2022 Lexus LC 500h review by Mitchell Weitzman and The Road Beat What is it? Lexus' LC 500 grand tourer of extravagance, now a half-decade old, and marching on here in hybrid form. Denoted by the 'h' moniker at the end of LC 500h, what we have here is a 295HP 3.5L naturally-aspirated V6 engine that's further bolstered by a pair of electric motors. Total output is a modest 354 horsepower and 369 pounds of torque connected to a strange continuously-variable transmission. A unique case of trans-ception, it’s a transmission within a transmission (there's a four-speed auto inside of a CVT. Weird, right?). But, most significantly, this is an ultra-luxury GT machine designed for dining on miles in total serenity and style. It costs $115,285 as equipped, so it better be nice. What's hot Now, this is going to be a different kind of review, simply because there's so much that's right with the LC 500 in general, but there are glaring frustrations abound, too. At the core of it, though, this is a fabulous machine - it's strikingly beautiful, has an interior that's worthy of a $200,000 price tag, and it's supremely comfortable. It feels special to put it plainly. Lexus' LC is the type of vehicle that just climbing in and sitting down instills a dreamy sense of marked occasion. You want to look and feel cool and a Porsche or BMW just doesn't do it for you? Here you go. Now, I know what might be thinking, but rest assured that if orange isn’t for you, you don’t have to have an orange interior. As a Bespoke Build packaged car, there’s also lots of carbon fiber including the roof and the rear spoiler to go with the unique interior color. Driving dynamics have been a hallmark feature of the LC since its birth, with accurate and confident, though not entirely feelsome steering. While weight is certainly an issue, with the tires burdened by some 4,440 estimated pounds, handling is shockingly good and has a sporting intent when you desire. Switch the car into sport+ for improved responses and you can carve canyons to your heart's content. At 7-8/10ths, things are very controlled and comfortable - and thoroughly enjoyable - but, push harder and the experience does become sloppy as the tires and soft suspension just can't cope with the weight. It's happy to cruise, but this is a car that's also happy to play – to a certain extent. And cruising is what it does best, munching miles like a gourmet salad bar. Leather, and leather worthy of HRH Prince Charles' personal armchair in his study, is abound everywhere, and those seats are oh so comfortable; The entire cockpit encompasses you in an intimate way as the ambience casts a spell on you. Because it's a hybrid, fuel economy is pretty decent for a vehicle that looks as wild as this, with myself averaging 32 MPG on a 200-mile trip to Walnut Creek and back (with lots of traffic, mind you), and about 26 MPG overall. What's not This is the third LC 500 I've tested now, and while I do genuinely like the car, more and more has stood out to me that hinders the real livability of the car, and especially because you expect more from something of this prestige. Speed isn't everything, but the LC 500h just isn't quick enough to match its looks and rivals. 0-60MPH is a rapid 4.5 seconds, but that doesn't tell the whole story. It's only that quick to 60 because it gets off the line well with lots of electrical assist from the hybrid system. After 50 MPH, things really slow down, with real-world, in-gear acceleration only similar to that of a Nissan 370Z. For comparison, BMW’s M850i will annihilate the quarter two seconds quicker while traveling 20(!) MPH faster. A base Porsche 911 Carrera will blast through the quarter mile with a trap speed some 15 MPH faster, and the V8 model of the LC even with nearly 10 MPH more velocity. This hybrid is too slow sadly, leaving one always wanting more when you put your foot down, with very little happening below 4,000 RPM due to the V6 engine's lack of flexibility. The truth of the matter is the car isn't fast enough in relation to what it costs. And especially based on looks alone, you might expect it to be a rocket ship, but it isn't. The V8 also lacks outright power next to rivals, but it is at least enjoyably enough in its own right due to the snarling character of its motor. The odd CVT transmission is rather junk, too. When driving spiritedly, the virtual shifts are slow both up and down, and there are too many ratios to click through when using the paddles behind the wheel (very nice items, by the way). If you want to downshift for a decent braking zone, you'll have to pull the left paddle some six or seven times - it's just too many. I also didn't like the car's insistence to downshift on any slight downhill slope (this is without initiating cruise control). Instead of coasting in top gear, it will choose 3-4,000 RPM instead, which causes excess engine noise (annoying) when you're wanting to just cruise, and it's also not smooth - you feel the gears adjust abruptly. At times, I would pull the right paddle to choose a taller ratio in this exact instance to defeat this nonsense, but then the car just downshifts right back on me! It freaking immediately overrode me - DENIED - every single time unless I moved the actual console shift lever into the 'M' manual mode first. What trash programming that is. Going hand in hand is an inconsistent cruise control. I experienced bad cruise control on another Lexus hybrid, the LS 500h sedan, and it carries over here, too. Say you select 72 MPH on the highway. Well, the actually operating range will be anywhere from 70-74; How is it so hard to just maintain one speed? And to go over my set speed? And no, it doesn't exceed your set speed downhill, but uphill. It actually caused me anxiety as I passed a CHP at a risky speed on one occasion, but it was the car that went faster on its own than I had asked it to. Further, the distance control for the radar portion is too much of an on/off switch, meaning that the car never will coast up to a vehicle in front, but rather just aggressively hit the brakes and downshift - zero, and I mean zero, intelligence involved there. I found it so annoying that I drove most highway journeys without cruise. $115,285 and the cruise control isn't functional enough. Ha. There are a number of oversights on the inside of the car that affect usability, including a serious lack of trunk space. For a grand touring car, the type where you say, "hey, let's go Palm Springs for weekend!"you'd expect some decent space for your luggage and golf clubs, but you will have to pack light. Luckily, you can use the rear seats for extra storage since no human will actually want to ever sit back there. Lexus is moving away to a new infotainment system in some models, but that leaves the LC still with the tumor that is its infamous track pad. Even after time in a multitude of cars with it, it belongs in an incinerator. Clunky and distracting, it's like no one actually ever tested it before it went into production. The ideology is there - make it like a laptop, sounds great?! - but it lives in yikesville alone. While there might be several physical controls for music and climate, lots of essentials are buried within the computer. The most frustrating of which is the A/C button. Yes, to turn air conditioning on and off, you have to do three to four clicks at times to toggle it on and off inside the mainframe. Same goes for seat warmers and coolers. Also, the car would randomly default to recirculated air at times when I had previously had it selected to outside air the last journey. I also didn't like that this car has a rearview camera seemingly from 2005 (is that like 240p resolution? lol), but also has a lack of surround-view/360-degree cameras. This is a big car, with a long nose - it sure would helpful if this $100,000+ car had a freaking camera that some $40,000 Toyotas now come with. Yeesh. Let's see, there's also no wireless charging that I could find (though most are rubbish anyways these days since phone's camera bumps/arrays cause weak charging), and the center console has a weird functionality that, to open fully, you have to push and then pull at two different points - not very well designed and cumbersome. The shifter is clunky to use, and then also there are certain beeps and bongs that happen at strange times. If you have a door open and then completely turn the car off, it will beep endlessly. But if you turn it off and then open the door, it won’t beep at all. This sounds like a dump complaint, but why wouldn’t it be the same? The car is off – don’t beep! Like other Lexus models, you have to be completely stopped to turn off traction control. Lame. Wait, so you hate it? No, I don't hate the car. It's just that, after testing three different LC 500s now over the years, there are things that start to stick out. And because I like the core of the car quite a lot, these annoying bits are a disappointment that I really, really want Lexus to address. Forget the hybrid model, too. It costs too much over the V8, isn't as fun, and the gas savings vanish anyways because of the significant price reduction for the ‘standard’ V8 version. It's the better car full stop, and has better cruise control and noticeably improved automatic transmission. Still, the other aspects that trouble me remain. Am I nitpicking? Perhaps, but you have to when it costs this much because of the associated expectations. The LC 500 is a fabulous car in many ways, but it's getting long in the tooth. With faster, more technologically advanced (not to mention well-thought-out) rivals abound, the shortcomings are more noticeable than ever because it's just harder to make a case for it now. Great car, but in need of several updates to stay as fresh as it still looks. 2022 Lexus LC 500h As-tested price: $115,285 Pros: Lovely to look at, lovely to be in Cons: Not that fast. Expensive. Frustrating tech bits Verdict: It could be a masterpiece, but attention is needed to do so

