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A 2025 Monterey Car Week Special by The Road Beat Words and pictures: Mitchell Weitzman Recapping the 2025 edition of The Quail, a Motorsports Gathering The Quail, once the redheaded stepchild of Monterey Car Week over 20 years ago, has transformed into its crown jewel. How do you summarize a show this glamorous? Its atmosphere is a heady mix of the world’s most expensive oxygen and nitrogen, a dream event for car enthusiasts everywhere. Hypercars? They’re here in droves. Classics worth a combined billion (or two)? By the dozen. Unlimited gourmet food and drinks of your choosing? Nobody leaves famished, and plenty goes uneaten. This is an exercise in extreme extravagance, where prized automobiles serve as a dazzling backdrop rather than the true focus. Excess is simply the point. The real magic lies in the people—hence the fitting term “Gathering” in its official name. Rarely elsewhere will you find such a mix of humans: high-powered automotive execs, trust fund billionaires, the occasional mid-tier celebrity, all in one place. It’s an experience best shared with your closest friends, as a tasting menu of the highest caliber. Drink, eat, laugh, ogle cars, drink, eat, repeat. For half a day, you’re immersed in sensory overload, mingling with too many fascinating people, fascinating machines, overeating, and—watch yourself—possibly overdrinking. You might even wake up the next morning, bleary-eyed, realizing you accidentally wrote a check for a new Pagani, or lost your beach house in some kind of bet gone awry. Sit back and enjoy the following photos that highlight the best sights from this year's edition of The Quail brought to Monterey Car Week and Carmel Valley. The iconic balloon chef. As far as I know, he has no name, so I shall dub thee Chef Quailude (apologies for the dumb pun) Lamborghini unveiled the ferocious Fenomeno, which was rather phenomenal if too derivative of other past Lamborghinis and other contemporary supercars. Either way, I'm sure they'll make money on this 1-of-29 special. One of several tents where you'll find a buffet of all-you-can-eat cuisine and drinks if you don't have a check liver light on The single largest gathering of Ferrari F50s maybe ever?

Progress has robbed the GTI some of its past magic 2025 Volkswagen GTI review by The Road Beat Words and pictures: Mitchell Weitzman In the quest for insatiable speed , the venerable Volkswagen GTI has lost some of its intangible mojo that made past iterations pure enthusiast dynamite. From the humble original to the revolutionary MKV model nearly 20 years ago, the GTI has been a hot hatch mainstay, embodying the highly practical, approachable, and highly attainable performance car. Yet, in the pursuit of progress, corporate overreach has invaded the sanctity of this icon. Even though the refreshed MK8.5 remains an insanely capable performance prospect, its priceless charm is evaporating. Picks There’s no ignoring that the GTI is a huge offender when it comes to sheer speed. With 241-horsepower claimed on paper and a walloping 273 lb-ft, its turbocharged four-cylinder hits with minimal lag, shoving you into your seat with the force of what must be at least 300 horsepower. Zero to 60 mph is dispatched in just 5.2 seconds, thanks to the launch control-enabled dual-clutch transmission that changes gear like an automatic machine gun. For “just a GTI,” this latest version punches so far above its weight class, it can keep up with Ford Mustangs and dust any new Mazda Miata. It also rarely feels any bit slower than the top-tier Golf R. My old Nissan 370Z with its burly V6 also wouldn’t stand a chance in the real world because the GTI just makes power simply everywhere , from down low and carries a stampede right up to the redline. Grip is colossal, thanks to its dialed chassis and sticky Michelin tires. The real admiration lies in how the front end bites relentlessly despite the front-wheel-drive layout. Torque steer? Largely absent, even with the big power on tap—a combo that historically was a recipe for disaster when sending serious power to just the front wheels. Modern engineering, and some electronic wizardry, renders those fears inconsequential. The front axle’s composure isn’t just for straight lines but shines most notably through the turns. Even when loaded laterally while transmitting all its boosted horsepower, it stays unflappable and right on line. Tuck the GTI’s nose hard into a corner—be it a long carousel like a freeway on-ramp or Turn 6 at Sonoma—and you can keep squeezing the throttle toward your apex and exit with minimal understeer. There’s also a degree of adjustability when you lift off, invoking some helpful rotation. It’s forgiving, too, allowing multiple steering tweaks to carve your perfect line or when dodging potholes on your favorite backroad. Three pedals will almost always trump two, but the GTI’s dual-clutch automated manual is a defining feature that brought these hallmark transmissions to the masses in cars like the MKV and Audi TT. The face those affordable cars had dual-clutch automated manuals before any supercar shows testament to how far ahead VW and Audi were when designing this industry standard. As time and tech have marched on, the shifts are as instant as you’d want from a car like the GTI, with up- and downshifts snapping off with more precision and speed than a torque converter. With seven gears and the small four-cylinder engine, the overall MPG hit a remarkable 29 after a week of mixed driving, too. Being a refresh to the MK8.5 now, refreshed styling does sharpen the GTI’s look with sleeker LEDs, but it’s more evolution than revolution—still handsome, just not anything to be that excited