's Sonata only came out last year and has not received any noticeable changes, but the same LED running lights that run along the hood outline still captures attention, same with the solar roof even if it does mean there's no sunroof. Other noteworthy mentions are the attractive 19" alloy wheels that are standard on the Accord Touring, while the Sonata has diminutive 17" wheels. Despite the larger wheels, the Accord still manages a comfier and better controlled ride quality. Economy This is the big one and the reason why most anyone is even considering a hybrid, and where the Hyundai Sonata Hybrid wins big. The Accord Hybrid managed a respectable 38 MPG overall in my hands and a also good 43 on the highway. Sure, that might sound all fine and dandy, but it's not once you hear the outrageous numbers of the Sonata. Ya'll ready for this? Overall, I saw a staggering 45 MPG and 50 on the highway. There's simply no other way to say it than if you want to maximize your savings at the pump, the Sonata is the clear winner. It does make me wonder how much those pretty 19" wheels on the Honda hurt its economy, too. On the Road The Sonata Hybrid is a compliant and pleasant experience behind the wheel. Easy was something I kept calling it, thanks to the sumptuous interior along with the light and breezy driving characteristics. Honda's Accord, even as a hybrid, could be mistaken for a sports car on the other hand. The steering could very well be actually taken from a sports car, with a quicker ratio and more accurate and linear response than my own Nissan 370Z even. The weighting is basically perfect, being heftier than the Sonata, but not hefty on its own still, striking a natural and organic balance in effort. When the road starts twisting and winding, such as Highway 50 to South Lake Tahoe, the Accord instills a level of confidence that few other mid-size sedans in this price bracket do (apart from Mazda's superlative 6). Handling-wise, the Accord has a decisive front axle with enough grip to break speed limits around just about any corner. The balance is a treat, as the nose rarely devolves into wooden understeer and when you do push the tires past their limit, a small lift of the throttle will snap the front back in line with a tiny bit of lift-off oversteer. Ride quality is also beautifully judged and approaches perfection in the balance between comfort and control. The Sonata in this case can be harsher at certain speeds and lacks damping control on larger bumps, and while objectively nice to drive in day to day driving, it's also kind of boring and fails to match the Honda dynamically when you've had a Red Bull in your system. If taking one of these to the canyons, just on handling and driving experience alone, I'd reach for the Accord's keys every single time. Conclusion Picking a winner is harder than I thought it would be, but it all depends on priority. If buying for the best in real-world economy, the Sonata Hybrid is a no-brainer, plus the interior easily outclasses most all rivals. And being hybrids, that's perhaps the most important aspect for prospective buyers. With that said, yes, the Sonata Hybrid should be the winner in this comparo because of its triumphs in the categories that matter for the average consumer. However, some might be put off by the looks, and others might want a more engaging car to drive. With that, the performance characteristics of the Accord Hybrid are what separates it from the South Korean rival. I think when Honda brings out an all-new Accord in the next year or two, if they can address the interior shortcomings and eke out a few more MPG, it will be a tour de force for consumers. For now though, Honda's Accord itself remains the best selling car in America of any car made within the past 50 years, with just under 14 million sold during its existence. Wow. To cap that off, Honda says Accord buyers have an 80% loyalty retention rate. For existing Accord buyers, the choice is easy then as the Accord has been refined to being the most fuel efficient one ever and their best performing hybrid model ever. So is one better than the other? For new buyers, it'll be a question of whether you value performance over luxury and your opinion on the styling when picking between the Sonata and Accord hybrids. 2021 Hyundai Sonata Hybrid Limited As-tested price: $36,464 Road Beat Rating: 4/5 Pros: Lovely interior and amazing economy Cons: Lacks performance from engine and chassis 2021 Honda Accord Hybrid Touring As-tested price: $37,830 Road Beat Rating: 4/5 Pros: Great performance and a well-rounded package Cons: economy falls behind rivals; cheaper interior