2022 Honda Civic Hatchback Review Photos and in-depth review of the all-new Civic Hatchback by Mitchell Weitzman for The Road Beat What is it? The hatchback version of Honda's excellent new Civic compact sedan. This particular example is equipped as a highline Touring, meaning it has the 1.5L turbocharged four-cylinder engine and equipped with basically everything you could have on a new Civic. There are no additional options available - this has it all, and costs $31,145 with destination. The hatchback shape will appeal to those looking to maximize the space of a compact vehicle, but also forgoes looking like your great-aunt's station wagon. What's good? So much. Really, this is a fabulous car. If you wanted to, honestly, just stop reading and know that this is maybe the best compact car in the world right now. There is next to nothing that it does wrong, and so much that it does right. For a small car, the Civic Hatchback is rather spacious, with ample front and rear seat space. Compared to the current Corolla, the back seats and leg room are enormous. How do I test that? I take my adult friends for drives in all the cars I test and I ask them for their real world opinion. They were way more comfortable in the Civic and weren't in need of chiropractors for their legs afterwards. The hatchback body also bestows extra cargo storage in the back and makes for easier access to things such as your recent Home Goods haul. Simply put, hatchbacks are more convenient and practical than sedans. To top it off, I think the hatchback shape suits the new Civic rather well. Which reminds me, the new Civic is, for my near-sighted eyes, vastly prettier than the old model. Whereas the past Civic Hatchback appeared like a Civic Hunchback, the new, bigger booty meshes seamlessly with the rest of the design language and looks thoroughly integrated. It's a nice looking car. Admittedly, this is the Touring - the nicest Civic money can buy - but the interior is a bona fide lovely place to be for an affordable car. The seats (great and supportive chairs, by the way), steering wheel, and shifter are trimmed in nice leather that feels great to the touch, and the driving position itself is quite lovely, too. Yes, it's a comfortable car, and even reasonably quiet as well. I've done long drives in another Civic Touring (the sedan) that held up great over the course of a long day. Looking elsewhere, the rest of the cabin is finely trimmed and endowed with a serious quality that leaves Toyota's offerings in the last decade. Shoot, look at the detailing on the metal grate that helps hide the air vents, but also gives a well-executed industrial interior design flair (industrial lofts are all the rage these days) to it. There is very little in this car that, when you touch, feels cheap. The only competitor that meets this, and actually slightly surpasses the Civic, is the Mazda3 premium. But, compared to Hyundais, Volkswagens, Toyotas, and American offerings, the Civic wins here. And lo and behold, the Civic Hatchback remains great to drive like other recently sampled Civics. The steering is expertly judged, with an intuitive response and weighting to make for extremely accurate and confidence-filled driving. You would also never know the Civic is front-wheel drive, with no discernible torque steer and minimal understeer when driven hard. Handling is exemplary for an everyday 'normal' car, easily besting most rivals and matching the ever-fluid Mazdas, with its commanding front-end and usable grip. It's just such as easy car to point through a corner at speed with no fuss. And yet, the ride quality is still refined and controlled. I still haven't driven a Civic Si, but it must be incredible based on how good these pedestrian Civics are. Honda's 1.5-liter engine continues to be a standout of this competitive class, with enough performance (0-60 MPH takes 7.7 seconds) for the everyday driver and exemplary fuel economy. Shoot, even the CVT didn't draw any criticisms, and I hate CVTs traditionally. The engine is smooth with little, noticeable turbo lag, too. On the highway, the Civic returned 40 MPG and averaged 33 overall. With gas so expensive, that's sure to save you some coin. What can be improved? Not much. To be really critical, the infotainment and center display is easy enough to use, but it's on the small side of things. Other comparable rivals don't have larger screens, but the rest of the interior is so well put together that the screen becomes the weak point; It could be a way for a Civic to stand out even further. There are lots of digital buttons and controls on the screen itself that do take up some digital real estate and can make it 'crowded,' so a big 10 or 12" screen wouldn't be unwelcome. And finally, perhaps the biggest and only red flag here for this Civic is the price. Now, this is still an affordable vehicle, but not quite like it used to be. With an as-tested price of $31,145, the Civic Hatchback Touring has certainly crept up in price. Now, you could save $5,000 on a cheaper Sport version, but the Touring is the Civic you'll want after spending time in one. Heck, even the sporty and powerful Si model costs less than this. Strange times we live in, where a Civic can cost over 30-gees. The results are in, the Civic will be re-elected The Civic, now in Hatchback form, remains one of the best choices for a compact car for many. It's stylish, has a wonderful interior quality (especially this Touring), and drives exceptionally well. Affordable, small cars have never been more desirable based on merit alone than this. I prefer the Hatchback model over the sedan just for the added space it does grant, while also making it easier access to larger belongings in the rear. To sum up, if you're wanting a new compact car, put the new Civic at the top of your list. 2022 Honda Civic Hatchback Touring 1.5T As-tested price: $31,145 Pros: Great to drive, great interior...lots of great things Cons: It costs over 30-grand? Verdict: The price went up, but so has the quality and ability on display here

Words and pictures by Mitchell Weitzman 2022 Volkswagen Atlas Cross Sport Review What is it? Volkswagen's Atlas Cross Sport, the stylish 'coupe' cousin of the Atlas SUV. Gone are the third-row seats, making this a less practical version, but also strikingly stylish and reminiscent of its expensive, luxury Audi brethren. I had an Atlas Cross Sport before, a loaded up SEL model that I frankly somewhat torched in my review by having junk quality for its $50,000 price tag. This sedated SE model still has all the essentials, yet it costs only $40,000, representing big value for such a big car. What’s Good? If you’re looking dollar/cubic foot, the Atlas, both in normal and in Cross Sport configuration, deliver in Costco bulk-sized spades. Even as only a five-passenger vehicle, this is a gargantuan machine, with seemingly more interior space than a New York studio apartment. The front passenger can recline their seats, move it back, and an adult behind them will still have room to be comfortable. And yes, you could fit A LOT of things in the cargo area from your recent Trader Joe’s and Home Goods combo run (they do seem to always be next to each other conveniently). You will love just how huge this car really is. And for the price, I don’t think there is anything larger available besides maybe a Chevy Traverse. Many find the Atlas Cross Sport an exceptionally stylish piece of kit. With its sloped back to give a ‘sporty’ appearance that deftly replicates that of an Audi Q8, it can be a wonderfully stylish fashion accessory despite its bargain price. You can get larger wheels if you’d like on a higher trim, but I wouldn’t want to get too glitzed out. Like seriously, how many ‘MKs’ does your Michael Kors bag really need? On the road, the Atlas is comfortable with a cushioned ride quality to its suspension and is very easy to drive with its light controls. It’s quiet, too, and you can even adjust your seat super low in the car to avoid the ‘driving a bus’ feeling of other SUVs. If you decide you need to make up time on a twisty road, the Atlas Cross Sport has a surprisingly good balance to it, with natural progressions to understeer and even a little bit of lift-off oversteer if you want to be really aggressive. It isn’t too dissimilar from a VW Golf in handling characteristics, which is a good thing. You can get yours in all-wheel drive if you go to the snow, but the FWD version here drove plenty fine, with only front wheelspin from low speeds if you’re aggressive with the throttle. What can be improved? There are many reasons to buy or lease an Atlas Cross Sport, but there are also reasons why you might not want to. One of these chief reasons might be the standard Atlas. With an extra row of seats, it’s the more practical of the two. The boxier shape also means more storage space in the rear. You’re trading style for seats, so that might be a big factor in your choice. While some drivers will find the easy and light steering to be a luxury, I do feel the steering is too boosted and rubbery in practice. Yes, you can drive it with literally your pinky finger – it’s that light, but it can also resemble a toy. I like heavier steering, but I do see the appeal to those who might like this style of driving, those who won’t notice the difference in other words. The interior, for the price, is only fine, with hard plastics here and there and vinyl surfaces. The outright design of it is boring and outdated, too, lacking the quality and adventurous character of recent Hyundai offerings. One of the reasons I disliked the SEL option so much was because the interior simply did not match the