over. Nicks So where does the GTI miss the mark? A lot of the above, actually, plus a few other problematic areas that rob this marvelous hot hatch of the very character it built its legacy on. By chasing numbers and the odds-defying levels of grip, what has been sacrificed is civility. Between the road noise and blatantly stiff ride quality on normal California roads, it's not the happy and comfy everyday car they once were. Instead, it's just too angry for its own good, and that hurts the daily driving ability, but it also doesn't go far enough because it's still way behind the intensity and adrenaline-inducing daze of the next stup up: the Honda Civic Type R. This might be a sharper and harder GTI than ever, but it's lost the identity and playfulness that made it an icon while still being considerably behind cars like the Type R and Elantra N for outright driving satisfaction. While the interior may have at least (thankfully) ditched the troublesome haptic controls on the steering wheel, but they linger elsewhere for volume and temperature adjustments just below the center display. These are solutions to nonexistent problems, making simple tasks increasingly frustrating over time. The mash of buttons below the screen for climate and driving modes is a puzzle, particularly the climate switch, lazily labeled “clima” (an example of Euro-chic branding fail). You can adjust temperature and fan speed via the screen, but you must first press “clima” below —an inconveniently unthoughtful order of operations. The rest of the center display is a mess of boardroom planning by folks who never touch the programs they create. The user experience is awful, with a labyrinth of screens and buried menus that require LSAT-level studying to learn and navigate through for even basic vehicle functions. Center console storage is a disaster, emitting an awful noise when opening, and in order to close it, you must raise it all the way up first. How about a simple latch with a clutch? It also just feels bad in operation. This crappy console belongs in a tin-can rental car from when John Kerry was a presidential candidate - just inexcusable in a car costing this much money and in this year when quality standards have moved well past. I had high hopes for the seats since they look the part with their big bolsters, but I actually found the front ones uncomfortable; The angle of the back and head restraint seems designed for contortionists. To keep it from pushing your head too far forward, you must recline significantly—a bizarre exercise in ergonomics, or the lack thereof. These seats would also be a nightmare at a track day with a helmet, as the forward tilt shoves your head forward, rendering the bolstering useless and your neck sore The SE seats are at least a combination of soft ultrasuede with some stitching accents, and the thumping Harman Kardon stereo adds a premium touch, but it’s not enough to save the haphazard experience. Seats might be a godsend for others, and maybe some aren't as particular as me for UX and other maladies, but where latest GTI disappoints is in its practice and experience as a performance vehicle. Because with all that speed and capability, you would hope for a sense of fun and emotion, and it's vacant from the GTI. Adding a loud exhaust hasn't helped either, which sounds artificial and just like a cheap tuner prop from a Fast & The Furious movie, farting its way obnoxiously through the gears with each upshift with an exaggerated and pointless pop that becomes lowkey embarrassing. The seats might be a godsend for some and their particular (peculiar) shape, and maybe others aren’t as picky about digital UX or these maladies, but where the latest GTI truly disappoints is in its performance experience - and not because it lacks performance. See, with all that speed and capability, you’d hope for some fun and emotion, but it’s sadly AWOL. The obnoxiously loud exhaust doesn’t help with its poor four-cylinder noises, but detracts further by sounding excessively artificial—like a cheap tuner prop from a Fast & Furious  movie. And with that dual-clutch transmission, it then farts its way through the gears with exaggerated, pointless pops that become low-key embarrassing. The dual-clutch gearbox itself might be a superlative example for shift speed and outright operation, but it’s so objectively good it’s dull. You’d think something so snappy would at least have decent paddle shifters, but these plastic, short-travel ones belong on a Corolla. It's almost a paradox that the same transmission that revolutionized the MKV GTI for its unique placement and ability now just blends in with so many others, detracting from the experience rather than adding to it. The little shifter for selecting park and drive also looks and feels lame in operation, too. And why don’t aggressive downshifts bring much engine braking? That’s useful for spirited driving and controlling the chassis. Add these ingredients together, and while the GTI can deliver supercar-baiting pace, it’s a bit soulless and, frankly, boring. The sound isn’t good, the steering feels artificially heavy with muted feedback, and the sharp handling comes with a harsh, bouncy ride on Northern California roads. Instead of being a fun little car that’s a blast to abuse, it’s too clinical for its own good. Rival newcomer vehicles like the Hyundai Elantra N are simply more engaging on backroads. Sure , call me a cynic It’s a pity Volkswagen didn’t send a manual transmission GTI to test, as that added interaction could inject some secret sauce back into the GTI. But wait—what’s that? A manual GTI would’ve been impossible because they no longer offer their hot hatch hero with a stick shift full stop. From past