Why the strengths of this antique still outweigh the obvious flaws It's 2021 and relics like the Lexus LX 570 have no business existing. By modern standards it's a terrible vehicle by all accounts, being too large, heavy, and woefully inefficient. Perhaps it should have been put to pasture even a decade ago as the aging brute continues to ignore all self-respect. However, I love the LX 570. Despite all circumstance, the LX is a derelict instrument that is impossible to not adore and serves as a reminder of what component is so sorely lacking in numerous other new vehicles: character. The LX exudes more character and verve than it drinks gasoline, and be assured, it is a very heavy drinker. I want to start by getting all the ugly out of the way first so we can then talk about what makes the big LX so enigmatic. It's thirsty, yes; it could keep pace shot for shot with Keith Richards even. The 5.7L V8 is a product of the mid-2000s and is essentially unchanged since its debut. Consuming gasoline at a rate of 13 MPG overall and 18 on the highway in my testing, it's the worst nightmare of a Prius. Even with a big 'ol V8 and a modern eight-speed automatic, physics cannot be beaten and its shear mass means acceleration is slow. And by slow I mean 0-60 MPH in 7.3 seconds. Brake feel is decent and has ample stopping power, but a simulated panic stop induced lots of nose dive and pitch in the body and some steering input to keep it in line. It's a lot of weight to manage no matter how you look at it. Though, you must be able to afford all that gas given this SUVs astronomical price tag of $106,590 as-tested. While it starts under $90k, this example had a number of options to breach the century mark, most notably a pricey $6,100 sport package (this car isn't sporty in the slightest lol) that includes 21" wheels and some front and rear spoilers, and a bangin' Mark Levinson stereo for $2,350. In the spirit of excess for the sake of excess, Lexus' LX 570 tips the scales at over 6,000 ready to roll, partly owed to the traditional body on frame construction for all its rugged durability. There's more, too. Handling nor are any synonyms of its like are in the vocabulary of the LX. The steering is slow and hefty, both traits that are out of style among other new vehicles, and is quite vague, so you better get used to a wandering attitude on most roads. Interestingly, the steering is just as good off-road as it is on-road. Old-school architecture equals old-school truck characteristics, no surprise there. Because it's 2021, there are some expectancies of the LX despite the apparent age of its underpinnings and design. Luckily, amenities and safety features like blind spot monitoring (and other safety bits) and surround view cameras all make an appearance. Lexus has done well to implement the latest technology in this classical creation. Though, a few things fall short, an infotainment/center display screen with graphics that look like Obama just got sworn in for his second term. There are even rear seat entertainment screens, which are a cool touch and all, but wholly unnecessary in the age of the iPad and other tablets that most kids seem to have. But, most importantly, the infestation that is the infotainment system has to be eradicated. While other new Lexus models have a mousepad that is only slightly less bad, this monstrosity of an overly-sensitive joystick to control all aspects of the screen is nothing less than atrocious. I found myself using it as little as possible, and each time I did it made me wish I had a xanax to ease the anxiety and frustration. At least the screen is large and fairly crisp even if the graphics and interface is quite old; think iOS 6 and the classic icons verse newer iterations. So, there you have it, all the main issues with the LX. Now, for the reasons why I love it. For starters, It's a magician of off-road proportions. Like really, what the LX can do in the dirt and sticks is nothing short of breathtaking. However, it's not just what it can do, but rather it's how it does and goes about it. When it comes to off-roaders, it's hard to not the raise the army of keyboard-warriors antagonizing you with such bullocks such as "my Honda Civic can do that" or whatever type of rubbish they can muster in the midst of their self-righteous adrenaline-induced drooling and mouth-breathing. Yes, you can take any car off-road and through the mud and over rocks, but you're torturing it and it will break. The LX, though, you can do just about anything in it with the security of a nuclear bunker. You can also go about your business on the trails without even spilling your Starbucks or Dutch Bros. On the center console you'll find an array of switches to all take advantage of the systems available to LX owners. What kind of controls do you get? Oh you know, the usual array of ride height controls, terrain controls, center differential locker, crawl modes with speed selection, second-gear start function, AWD control including a 4Low, and tight-turn assist. Oh that's right, systems such as those are highly unusual and form the basis of the LX's party tricks. There's more that you can do than can't with an LX at your disposal. So, I decided to be more adventurous in my driving and took several dirt paths straying from pavement because, "well, why not? Lexus time!" Following a trail through some grassy fields, I was able to comfortably drive the Lexus at 20 MPH and you would never have known it was pavement. Stopping for some photos, the ground wasn't even smooth, but I would never have known otherwise. Even with some bumps the LX just pummels the earth away into submission and completely keeps its occupants isolated in that mesmerizing interior. It's such a shame that most owners will make their examples into nothing short of pavement queens. There's a stretch of road that connects two different segments of Latrobe Rd in El Dorado Hills and Rancho Murieta. Known as '7 Mile,' the tarmac transitions to a mix of dirt and gravel before devolving into a