price, being a spruced-up economy car for a luxury price. While this SE doesn't have a better interior in any tangible way over the SEL, it is better because it’s essentially the exact same as that pricey step-up, just for a lot less. Heck, the leatherette seats are pretty close to the real thing. Even then, it could still be improved and is due for an update against fresher rivals. The Atlas can be had with either a turbocharged four-cylinder or a 3.6L V6. I have still not tried the four-cylinder variant, but this V6 is probably not a good choice for many for one ever-worryingly reason: gas mileage. The Atlas is not an economical car, but one can expect that given its dimensions. However, I didn’t think it’d be this bad. Highway mileage, when level and steady, showed 25 MPG, but the overall economy I achieved was only 19. With gas over $6.00/gallon now in most of California, that hurts. A 80-mile round trip to Sacramento and back for me would be a $24 proposition. Ouch. At least the 276 horsepowerV6 is smooth as glass even if it isn’t particularly quick, with 0-60 MPH needing 7.5 seconds. Verdict If style and space is what you desire, the Atlas Cross Sport fits the bill while also being reasonably affordable. Do not get the higher trim levels as they disappoint in quality – stick to the SE trim as you get basically all the goodies you could need. If you’re spending more, I would steer you to a Kia Telluride or Hyundai Palisade instead. But, for those more concerned with style and appearance and want optimal space inside, the Atlas Cross Sport might deliver what you want. 2022 VW Atlas Cross Sport V6 SE As-tested price: $40,480 Pros: Big and stylish Cons: No third-row, thirsty Verdict: Big on style and space for a not so big price

2022 Genesis G80 Sport review by The Road Beat. Words and pictures by Mitchell Weitzman What is it? The mid-size (though it's quite big) sedan from South Korean brand Genesis, the luxury arm of Hyundai. This G80 Sport now has the potent 3.5L twin-turbo V6 under the hood with all-wheel drive. Should be pretty capable, no? Not to mention quite good considering how fond I was of the entry four-cylinder model a year prior. What's good? The G80 is a tremendous car in general. Built to compete against the Germans, it compromises next to nothing while undercutting them in price. This example will run you a remorseful $72,170 with every option box ticked to your indulgent desire, but that still is less than a comparably equipped Mercedes or BMW. And yes, as you can surely see for yourself, this is a beautiful car inside and out and also intricately well-made, with all-star luxury quality oozing out of every corner and crevice. Artful and soulful, I'd call it. This certainly meets and exceeds any requirements to be considered a luxury car. Like the cheaper model before it, the G80 Sport is mightily fine on the road. On highways, the cabin is hushed to keep you and any occupants relaxed; The plush ride quality and comfortable seats help there, too. Yet, the steering has actual weight to it, and when you dig deep into the throttle and approach corners at very non-luxurious speeds, the G80 doesn't as much submit as it charges on with enthusiasm. Despite the soft suspension, the G80 is a car that likes being driven hard, showcasing a deft balance that is reminiscent of old BMWs, and that's about the highest possible compliment you can give to a saloon car. The luxury softness at each corner allows you to really lean on each spring and tire, instilling confidence in you behind the wheel. Outright lateral grip is really only average, but it's the way it goes about its business, being more charismatic and personal than what a BMW 540i gives you, which is a robotic experience to say the least. Performance has been raised to respectable heights, as this is a naughtily quick car with 375 horsepower. 0-60 MPH needs 4.8 seconds, just about matching that same offering from Bavaria. Of course, your neighbor with their Model S Tesla will obliterate it, but let's not get dragged down in numbers; there's more to a car than just numbers. What's isn't good... Unfortunately, despite the praise I just gave, I didn't warm up to this G80 nearly as much as I expected. And really, there's only one explanation for that: the G80. Confused? Let me put it this way: this G80 costs significantly more ($20,000!) than the complete strippy base model of a G80 I tested a year ago, and the truth is that it just isn't worth the upgrades. That car had zero options, with a fake leather interior, but all the essentials I would want were present. The fake leather was even fantastic, besting real leather from many other cars. A four-cylinder it may have had with only 300 horsepower, but it was still plenty quick. Honestly, the numbers say this is a speedy machine, but it never really felt that fast to me. When driving around and trying to exploit the midrange punch of the twin-turbo engine, I never got the wallop I was wishing for. So, faster it may be, but it didn't ever feel that impressive to me behind the wheel. The fuel economy is also appalling. With gas becoming over $6.00 a gallon here in California, averaging only 20 MPG hurts, and that's because that's all I could muster from this in several days of pretty sedate driving. On the highway, that number will stretch to 28, but the 2.5L four-banger model averaged an impressive 28 MPG in my hands and did 39 MPG on the highway. While this is an issue for all Genesis models and not just this particular G80, the rotating wheel for the entertainment inside the cabin is still awkward to use. Reason for this is the user has to grip it from the inside rather than from the outside like a traditional knob. It's shaped like a plate, and while low-profile and unobtrusive to make it pretty, usability is lacking. A few other ergonomics are questionable such as the placement of the volume knob for example. Once you recall where things are it's better, but there is a learning curve for sure. It's not hard to use, just different. Skip it for the cheaper model Genesis' G80 Sport is mighty, but it just doesn't impress the way the affordable base model does. Once you add this engine and options, it's still good value against rivals, but that price does creep up fast and is not worth the upgrade over the standard four-cylinder. Combine that with dreadful fuel mileage, and then it seems like bad value even. Make no mistake, the interior is basically a luxury art installation; sumptuous, adventurous, and original. However, it remains that the cheaper car is also the better package and value in this case. For this much money, you might as well even step up to the ultra-luxurious G90. 2022 Genesis G80 AWD 3.5T Sport Prestige As-tested price: $72,170 Pros: Beautiful inside and out, well-made, driving dynamics Cons: Expensive, poor economy, the four-cylinder is already so good Verdict: A great vehicle that is undermined by its price and cheaper sibling

Boring automatic aside on this example, this wonderful sports car is even better in its new guise Review of the 2022 Toyota GR86 Words and pictures by Mitchell Weitzman. What is it? Toyota's GR86, the successor to the Scion/Toyota FR-S/86 and the fraternal twin of Subaru's BRZ. It's more than just a facelift, with lots of changes underneath to the chassis and a potent new 2.4L naturally-aspirated engine under the hood. It's designed as a back-to-basics sports car, with an emphasis on its lightweight ethos and driver involvement. You want to drift like Takumi? This is your ride. And for this well-equipped Premium automatic model, the price is just $33,250 all-in. What's good? I won't bore you, this is an exemplary driving tool. Why do I call it a tool you ask? Because it allows the driver to exact his vision on any paved road. Like a camera is to a photographer, this is a means of realizing your creative and artistic potential via rolling propulsion. It does this this through several ways that come together in a modest little symphony. Steering is bonkers good. While it lacks the raw feedback through the wheel that, say, an old Porsche 911 gives, it's scary accurate and direct. I swear the USB plugs inside aren't for charging your phone but to instead connect your brain into the car so you can drive via telepathy. Actually, that isn't necessary, as it's already so connected just out of good engineering. Here, you don't turn the wheel as much as you simply think it. Responses from every minute input are scientifically yet passionately transposed to the car and road, changing direction like a rabid squirrel. And the weighting is perfect; Not light nor is it a chore, it's the best weight I've felt on any new car today and only increases your confidence. What does that confidence give you? Encouragement to go around every corner sideways. Okay, that's highly dangerous, but the devil inside you in this red car will give you the yearning you need and want. Despite skinny 215-section Michelin Pilot Sport tires, the GR86 does not understeer. With its low center of gravity (thanks low-hanging flat-four engine!) and low curb weight, the front bites and bites, with the rear end instead being the one easily overwhelmed. But, it's how organically the rear end is overwhelmed, like Yo-Yo Ma coming to a sweet and serene crescendo on his cello, the back tires come to a slippery conclusion in such a smooth and progressive manner. Simply giving an aggressive turn-in through any 90-degree intersection invokes this surreal sensation, and if you want the cops to give you a timeout, just squeeze the throttle to unleash your desire. As the rear swings wide, your instincts immediately turn the wheel the opposite direction the perfect amount and then suddenly the car just seems to sort itself out; Without any thinking, you find yourself going straight again and in order. "Sorry, officer, my foot slipped!" It's a thing of beauty, this; This is a car that wants to live its best life sideways. No other way to shape it, it's likely the best handling new car on sale today at any price, with such a graceful balance and alacrity. Under the hood is an improved flat-four 'boxer' engine, now measuring 2.4L for a 400cc increase in displacement. While that might not sound like much, its improvements result in a 28 horsepower gain and a substantial 33 pounds of torque extra that comes at a whole 2,000 RPM sooner now. Total output is 228 horsepower and 184 torques in this automatic. In the real world, this bestows the GR86 with a midrange shove that the previous model sorely missed. Even better news is the desire to be revved high, with the top-end providing an adrenaline towards the redline. Gone also is the horribly buzzy and garbage disposal nature of the old unit. This is a fine engine, and one that will help quell the community's desire for a turbocharged model. Well, they should still do that, but still. Oh, and fuel economy is great! 