experience with VW manuals in cars like the Jetta GLI, their DIY operation is admittedly less satisfying than what Honda, Mazda, or even Hyundai offers, but even a less-than-perfect manual would make for a more fun and exciting GTI. It might also hopefully avoid the excessive pre-programmed flatulence on upshifts. In reality, though, the Jetta GLI is the more fun car to drive daily with its exploitable chassis, much like the GTI was meant to be historically. The other issue? The GTI SE as-tested starts a hair under $39,000 with destination factored in, and can easily crest $40K with options, either of which is considerably more than an Elantra N—the objectively and subjectively superior performance. If you go up to the Autobahn-spec GTI, you'll be spending even more for just few extra luxury cover-ups of what is obviously not a luxury car to begin with. At the other end, you’re not far from a Honda Civic Type R, which cranks the aggression up several notches, boasts perhaps the best manual ever, and delivers unmatched intensity and engagement. VW has landed the GTI in an unfortunate no man's land, being too hardcore yet not hardcore enough, sitting in a strange middle ground that misses the mark as a complete package. The Jetta GLI now is the preferred of the two because it's actually now more fun thanks to its softer personality that makes it more fun on public roads. So, slow the GTI down, soften it up to make it usable and exploitable again, make the manual simply mandatory, and the GTI could again be what it ought to be. Once the people’s hot hatch, the GTI has traded its joyful soul for sterile speed, leaving enthusiasts longing for the magic of old. 2025 Volkswagen Golf GTI SE review As-tested price: Est. $39,000 Pros: Outstanding performance in all directions Cons: No more manual; UX; Too harsh on normal roads 2025 Volkswagen Golf GTI SE Basic specifications and figures Specification Details Engine Turbocharged 2.0-liter inline-4 (TSI), direct fuel injection, DOHC 16-valve Horsepower 241 hp @ 5,000-6,500 rpm Torque 273 lb-ft @ 1,600-4,300 rpm Transmission 7-speed dual-clutch automatic (DSG) with launch control and paddle shifters Drivetrain Front-wheel drive (FWD) with electronic limited-slip differential (VAQ) 0-60 mph Acceleration 5.2 seconds Top Speed 129 mph (electronically limited) Fuel Economy (EPA) 24 mpg city / 33 mpg highway / 27 mpg combined Real World Economy 29 MPG Brakes 13.4-inch vented front discs / 12.2-inch vented rear discs Wheels/Tires 18-inch alloy wheels (split 5-spoke design) with 235/40R-18 all-season or summer performance tires (e.g., Hankook Ventus S1 evo3) Dimensions (L x W x H) 168.9 in x 70.4 in x 57.7 in Wheelbase 103.6 in Curb Weight Approximately 3,250 lbs Seating Capacity 5 passengers Cargo Volume 19.9 cu ft behind rear seats / 34.5 cu ft with seats folded Passenger Volume 92 cu ft (front: 51 cu ft / rear: 41 cu ft) Infotainment 12.9-inch touchscreen with wireless Apple CarPlay/Android Auto, navigation, IDA voice assistant (with ChatGPT integration), 9-speaker Harman Kardon premium audio Safety Features (Standard) IQ.DRIVE suite: Adaptive cruise control, automatic emergency braking with pedestrian detection, lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, Dynamic Road Sign Recognition Starting MSRP $37,705 (U.S., excluding destination fee of ~$1,200; prices may vary by region)

A look at some of The Road Beat's favorite pictures taken at the 2025 Monterey Motorsports Reunion A pair of 997-generation 911 GT3s race across turn 1 at WeatherTech Raceway Laguna Seca Words and pictures by Mitchell Weitzman A Monterey Car Week special by The Road Beat Just as so many look forward to Christmas or the Super Bowl each year, nothing comes close to the excitment of Monterey Car Week. More popular than ever, and with a widening reach that seems to have no bounds, an escape to the racetrack is a welcome diversion away from the traffic and TikTok kids in the streets. I've always loved the historic races and the chance of getting to see prized race cars take back to their natural habitat, but it's now becoming a weekend highlight with the growing collection of cars descending the Corkscrew. Tickets for entry are still among the most affordable during all of Car Week, and no special passes are required for full access to the paddock where you can walk up to just about any car racing on track as well as talk with drivers and crew members. A special addition included a celebration of the IROC (Internatioal Race of Champions) racing series, with drivers like Jeff Gordon, Jenson Button, Mark Martin, and more climbing behind the wheels of IROC Pontiac Firebirds and more. With Formula 1 reaching 75 years of existence, a huge display of F1 cars from the past and present were on display, from the conquering Maserati 250F to last year's McLaren MCL-24. An ex-Niki Lauda McLaren MP4/2 and a former Nigel Mansell-piloted Williams FW11 also did demonstration laps, with Zak Brown and Takuma Sato behind the wheels respectively. My absolute favorite part? The 'mini-enduro' GT race to bookend the weekend, with sports from the early 2000s and 2010s taking part. Think 997-generation Porsche 911 GT3 RSR and Cups, BMW M3 GT2, the screaming V12-powered Aston Martin V12 Vantage GT3 - you get the idea. A time when all race cars were nautrally-aspirated, the sound of wailing flat sixes and V8s brought the Laguna Seca hills to life and reminded us just how good we used to have it. As a recent attendee of the IMSA race at Laguna Seca, where most of the field is turbocharged and quieter, nothing beats the sounds of the past. The Monterey Motorsports Reunion will return next year once again, and I can only hope the late model GT cars return as well.