small off-road terrain course with mud puddles and rocks and hills to play with at your choosing. Again, most cars could make it across 7 Mile, but it's how easy the LX does it that separates from other SUVs that aren't Range Rovers. The comfort is stupendous even over bumps at a moderate speed. I tried my hand at a couple mud puddles and with 4Low engaged it was so undramatic that I had to do it again. I was expecting to fight at the wheel as the tires sunk into the mud, but no, just tracked straight and true. It's almost too easy. The steering wheel remains so composed too and vibration free over rough roads, even as the gravel turns to larger fragments and the road turns to a coarse washboard surface. Really, this is amazing and left me speechless how unfazed the LX was by all this. If you have an LX or the smaller GX and do not use it off-road, you're missing out at a true engineering marvel. The only things that could be better is overall ground clearance, as even with the suspension raised, the overhangs could cause issues, exacerbated further by the front spoiler on this specific example. If you want a dedicated rock-crawler, a Wrangler will always be the way to go, but of course a Wrangler is still a Wrangler and feels like a economy car in comparison and drives like it's 1944 in occupied-France still. Quality is defined expertly by the lavish and leather-filled interior space of the big Lexus. Almost everything you look and feel comes courtesy of a cow's hide, and is delectable to the touch. There's even some appreciable metal trim here and there. Especially when venturing through the dirt and over rocks is when you really appreciate the bank-vault aptitude of the cabin, because it simply does not rattle nor creak. This tank is tight; you get the impression it could do stunts in the next Fast and Furious film and not need any modifications whatsoever and still be this tight and together all around. Seats are wonderful to spend time in and caress you nicely. The rear chairs are likewise comfortable if not providing the last word in leg room that I would have expected in such an immense vehicle. The wood trim scattered about is classy rather than tacky, and the third row can be stowed or deployed electronically, though be careful on the order as I was able to accidentally make the electric motor try to decapitate the head restraint. Oh yes, there's also a cool in the center console for your San Pellegrino. It's just such a nice environment to be in and for long hauls of time, too. On the motorway, the LX 570 is remarkably quiet inside despite the aerodynamic properties of a cinder block. However, there are a few curiosities abound such as aging switchgear and a couple out-of-place plastics that feel borrowed from the corporate Toyota parts bin. The entire cabin does appear to be of an older design, but I rather like the throwback nature of it and the uncompromising commitment to being screwed together with NASA precision. It just might be the most isolating interior of any new car today bar perhaps a ridiculously expensive Rolls Royce Cullinan SUV, just because how it keeps you away from the outside world even when adventuring across cheese grater-like dirt and gravel roads. There's lots wrong with the Lexus, mainly the thirsty nature, terrible infotainment, plus the shocking price tag as fitted, but there's also so much to like - love even. And it's when using the LX the way it was designed to be used - effortlessly cruising in the comfort of that amazing interior when off-roading - all those other bits seem to not matter and only makes you smile when commandeering this Nimitz class vessel. The split tailgate even baited myself and a couple friends to get takeout dinner and use it for tailgating and hanging out. Despite all there is to loathe, it's love that comes out on top. There aren't many other vehicles that can do what the LX does, and they all have even huger price tags. A BMW X5 or Audi Q7 are insanely more modern vehicles, and better to live with day-in-day-out, but they're not suited to the same heavy exposure from the elements when you go off-road and will also not be remotely happy out there. The obvious most direct rival currently is Britain's Range Rover. Though, there is one rival due to hit next year, and will likely render the LX 570 beyond obsolete: the Hummer EV SUV which will cost about same as this Lexus. I like the LX 570 a lot, and I'm glad brutish things like this still exist while they can because of the joy the can be realised. 2021 Lexus LX 570 As-tested price: $106,590 The Road Beat Rating: 4/5 Pros: Go just about anywhere in total comfort; Character Con: Heavy; Expensive: Thirsty; Aging Verdict: In light of the flaws, the LX is still a compelling old brute Dimensions: Length 200" Width 78" Height 75" Weight about 6,000 pounds