33 MPG on the highway is just okay, but I averaged 27, and that's with a heavy foot at times. The interior is updated with better materials throughout and what feels like more space. While the old car had a rental feel to it, this is a decent place to be for under $35,000. The driving position is dreamily perfect, and the seats are both comfortable while giving great support that's needed for spirited and track driving. Once you get your seat adjusted, it's akin to putting on a well-tailored Italian suit; it just feels right. What can be better... I, most unfortunately, was given a tester with an automatic transmission, which largely robs it of its character. It's not snappy like a dual-clutch nor ZF's sublime eight-speed auto found in Toyota's own Supra, and really is a disappointment. If you're buying a 'fun car' that has little practicality, why not get one with the impractical transmission then? There's also the issue of gearing, with second gear going well past 60 MPH even. What these long gears contribute is not an impression of quickness, with 0-60 MPH requiring six seconds, a few tenths behind that of a stick-shift model, but also a healthy full one second improvement over the outgoing 86 when paired to an automatic. The midrange is there, but you can't feel it in your stomach and butt when it's being buried by the transmission. And it's also only a six-speed auto - an eight-speed unit would likely close up the gaps in ratios and make for a far more compelling driving experience. So, do yourself a favor and get the manual. It'll feel and actually be quicker, and the transmission itself is one of the best around, too. And this is another big one: electronic safety systems. I've written about Toyota's (and also Lexus) decisions about how one can control the traction control on their models, and the GR86 is no exception. Here's the deal: if you want to fully disable traction and stability control, you can only do so while completely stopped. Yes, you read that right. Holding down traction control while moving will partially disable it, but only under 30 MPH. Lol. You can, however, enable track mode at any time, which is somewhat of a halfway-mode, and doesn't give you total free reign. But I don't want that; This car is so incredibly balanced that it doesn't need traction or stability control of any kind. And that's a real shame that once again Toyota puts on its Big Brother hat and restricts what their drivers can and can't do. And this in a dedicated sports car, too! The best sports car under $40,000 Despite those issues, and you can fix one of them by just buying the stick-shift, this is easily the best sports car under 40 grand. It's more engaging, sharper, and quicker than a new Miata (unless you really want that convertible), and also will undercut the new Nissan Z significantly in price. In fact, at over $10,000 less than a GR Supra 2.0, it's an incredible bargain. Actually, the GR86 is the better sports car, too, anyway. The only real competitor I see to this is a from a total different crowd: Hyundai's Veloster N, a front-wheel drive hot hatch. While drastically different on paper, it's the only new car in this price category that gives a similar level of driver satisfaction. But, it won't drift. There has never been a more compelling reason to buy a new sports car than the GR86 - it's really that good, and at a price that is nearly irresistible considering what it gives you as a driver. 2022 Toyota GR86 Premium Auto As-tested price: $33,250 Pros: Handling, handling, handling Cons: Automatic is long and boring Verdict: One of the best sports cars on the planet 2022 Toyota GR86 Review

It does everything well, including an attractive price. And gosh, just look at it. 2022 Hyundai Ioniq 5 review Words and pictures by Mitchell Weitzman What is it? Hyundai's first foray with a new ground-up EV design (other EV offerings were based off existing combustion-powered models). It looks like a concept car from the 1980s, has impressive power, and a range over 200 miles. Oh, and the price is $55,920 full-loaded. Convinced yet? What's good There's a lot to love about the Ioniq 5, starting with the sensation looks. Now, looks are subjective, but my friends and myself love the way this thing looks, being akin to a Lancia Delta Integrale. Others might not like it, and I have heard from some who disagree with me, but every single drive I went on with the Ioniq 5 resulted in stares from pedestrians and other drivers. Yes, it attracts attention - people want to look at this thing. It also begs the question of "why oh why is a Tesla Model Y so dang ugly?" This dual-motor, AWD model possesses 320 horsepower and it frankly feels like a lot more. With the driving set in sport for the quickest throttle response, pinning the pedal to the floor results in borderline neck-snapping acceleration, something neither my friends nor myself expected. 0-60 MPH takes just 4.5 brisk seconds, and the whole car feels like a (silent) missile compared to the comparable VW ID.4 Pro S model, which costs the same and needs an extra second to hit 60 from rest. This is great and, most importantly, fun performance. Range is good enough for the most part, with the car's onboard estimate hovering around the 230 mile mark during a warmer week with A/C being used, which is admittedly short of the EPA's claimed 256 mile range for this model. Still, 230 is good enough for normal uses outside of a road trip. But, where the Hyundai really shines is in its quick-charging ability, utilizing 697 volts for 350 kWh mega-charging. The official claim from Hyundai is that it can charge its 77 kWh battery pack from 10% to 80% in 18 minutes. Granted, you do need the most powerful 350 kWh chargers for this to happen. This is the quickest charging in the business currently, so if you can locally utilize one of these chargers at a nearby station, you'll be in luck. Despite a modest 182" overall length, I enjoyed the spaciousness of the Ioniq's interior, with an excellent view and visibility out front, and an airy environment throughout inside. Adult passengers had no qualms towards the rear seats, too, in regards to space and comfort. The build quality isn't luxurious, but it is well-made with good materials throughout that are a step above that same recent VW, too. Overall, it's a nice place to be, and I found the touchscreen infotainment easy in use as well. On the road, the Ioniq 5's party piece is its rapid acceleration when prodded, but it's also an easy and exceptionally quiet car on motorways. The steering is accurate and the chassis responds to inputs well, even if the steering is completely dead with zero feedback. Chuck the silent hatchback into some bends and the Ioniq 5 remains planted and composed, likely owing to the design advantages of an EV that allows the battery pack to be mounted on the floor, lowering the center of gravity. It's AWD setup allows for decent grip and traction in corners, too, with a catapulting-like effect when exiting a turn with the power down. It doesn't move between turns with the grace and poise of the Veloster N hot hatch, nor is it as fun, but it is capable and potent in its balance and ability. You do get a few choices for regeneration, that is, the car's ability to harness otherwise wasted kinetic energy and use it to marginally replenish the battery (the remaining range estimate already takes this into account). This is adjustable via the paddle shifters behind the wheel, where you can 'shift up' for less regeneration and therefore less drag for better coasting, or 'downshift' for aggressive regeneration. I found myself switching between modes a lot, with my favorite being the most regeneration that allows one-pedal-driving. What is OPD? There is so much regeneration that you nearly never have to touch the brake pedal. You can lift off the accelerator and it's akin to hard braking - It's that drastic. It takes time to get accustomed to, but I did enjoy the ease of using only one pedal and it did seem to boost efficiency ever so slightly by never wasting your in-motion energy. What could be better While I might adore the exterior, the interior is just a bit boring. It's well-made, sure, and highly functional, but it doesn't have the 'wow' factor that the bold body carries. Just a little utilitarian to me; I'd like an interior design to match the outside. Take the taillights for example, straight our of Tron. I want that on the inside. While the range is decent, a long-range Tesla can go just that little bit further, and the lack of chargers in your area might be a concern. For example, the closest 350 kWh charger to me is 20 minutes away in Folsom, CA; Tesla has a big advantage still in charging infrastructure. Also, and I'm not alone with this from other's reports, I've had trouble on several Electrify America charging stations, being difficult to use, or just flat-out not working. You could charge at home, but that is only recommended if you have a 240V charger installed. If you don't, like me, charging at home frankly sucks. Using the cable included with the car and plugged into a normal 110V socket (via an extension cord for extra reach to my outlet), juicing this Hyundai is done to the tune of only, quite literally, less than 2 miles of range per hour. That's right. You need a 240V charging unit at home (they cost under $1,000 installed last I checked) for this to make sense. I left it plugged in overnight once, for 12 hours mind you, and the range only increased by 18 miles. That's a dog that doesn't hunt. Maybe my wall outlets blow, because I would have expected it to charge at about 4 miles per hour. If your commute is ten miles or less, then maybe you could manage with such slow charging. For some simple maths, with my energy costing about $0.30/kWh, and the Ioniq averaging 3 miles per kWh and with its 77 kWh battery capacity, it would cost $23 to completely fill the battery at home and travel its estimated 230 mile range. The new EV standard? For the most part, the Ioniq 5 is a massive triumph for the South Korean automaker. It looks awesome, it's nice to drive, and has decent enough range with ultra-quick-charging (when available). It completely wipes the floor with VW's disappointing ID.4 option. And, if you don't need the performance of this dual-motor AWD model, there's a RWD version with 100 less horsepower that can go another 50 miles of distance. I keep mentioning Tesla, too, and that's where the Hyundai's value comes into play: a Tesla Model Y Long Range starts at over $5,000 more, and that's without a single option. The biggest rival then? Ford's Mustang Mach-e, which costs roughly the same and has similar range. It's not quite as quick (except for the expensive GT trim), but it also has a catchy if gimmicky design. Sister-brand Kia, also has the stylish EV6 GT to choose from that is basically this car's twin. Either way, the Ioniq 5 is a choice earned on merit, and should be at the top of your lists for consideration of an EV. It's so impressive that if you weren't considering an EV, it's at least worth a gander to see if it meets your needs. 2022 Hyundai Ioniq 5 Limited AWD As-tested price: $55,920 Pros: Standout styling, great performance; fast-charging Cons: Bland (but nice) interior; finding a 350 kWh charger Verdict: The new standard for EV consideration

Some trendy and catchy styling tweaks define this spiced up SUV What is it? Take Honda's Passport SUV and spruce up the looks to make a mundane machine somewhat, er, less mundane. With TrailSport specific bumpers, a black grille, lots of badges, some orange interior accents, and that's mostly it, this everyday Honda carries a dosage of testosterone. Don't think for one moment, however, that this Honda is suddenly a Jeep Wrangler, but this is easily the most attractive Passport Honda has built yet. With no suspension changes and modest tires, this won't set the trails ablaze in fury, but will at least look better doing it. What's good? Despite not having a third-row of seats like the Honda Pilot, this is a big car. Space is cavernous inside in the first and second rows and the cargo area can swallow a month's supply of Costco bulk. With a length of 189 inches, it feels and looks larger than it actually is, taking complete advantage of cabin volume. The interior isn't special per se, and does little to persuade you of any luxury, but it is well made and screwed together as is typical of Honda build quality. The looks are certainly improved, being less anonymous, and I'm a big fan of this particular shade of gray. Like most other Hondas, the Passport is great to drive, with weighted steering coupled to a responsive chassis underneath. I appreciate the slower steering rack as it makes for finer adjustments through the wheel and avoids being pointlessly darty and nervous on the freeway. When you do add some input and turn the wheel harder, the weight builds up naturally and there's even some feedback at hand. On an overnight trip to Monterey and back (about 400 miles total), the Passport was easy to control on the open road and exhibited a nice and comfortable yet controlled ride quality. It's quiet, too, and with good seats; I love Honda's built-in folding arm rests for the driver which makes journeys like these that much more comfortable being able to rest your arm. The V6 engine, the familiar 3.5L unit, is as smooth as always and has a great response to throttle inputs that smaller turbocharged engines can't match. The nine-speed automatic isn't as good as their new 10-speed unit in other cars, but it does its part well enough. You do have to be aggressive with your right foot to get the most out of it and wind up the engine, but when you do, 0-60 MPH can happen in a brisk 6 seconds flat courtesy of its 280 horsepower. This Passport can tow a fairly substantial 5,000 pounds, too. So, the Honda looks good, it's well made, has a smooth and powerful engine, and has great space inside. What doesn't it do? As fuel prices soared these past few months, it's difficult to look past the abysmal fuel mileage of the Passport TrailSport. I barely averaged 19 MPG overall and I only saw 24 MPG after a couple hundred miles of highway cruising (never exceeding 75 even), which is even less than I got in a Honda Pilot a couple years ago. Toyota's Highlander can do 28-30 on the highway in my experience with their own V6 engine, so it's disappointing Honda is behind on that front. However, a 4Runner gets even worse if you're cross-shopping that. Even though the name TrailSport might inspire confidence, this is not a hardcore off-road model. Even the Firestone tires are more all-season than all-terrain, though the added sidewall tread is a nice addition. However, they're no replacement for proper all-terrain Falken Wildpeaks or something similar. The all-wheel drive system is paired to some clever terrain-selector controls for sand, snow, and mud, but in reality there's nothing this can do that a normal AWD Passport likely couldn't. If this model had more aggressive tires and a suspension lift with real functional skid plates, then we'd be talking. Until then, the TrailSport is mostly just cosmetic with a cool name, but it's also for that reason alone why I think it's the pick of the range still - just because it does look cooler. Want a recommendation? Since the economy is already poor, add some real off-road tires yourself and that, when combined with the terrain controls, will make for a surprisingly capable machine. At an as-tested price of $45,090, the Passport TrailSport is anything but cheap, and is priced very similarly to the three-row Pilot. Passports in general represent significant steps up in price over the one-size-smaller CR-V crossover, so you do have to decide if you want a larger vehicle without additional seats. At the price point, it's tricky to not recommend a Pilot instead just to have the third-row seats for those rare emergencies you might want them - And you can also get a TrailSport Pilot! Stamp that Passport? I thoroughly enjoyed the Passport as a means of well-thought transportation that has the space for anyone's everyday life tasks. The TrailSport trim itself updates the body to look sharper among contemporaries, but I do wish it carried more legit off-road cred. It's plenty capable for the casual owner and the car's target, but it won't replace a bona fide Wrangler. Shoot, in practice though, there's likely next to nothing that a street-oriented 4Runner TRD Sport can do that this can't, but I'd like to see more, or at least have some options to make this an under-the-radar TrailChamp via a lift and knobby 33" tires from the factory. The biggest knock to me, in the age of $5/gallon gas here in California, is the lacking fuel mileage. That alone might be the biggest turn off for potential buyers verse a more conventional offering from others. 2022 Honda Passport TrailSport As-tested price: $44,090 Pros: Improved looks, huge interior Cons: TrailSport is mostly cosmetic, weak gas mileage Verdict: A better Honda Passport, but I dare them to go further

The Road Beat reviews the 2022 Mazda3 Hatchback Turbo. Is it a true hot hatch? Words and pictures by Mitchell Weitzman for The Road Beat. What Is It? Mazda's cute and great 3 (and yes, Mazda does spell it as one word: Mazda3, not Mazda 3), but in hatchback guise rather than the common sedan configuration. The hatchback adds what should be better practicality as well as swoopy looks that resemble the Giugiaro-penned (read: sensationally styled) Alfa Romeo Brera. This model also has their potent 2.5L inline-four that's boosted by a turbocharger to up to 250 horsepower and 310 pounds of torque. Add in all-wheel drive and this 3 hatchback becomes an alluring everyday prospect that might be able to etch its way into true hot hatch stardom. What's Good The sharp, creasing body panels that pinch their way to its butt make this an attractive car in this reviewer's eyes. I know others who thought it ugly, but having been a huge fan of the Alfa Brera I saw in Scotland once, I dig the Hatchback's looks, especially over the quaint sedan. And because it's both a Mazda, and this happens to be their top-line trim, inside is a wonderfully endowed and luxurious interior for any car costing under $40,000. The red leather is particularly tasteful and makes a statement towards its intended charisma. A lot of people simply don't get it: Mazdas make the nicest interiors for the money. The quality of the leather and switchgear is just better than competing brands. Let it be said, however, that this example is the