Toyota's revived Supra receives a new engine option for 2021 in the way of a more affordable four-cylinder option. Is it still fun? "Four-cylinder Supra? Lame." "2JZ forever!" "Supras need six cylinders."I could go on for as long as your 1,000 horsepower boosted 2JZ runs before finally throwing a rod. But for now, the ultimate question remains: is having only four cylinders in the legendary Supra sacrilegious and worthy of being drawn and quartered? Well, no, because four-banger Supras have legit pedigree. In fact, the most famous Supra ever after Paul Walker's modified example in the original The Fast and the Furious movie is one with four pots. Oh, what's that, you didn't know? I give you the fabled, legendary, and winning Castrol Tom's MKIV Supra Super GT race car, the same one you lusted after in classic Gran Turismo games. Don't worry, I didn't know the old Supra race cars were four-cylinders either for a long time. But, if a 'lowly four-banger' is good enough for a hugely successful and famous race car, then surely it must be suitable for the new road going version. You're welcome for the history lesson by the way. I'll spare you the ongoing and monotonous castration of BMW's Supra, besides that one jab and the following: Sure, it's a BMW, made by BMW and all the parts are BMW, including the new 2.0L turbocharged engine, but without them there would be no new Supra. Would you rather have a new Supra with cross-bred origins or none at all? Thought so. In a world of increasingly remote crossovers and SUVs, any new sports car is a thorough welcome. So, the brief is simple then: take the new Supra and replace the German-sourced six-cylinder with a four-cylinder instead. Power is reduced from 382 down to a modest 255. Also down is weight and the price, shedding a significant hundred-plus pounds and about $8,000 from the starting price. Most things are exactly identical to the older sibling, including the same sharp bodywork and the confining interior. From the outside, you'd be hard pressed to actually tell the two apart besides the 18" wheels instead of 19" being the only obvious giveaway. For the record, 18" wheels rather suit the Supra. While the exterior has proven divisive, in person and in the right color the Supra is a compelling sports car on looks alone, and one that appears more expensive than it is with such intricate and swooping curves and creases. Nitro Yellow, as seen here, is my personal favorite color yet. Enough dragging, let's talk about how the Supra drives, and like the 3.0 I tested last year, the Supra drives quite well. And as a sports car, the 2.0 Supra succeeds, too, even if it doesn't possess the most unique of personalities. Steering is hyper-alert and accurate and manages to avoid feeling too darty on the highway. Traversing canyons, the quick-steering means direction changes happen as instantly as you will it with your mind. The downside to this is the lack of any feedback through the wheel and to your digits. While feedback would be welcome, we're at a point now where I don't entirely miss it due to the rest of the car being so direct. There's loads of mechanical grip from the 255 front and 275-wide rear Michelin Pilot Super Sports, too, to help with confidence and know you can just plant the device anywhere. And this is where things get a little complicated, because while the front end is hugely convincing with loads of grip, the Supra is best as a 7 or 8/10ths sports car (on public roads at least). That type of commitment means rapid pace on any road, including absolutely flying up and down the renowned Mosquito Ridge Rd of Foresthill, CA. While there's room on the table for more, that's where you run into a barrier with the Supra, and the same one I experienced with the 3-liter car last year. The fact remains that the Supra doesn't have the best composure of undulations and bumps during hard cornering, garnering a more nervous persona in trickier road conditions with the rear of the car not feeling buttoned down. And while the ride quality is stiff in normal driving, somehow that translates to feeling rather soft when pushing, with a particular sensation of vertical motions and roll from the rear end when charging hard through corners. Not an entirely fair comparison by any means, but my mate's modified 997 Carrera S is a machine that gets better and better right until the absolute limit on either street or track, but the Supra on the road is just missing that extra nth degree to make it go from great to spectacular. However, that same 911 was not able to ever stretch out ahead even in my mate's quite capable hands. A big chunk of this is owed to the punchy nature of the diminutive four-cylinder that helps launch you out of corners with striking ease despite its lack of swept volume. Rear tire breakaway happens a little more abruptly and quicker than I'd like and with little warning if you're smashing the throttle like a whack-a-mole. But yes, the entry Supra still can kick the tail out with some throttle dedication, but the fast steering means smooth and judged inputs of 'oppo are a necessity to avoid being a YouTube fail. Overall, I do feel there's a level of organic fortitude that the Supra is ever so slightly lacking. Not to say it isn't good because it's very good indeed, and far more entertaining to drive than say the last BMW M240i I drove, but it's also not exactly anymore exciting than a manual Toyota 86, a car that is magical on the ragged edge. It also renders my own aging 370Z as clumsy. I can't help but think what maybe some aftermarket mods could do for the new Supras, by the way of fancy coilovers or even an aggressive alignment. Then there's the engine. I've save you the trouble and doubt: it's good, like really good. For most, it's all you ever could need. 0-60 MPH happens in 4.8 seconds, possessing an