pinnacle of Mazda3s, being the Premium Plus, so lesser cars won't be quite as impressive. But, it will make you want to reach for that top-shelf item. But, the best part of perhaps any Mazda is just how composed and natural they feel on the road. Steering is natural in response and weighting, and there's a hint of feedback even. Navigate some corners and the 3 just flows through with a fluidity not found in most rivals. Up the pace and the balance contained within the chassis can be realized, with minimal understeer and an urging to drive quicker. The poise and composure brings to mind memories of E46 BMWs like the 330i, and that's a big compliment. Power is there when needed because, thanks to the turbo powerplant, 0-60 MPH happens in six seconds, with grip aided by the all-wheel drive system to get you moving with little fuss. There is turbo lag if you try shifting yourself via the stick or paddles, but there's a tasty dish of midrange punch from 3,000 RPM and up, and it even makes an okay sound for a four-banger. Fuel economy is respectable at a tested 32 MPG on the highway and 26 overall average, too. However, a similarly powered BMW 3-series these days will do over 40 on the highway from their own turbocharged four-cylinder. What's not... As good as the Mazda3 drives, it isn't sharp like a Golf GTI. The steering is on the slower side, for example, and there's more body roll which prevents tire adhesion from being higher. It's a great steer, but this isn't the sports car that a proper hot hatch can be; just lacks the overall cunning and involvement. As an everyday hatch with power, it succeeds wondrously, but the fizz isn't quite there. Make no mistake, this is a small car, and rear seat space and headroom isn't particularly boastful. Adult passengers can fit back there, but it's not an entirely happy place to be. Ditto for the cargo area, which despite being a practical hatchback hold, the volume inside isn't much better than the 3 sedan as, though you can put some taller items inside, the sloping rear glass prevents total utility. Oh, and blind spots are definitely present here because of the thick c-pillar/rear quarter panel area. Despite the power ratings, the Mazda3 turbo never really feels that quick, and it did make me wonder and question the claimed power ratings. The last Jetta GLI I drove, with less power on paper, felt faster, and so is a Golf GTI. Maybe the aging, but still smooth, six-speed automatic is to blame. Eight, tightly spaced ratios would surely unleash extra acceleration and better fuel mileage. And I have to bring up the infotainment system, because while it's improved over prior model years, some functions can tedious, such as scrolling through radio stations even. You really have to take some time to set-up some presets otherwise it's a endless circle of procedure. Lastly, for a small car, the price is anything but, with an as-tested MSRP of $35,810. So, should you? The most obvious alternative is a Volkswagen Golf GTI (a Golf R is significantly more expensive), and though the German is a true hot hatch and a hoot to drive, the Mazda has a much nicer interior quality, bordering on actual luxury. I like the Mazda 3 Hatchback more than the sedan myself just because I like the swooping 'shooting brake' design of it that harkens back to some more Italian designs. And it is somewhat more practical than the sedan though not notably so in the real world. But, I digress. What we have here is a beautifully made hatchback with driving chops to back it up. Just don't expect it to be a sports car-lite hot hatch. 2022 Mazda3 2.5 Turbo AWD Hatchback Premium Plus As-tested price: $35,810 Pros: Great interior, great to drive Cons: Pricey, lacks the sharpness and tactility of a true hot hatch Verdict: Not the hot hatch it could have been, but a brilliant everyday hatch

Outrageously good fuel economy makes this an easy recommendation Do you care about driving? No? Good. Do you care about saving money at the pump and transporting yourself in reliable fashion? Good! Sounds like the Corolla Hybrid is for you. The Toyota Corolla Hybrid knows exactly what it is, and what it wants to be: This is pure transportation and nothing more. It has only two missions: to get you where you need to be and while using as little gasoline as possible. It's actually crazy to think Toyota hasn't sold a Corolla Hybrid before in the United States. Maybe they thought it would take sales away from the Prius, which it should, as this new model proves the Prius is a lie - the Prius is only ugly because they decided to make it ugly, not because of efficiency. Yes, the Corolla Hybrid gets 95% of the same economy all while having greater performance and not looking like a Dr. Seuss creation gone awry on absinthe. Yes, I averaged 50 MPG during my time with the Corolla Hybrid. 5-0. Buy it for that alone; Many already have. Why buy? As stated, the gas mileage - the incredibly good gas mileage. As fuel prices across the country have crept up, a machine that sips such little petrol has become all the more appealing. While I fell short of the 52 MPG government-EPA claim, a real-world 50 is nothing short of stupendous. You're not going to be buying a Corolla Hybrid because you like driving, or if you do, you have something fun that sits in the garage six days a week instead. No, you're going to want this car because you want to save on gas - it's that simple. That 50 MPG figure I attained, by the way, was with lots of full-throttle accelerating at times, so I think it's easy to be confident in getting even more if you drive like a sedated nun. This Corolla Hybrid, in LE trim, is also attractively priced and equipped at its $26,949 as-tested price. They start significantly cheaper, too, but this one had a few things thrown in like fancier, convincing faux-leather-clad seats and a real leather steering wheel. It's also a much better looking car than the Corolla of yesteryear, though I do think it looks stubby next to the new low-slung Honda Civic. But, looks are highly subjective. I do recommend any color except this horrid Celestite light blue, though, the kind of cringey huge that the derelict guest room at your grandmother's house was painted 40 years ago. On the road, it's a thoroughly decent mode of transporting several humans and small dogs from and to wherever you desire. 5 adults was too many, as the rear seats are not exactly abundant in space, but this is a compact car. I do remember the last Civic I tested having more rear-seat volume in practice. But, anyways, it's a Toyota, so you can feel rest assured that your Corolla Hybrid will work for years and years to come and always be there for you to depend on. It's competent, without exhibiting any trace of excitement, but it's comfortable, composed, and quiet enough at motorway speeds. And why fly? Because you'll gladly trade some pump savings for excitement. And for that, Honda has a brilliant new Civic that drives nicer, has more power, and still achieves an average of 40 MPG with its turbocharged 1.5L engine. Oh, and the interior is finished nicer, too. They'll also have their own new Insight hybrid eventually and Hyundai has the relatively rampant Elantra N-Line now available. But, nobody comes close at the moment when it comes to fuel economy in this size and price bracket of cars starting under $25,000. I will be very keen to drive the new Insight when it does happen for comparison, but those do run a few more thousand than a comparable Corolla Hybrid. Who am I kidding, though, because the main drawback to this car is just how boring it is. It's also impossibly slow, needing 10 seconds to hit 60 MPH from rest; It may look better than a Prius, but it's no quicker. Take it to some bends and you just get the sense that it'd be much happier going straight, even though I know from experience that other Corollas, like a Hatchback SE, have a properly engaging chassis and enthusiastic handling. Not the Corolla Hybrid, though. Steering is vague and whole feel is not one of confidence. While these are rather large knocks, basically saying it's no good behind the wheel, it's still inconceivably easy and fine to drive when driven like a normal car, which is what over 99% of drivers do anyways. That's the point of it, to save gas and get you to and from Trader Joe's. And it does that very, very well. It does have to be said that a Corolla Hybrid LE is nearly $3,000 more than a non-hybrid LE, though the Hybrid is slightly better furnished from the start at least. Verdict Buy it for what it is, and for the time being, it's an easy recommendation; It gets 50-freaking miles to a gallon, and isn't hideous like a Prius! That's why you want a Corolla Hybrid. If you want a small and fun car, you wouldn't be looking at it to begin with, but for the million of commuters wanting to spend under $25,000 and save on gas (hint, lots do, especially with inflation), it's hard to do better than a Corolla Hybrid. Also be sure to consider the Honda Insight if you can spend closer to $30,000 for their more premium Touring offering. 2022 Toyota Corolla Hybrid LE As-tested price: $26,949 Pros: Stupendous economy, the perfect car for many people Cons: One of the most boring cars in existence Verdict: As affordable transportation goes, it's wonderful

Who's this for? Lunatics. Lunatics rejoice! Review of the Hyundai Kona N by Mitchell Weitzman for The Road Beat What is it? I don't think anybody saw this one coming, but Hyundai has made a bit of a knack of that in recent years. What the South Korean automaker has done here is take their cute little Kona micro-crossover and infused it with the blood of vengeance; If Batman had a commuter for picking up milk, this would make for a strong candidate. And yes, this is a full 'N' car, being a result of Namyang's sporting division headed by former BMW M czar Albert Biermann. The Veloster N has been a huge hit on merit, so expectations were high when they turned their attention to the cuddly little Kona. Why you want one It's fast - really fast. With 290 horsepower driving the front wheels via a snappy eight-speed dual-clutch automatic (there's no manual here), this little bat zips to and from hell, once you get the boost going that is. Yeah, there's lag, but once you're spooling the other non-Tesla driving parents leaving school won't know which way you went. 0-60 MPH happens in five seconds dead, and in the real world, the Kona N feels quicker than my own 370Z thanks to the tremendous midrange pounding it's capable of. Wow. Really, there's probably zero point in having a small crossover be this quick, but gosh darn is it fun. If you want some extra controls, there are driver-selectable modes on the steering wheel (the blue buttons) to sharpen the throttle, make the exhaust cartoonishly loud and burbly, and to stiffen the suspension to wash-board levels (you don't want this). Thankfully, you can go into the central computer of the car and make your own preset, which I used to have the N button activate the sharper throttle and loud exhaust only. Also, there's an alluring red button marked 'NGS' that quite literally stands for 'N Grin Shift.' Dumb name aside, it instantly launches you into the full-bore performance mode and grants you extra torque and power via a temporary overboost function. However, I could not detect any difference in the real world. But it's fun to press a red button. Handling? Yes, it handles. This isn't just all motor, but a genuinely fun and engaging car in the twisties that'll embarrass hot hatches. It isn't quite as fluid as a Golf GTI, as the Kona N goes about its business in a more brute force way - remember, I said this thing was vengeance - but, what you do get is a tacky front end glued down by Pirelli summer tires that resist understeer quite well, with a invitingly neutral overall balance. If you get too aggressive with the throttle on corner exits, mashing it like a baboon, you will induce understeer as it is limited fundamentally by being front-wheel drive. Torque steer? Oh boy does it torque steer, but it's mostly only noticeable under 40 MPH, where, from low speeds, it does feel like you're arm wrestling the Mountain from Game of Thrones. But hey, that's character and involvement! As long as you're patient with the throttle in corners, the Kona N provides near sports car levels of grip and balance, with definite similarities to the conquering Veloster N stablemate. What also helps with the grip and handling chops of the Kona N are wonderfully supportive seats that even remain comfortable on longer drives. Compared to something like a Veloster, the Kona does offer more space in the second row seats, though not noticeably more so in the boot, however. Also, the Veloster N comes in a manual whereas the Kona N is a dual-clutch auto only. Either way, with four doors verse the prime 3 on a Veloster, it makes everyday living measurably easier given the extra access and more comfortable passengers behind you. Why you don't If you don't want a vehicle with true sporting intentions, then you should should skip the Kona N. Why? The things the Kona N does, and does rather brilliantly, are what you're paying for here. If you don't fancy the bodacious horsepower nor cornering performance that can piss off Porsche owners on b-roads, then don't bother - it's as simple as that. The ride quality, for example, isn't exactly what the Queen would consider as comfortable. Actually, nobody would. If you select the default sports 'N' mode, it becomes physically unbearable on public roads even. Furthermore, the exhaust is loud (annoying in other words) for casual motorists, and the torque steer will frighten you when you stab the throttle after you've misjudged the gap when leaving a stop sign and need to merge hastily. Compared to a Kona Limited, the N is over $5,000 more expensive, too, so if you don't want extra performance, then you won't appreciate its abilities and therefore be wasting your money. And for its $35-grand asking price, the interior isn't nice, with hard plastics everywhere (but the seats rock at least); this ain't a luxury car nor is it pretending to be one. Oh, those three hood slits are fake by the way, to much chagrin. Adding it up... This is a heck of a car, no doubt, but it's not for everyone. The strengths of the Kona N might be weaknesses for others, as those capabilities bring compromises to everyday livability and a higher price. For those wanting a true hot hatch, but with extra space and comfort, the Kona N fits the bill basically perfectly. This is a tremendous offering that most board rooms wouldn't dare approve given its niche, but Hyundai's bold market plan has produced a compact crossover to terrorize the daily school-run. I'm glad it exists. 2022 Hyundai Kona N As-tested price: $35,445 Pros: Crazy performance; somewhat practical Cons: Not for everyone; big step in price over the sedated and user-friendly Kona Limited Verdict: Vengeance, in the shape of a compact crossover. It rules.

Want to be unique with your crossover choice? Here's the Volvo XC60, and it's totally built on merit, too. Review of the 2022 Volvo XC60 B6 by Mitchell Weitzman for The Road Beat On a beautiful spring morning, my best friends and I decided to go for a drive on our favorite Nor Cal roads, heading from Folsom, CA to Mark Twain's Angels Camp and then Murphys, the Sonoma of the foothills. Our varied lineup of cars consisted of a 997 Porsche 911 S, E28 BMW M5, Lotus Europa, E34 BMW 540i (one of those cool ones with the six-speed manual), a MK3 Toyota Supra...and then there's me, in a bright white Volvo XC60. An eclectic and mixed collection of driver's cars, and then a fancy grocery getter; Someone on their way to that night's parent-teacher conference. But, this is one of Volvo's best vehicles probably ever. What's good From it's understated, handsome looks that are straight out of a Architectural Digest feature on minimalism, a luxurious and well-made cabin, and to the surprisingly robust driving dynamics, this is a Volvo that instills a desire. I particularly like the sideway T-shaped LED running lights that are akin to the 'Ts' on Tom Ford glasses. Why go for another Lexus like half the people in your gated community already own. Don't want an Acura or a boring BMW? Yeah, choose Swedish in the shape of the Volvo. And besides, I like the complete package of the Volvo better than any of those. Yes, I did hoon the heck out of the modest Volvo, too. On the gloriously weaving Scott Rd that connects to Rancho Murieta's quaint golf community, Sweden's XC60 did remarkably well, with confidence inspiring steering and handling once you select sport mode to firm up the suspension and responses (otherwise it was far too soft. It's still soft in sport, but was notably improved). Over some crests at speed, the chassis did unload a bit and require some counter-inputs (the friend chasing me in their 540i laughed each time the XC60 nearly caught air in situations like this), but the overall composure was remarkably unanticipated. I think Acura's RDX has the edge in body control and sharpness on the whole, but the Volvo was happy to be pushed out of its cosmopolitan comfort zone. Understeer came gradually with easy adjustability via the throttle to tighten your line, and the AWD system did well to provide traction on exits. Seriously, even on a tough uphill section of spaghetti, the 911 pulled ahead of course, but it never left my view. And besides, I was way closer to the edge, with tires squealing at each corner, which was fun in this instance to be bordering on adhesion rather than tip-toeing like plastic surgeons would. I didn't expect much from the Swede's dynamics, but I was surprised at the enthusiasm it had for spirited driving. To be clear, I'm not saying this is a sports car, but rather, when placed completely out of its element and what anybody would ever dare to use it for, the XC60 impressed me. Interiors continue to be proven as mastered by Volvo, with the XC60 having an exquisitely crafted and fashioned cabin. Materials all feel great with only the odd cheap switch here and there. The attention to detail is also quite nice, such as the lovely door handles and speaker/metal trim. It's quite easy to get comfortable as well thanks to supportive seats and an intuitively natural steering wheel. The optional Bowers and Wilkens stereo is nifty, too. While not a large vehicle, space proved to be plentiful enough even when hauling adult passengers in the back. Want more space and a third row? Step up to the XC90 for that. When driven normally, the XC60 is as quiet and refined as one would hope and expect, with basically no qualms of any sort. I liked driving the XC60 around, being a nice place to be each trip. The steering has little in the way of feedback, but it is accurate on the road and avoids any wandering and meandering. The inline-four that is bolstered by a trifecta supercharger, turbocharger, and mild hybrid combo (a 48-volt hybrid system that supports the ICE, rather than being able to run on its own) is among the smoothest fours available now, with assuring throttle response and wonderful frugality. I averaged a convincing 26 MPG during my time in the XC60 and saw the trip meter reading 31 on my highway test. What's isn't... The most glaring area where this crossover lacks is in the power department. Yes, I know I said I liked the engine, but it doesn't have the sustained punch I was hoping for. 0-60 MPH takes an average 6.2 seconds, but off the line the XC60 feels rather rapid, albeit only initially. Once the speed piles on, though, momentum stalls, with that start-line surge likely owing to the hybrid's