explosive midrange performance that is the engine's wheel house. The sound isn't what you'd call inspiring, but is good for a four-pot. In fact, you can tell that the engineers tried really, REALLY hard to feddle the exhaust to sound as much like the six-cylinder as possible. Besides the mechanical clatter of the engine at idle, it is indeed hard to pin down the combustion count. Though, it's more noise for the sake of noise rather than a soul-stirring pleasantry. Most will like it I figure, but the puritans will notice something is awry. Back to it, the little engine that could delivers the performance goods. On the return trip uphill on Mosquito Ridge Rd, I did start to wish for more a little more push as gravity worked against us, but other than that, it's hard to make a case against it in the real world. On the track, I definitely would want two additional cylinders, but here it isn't wholly necessary. The only place the engine does lack is the top-end at the height of the rev-range, only just running out of puff as you approach the redline. Like I said, it lives for the middle of the tachometer. The other component that holds it back is the ZF 8-speed automatic. Why this entry model isn't available with a manual is beyond all comprehension, but the ZF is a good trans in practice, but ultimate performance when cracking off shifts is missing. Mysteriously, it was less responsive and slower in execution than the 3.0's automatic. On a bright note, fuel economy was nothing short of astounding. In my normal, mixed driving, I saw an average of 31 MPG. 31, in a sports car! Highway mileage soared to just over 40 at a steady 70 MPH. The economy this car returns is a revelation and better than many of Toyota's other gas-only and slower sedan options. To bring it back to perspective, though, the bigger and faster 3.0-engined Supra still achieved 27 overall and 37 on the highway. So while it's astonishing, the more powerful engine option also is insanely frugal for the performance on tap. If you thought the exterior was hard to tell apart from the 3.0, you'd be even harder pressed to tell the difference inside. Fabulous seats give great comfort and support at all times, whether it's on the highway to work or an impromptu diversion from your normal route. With the optional $3,485 technology package, you're treated to all the tech you could want inside. Like other Supras, the 'German-sourced' infotainment system is among the best I've ever used with clear organization and a shockingly good voice recognition system. The navigation that comes with it is terrific was used for rally co-driver pace notes on Mosquito Ridge Rd. While it's all certainly put together quite nicely, the cabin does have its drawbacks, chief being a lack of space and a quality of materials that doesn't quite match the price. If you like space, you won't find it here, with the Supra being measurably smaller than even Toyota's own 86. Some of the furnishings also don't stack up, not all, but some. From your shoulders back are a collection of hard plastics that I found to creak over bumps and rougher roads. The seats are also of the manual adjust variety, and the weirdest part is that the strap you pull to adjust the recline angle of the bank piece is covered by the seat belt. For a car approaching fifty grand I would just hope for things to be a little nicer inside if I'm splitting straws. One other head scratcher was the lack of an external trunk/boot release. C'mon. And, several times I had an oddity where I would hit the boot release switch in the cabin upon exiting the car, get out and shut the door, but then the shock of shutting the door (even normally) would cause the boot lid to pop up and then lock when it would come back down . Meaning you have to go back inside and try again or just use the key. After a week with the 2.0 Supra, the conclusion I came to is one of mixed emotions. On one hand it still remains a convincing sports car, but you can't help but yearn for the top-dog six-cylinder model instead. And also at this price, you could have yourself a Mustang GT with the fancy performance pack suspension or a Camaro SS 1LE instead. Completely different realm, sure, but they strive and thrive in creating the same or more thrills with literally 200 more horsepower. Likewise, Nissan is expected to launch the still nameless 370Z replacement that is expected to be finalized with at least 400 horsepower and a reasonable starting price. Also, all three of these rivals can be had with a stick shift. To help separate the 2.0 from the 3.0, a manual transmission option could do wonders, and why it's not an option is a baffling of the senses. All told, I like the GR Supra, in both 2.0 and 3.0 guise, the only real complaint remaining the price and polish of the chassis when you turn up the heat in the twisties. It's a good Supra and a good sports car, but there's a fizz that's lacking, a missing atom, that is keeping the Supra back from achieving more. Still fun, but there’s more yet to be had. Starting price: $43,985 As-tested price: $48,040 The Road Beat Rating: 4/5 Pros: Distinctive looks; Amazing economy; Great four-cylinder performance Cons: Happiest below 8/10s; Where's the manual?; As-tested price Verdict: Still a convincing sports car with only four cylinders, but you likely want the 3.0 still