mild assistance at low speed to give you a good shove. It isn't noticeably slower than some counterparts, like BMW's X3 30i, but I did hope for just a tish more due to the exciting powertrain specs of 295 horsepower and 310 pounds of torque. Looking at past tests, the prior year XC60 was actually a little quicker. The infotainment/center display is attractive to the eyes, but isn't the most natural on first meeting, requiring a small learning curve. I do like the Google integration for maps, but some settings and processes are cumbersome. The on/off switch remains a peculiar judgement call on Volvo's part, twisting an odd knob near the shifter one way to start, and then the same way to shut off. You learn it, but it's awkward the first few tries. And then there's the price. At $65,890, this a lot of money. It's beautifully furnished and equipped, yes, but that's a lot of dough considering the competition. That kind of money can get you into the top-level BMW X3 M40i, which crushes the Swede in performance, running 0-60 in under five seconds. The Genesis GV70 is a similar story, drives even better and has a towering luxurious interior of its own. I haven't even mentioned Mercedes' offerings or Jaguar and Alfa Romeo, but this shows how competitive this space is now and I think a lot of it comes down to style and brand preference. The verdict is in... All told, I'm really quite fond of Volvo's XC60. It's the right size for a lot of people, gets good economy, drives well, and has a beautiful finish inside and out. Despite the high price, this is a crossover that stands out from the standard crowd of German, British, Italian, Japanese, and now South Korean offerings, and stands out in all the right ways for those seeking a different flavor from their neighbor. Just be sure that you're willing to pay for it in this specification. 2022 Volvo XC60 B6 AWD As-tested price: $65,890

Only the Orwellian electronic nannies hold it back from stardom 2022 Lexus IS 500 F Sport review by Mitchell Weitzman for The Road Beat This is not an IS F. Yes, it's not a replacement for the preceding V8-powered sports sedan from now already nearly 10 years ago. No, for this is an F Sport model, gaining the IS 500 F Sport Performance moniker to sit atop the IS range. Want a proper F-car? There's the RC F coupe still available. To F or not, the IS 500 is an absolute riot of a car, and one of particularly excellent value. For your dough, you get a wonderful, snarling five-liter V8 with 472 horsepower that forgoes turbocharging to instead swallow our atmosphere all on its own like an Olympic runner. There are shortcomings that separate this from a full-stop F-car, but it's a showering of attitude and fun all on its own. What's hot? Many aspects, from the dinosaur heart under the hood, the luxurious and quality cabin, sexy sharp looks, and a capably natural rear-drive chassis underneath. To start with, despite the girthy and grunty motor and the barbaric sounds it emits, this isn't actually that fast of a car. Blame the circa 4,000 pounds it has to deal with moving at all times, but even with 472 horsepower, it's quick, but not that quick; A BMW M340i feels faster everywhere due its walloping turbocharged punch. However, with a 0-60 MPH time of under 4.5 seconds, it still rips, and the sounds emitted from the inhaling intake are an aural treasure that will one day be remembered in natural history museums. It's a powerplant that needs revs to really work, sacrificing flexibility for a top-end rush that is all too fun and bad for license points because of how it encourages you to do so. It's not the fastest thing on the block, but it does so in such a memorable way and requires work and involvement from the driver to get the best of it. In other words, it's the engine of a driver's car. The interior is a typical Lexus masterclass of quality and craftsmanship, being built to seemingly withstand a tsunami. The leather is beautiful and lush to the touch, the steering wheel feels excellent in the hands, and the seats do their part, too. It's quiet on the freeway, as a luxury car should, and it's comfortable to boot. I enjoyed the softer-tuned suspension here because of how livable it is over a variety of surfaces, shrugging off bumps instead of bouncing occupants from their seats. And when you up the pace, it makes the IS 500 enjoyable in the sense that you can really lean on the chassis and get a sense of what the car is doing beneath and around you. The balance is good, too, lending itself to this state of trust from its natural progressions and movements. It's less capable and slower from A-B than other machines, but it's arguably more fun as a result by being able to extract more from it and gets you closer to that edge or reason and adhesion. It's also quite fun when you swing the arse around in a galloping fury of noise. While it is a great joy behind the wheel, those looking for the last word in absolute pace and ability might be better suited elsewhere, like one of those BMW M340is. However, do you really want a boring BMW? The Genesis G70 Sport has a more entertaining and better balanced chassis yet, but the turbo V6 there lacks emotion. You could plop more and just go for a BMW M3 or the sublime Alfa Romeo Giulia Quadrifoglio, but the IS 500 represents huge value for what you get with an as-tested price estimated to be only $62,575 (plus figure $1,000 for destination), only marginally more pricey than a IS 350 F Sport even. What's not? Like other current Lexus models, there is that travesty of an infotainment system festered in the dash with a virus-infected touchpad interface. At least it's now a touchscreen to make it somewhat more tolerable, but it is greatly due for a complete redesign. It's 2022, ya'll, technology is supposed to make things easier. Lexus is also in need of an update to its long-serving eight-speed automatic transmission. Controlling via paddles reveals lag between your inputs and the trans actually changing gear, and it can be clunky at low speeds or not respond at all even. It works best when at full boil, but it lacks the precision of dual-clutches or even BMW's ZF eight-speed auto, let alone Lexus' own and fantastic 10-speed auto that is mated to the back of the LC 500's engine. That's the gearbox this car wants. Now, remember, this is only an F Sport car, so that does mean certain items were skimped on to keep costs down. The brakes for example, are not the beefy clampers you'd find on an RC F, and as such they're less suited for track duty (14.9" calipers on an RC F verse 14" on the IS 500). On the road they're fine, but other publications who have pushed the IS 500 on tracks have complained about the brakes turning to mush rather quickly. The rear axle is not quite as sophisticated either, lacking the fancy torque vectoring differential of an RC F and instead relies solely on a Torsen Limited Slip, but I didn't notice any real discernible differences when it came to traction. However, even though the IS 500 and its suspension tuning is brilliant on the road, it would come across as too soft on the race track. But, my biggest issue with the IS 500 comes from censorship. That is, censoring your use of the traction control systems. This is a car with a sporting mission, right? Then why the actual heck can I not disable the electronic nannies at any speed other than literally zero? Yes, if you want to turn off traction and stability control, you have to be at naught - dead-stopped. You can, however, click the same button at speeds below 30 MPH, but, and this is a huge but, it only partially loosens the reins, and once you exceed 30, all the safety nets just turn back on automatically. I thought this was supposed to be a fun car? And mind you I tried, multiple times, holding the switch down below and above 30 MPH and there was no change or overcoming this oppression; You have to be completely stationary to have any fun. This decision is so maddening that either it's complete oversight (like the design team simply forgot), or they actually don't care for the driver. Imagine taking the IS 500 to a track day and forgetting to turn off the traction control. You'd have to come back into the pits and stop, most embarrassingly, and then rejoin. And trust me, you'd want them off, as left to own devices, Big Brother is harsh in his restrictions, cutting the throttle abruptly and using the brakes to 'keep you in check' from my own experiences when trying to get frisky. In one scenario, it pulled power and grabbed the inside brake so aggressively to prevent a slide that it actually made it far more dangerous than if it did nothing at all. Keen drivers will surely be annoyed by these decisions. Pass or gas? This is a wonderful car blighted by oversight and surveillance. The engine is a love-letter to V8 hot rods of yesteryear, and one that will likely be replaced by a V6 twin-turbo sooner than you think. It offers real character and a classy, gentlemanly cabin to pair with the charming motor. Oh, did I mention it looks fantastic? But, what I really want is a genuine IS F still, not as a replacement for this, but as an additional model - something a little harder and aggressive, and with electronics that work for you and not against you. Though, the latter should be applied to this and every other Lexus anyhow. If you want to make a driver's car, give the driver a choice - their choice to do drifts or pitch it into a ditch; Free will, man. Besides that, I could learn to remember to disable the authoritarian detainment and revel in the IS 500's greatness instead. 2022 Lexus IS 500 F Sport Performance Premium Estimated as-tested price: $63,500 Pros: V8 goodness, sexy looks, great value Cons: Orwellian traction control, it isn't that fast Verdict: Here's your chance to have a V8 hot rod before they go away forever