A bland crossover SUV, the luxurious Lexus RX is perfect for those who seek careful transportation 2025 Lexus RX 350h review by The Road Beat Words and pictures: Mitchell Weitzman Competency does not always equate to character. Of course, character is entirely subjective, as is the case with the dreamy Mr. Darcy—a classic, swoon-worthy romantic interest, but I doubt he could tell a good joke. The Lexus RX dates back nearly three decades, and while the 2025 RX 350h sees no changes from last year’s model, it continues to show its strengths through its well-rounded and competent nature as a luxury vehicle. If you’re looking for solid, cosseting transport in a crossover, you’re in luck. But if you’re craving character, you’ll want to widen your search. Picks You’ll likely notice the singular lowercase “h” tacked onto the name, signaling this Lexus is a hybrid. Under the hood lies a 2.5-liter four-cylinder paired with two small electric motors, delivering a combined 246 horsepower. Unlike some cheaper Toyota hybrids, like the Corolla, this four-banger produces smoother pulses and sounds. The real treat is how seamless the hybrid system feels, especially when transitioning from fully electric at parking-lot speeds to combined combustion and electrons while coasting. Observed gas mileage hit 34 MPG during a week of mixed driving—an excellent metric that bests countless smaller cars by a wide margin. At first, the RX’s sheet metal wasn’t my cup of Austen tea, but a year on, the sharp bodywork has grown on me. The bit of body that waterfalls into the grille still feels odd, but this is a perfectly fine-looking car—and a fine-looking Lexus. The sharp creases play especially well with darker colors. Lexus has fooled me before, and it’s no surprise that the NuLuxe seating surfaces outshine real leather in cheaper applications. I genuinely thought these were cowhide, but the spec sheet doesn’t lie. Though the RX shares a lot mechanically with lesser Toyota models like the Highlander, it comes across as a ground-up Lexus, and it shows inside with a myriad of thoughtfully soft, comforting materials that exude assured solidity. Controls feel confident, and the RX nails its luxury vehicle mission. It’s also whisper-quiet on the road, paired with a cushioned yet controlled ride on most surfaces. Space is plentiful for most, with rear seats that are decently comfortable and offer ample legroom. Cargo volume takes a hit due to the sloping roof and liftgate design, but you still get nearly 30 cubic feet of storage in the back. It’s less than a RAV4, but the tradeoff is a perfectly serviceable back seat for family, friends—and your Dalmatian. Nicks No new vehicle is perfect, and even if the above compliments check your boxes, some negatives keep the RX 350h from earning a glowing review in The Road Beat . Despite the economical four-cylinder hybrid, it often feels overstressed, struggling to motivate this much mass with just 246 horsepower. You’ll need plenty of revs for forward progress, and outright acceleration is noticeably absent. This is the base hybrid engine for the RX, and it’s worth avoiding for this reason alone, as it lacks the performance of modern alternatives. Sure, it’s a better four-cylinder than past Toyota and Lexus offerings, but it’s still a weak contender when you mash the pedal. I like the interior push-button door releases, but the exterior handles are pointlessly bulbous and clunky despite being fixed in place. Instead of pulling like a normal door handle, they sense your hand to unlock electronically. It never feels intuitive, and if Lexus is ditching traditional handles, they should make them sleek and retractable rather than tacking on these oversized grab bars that scream gimmicky, early-2000s futurism. Comfort scores high, but the RX drives like a Regency-era carriage on a racetrack. The steering is decent, but there’s no verve or eagerness in any direction. The ride can falter on rough roads, with excessive oscillation from the dampers grappling with the hybrid system’s added weight. The real letdown comes when you turn the wheel into a corner a bit quicker than planned. Where rivals bite and bolt through turns, the RX takes a lazy approach, suffering from body roll and tire protests at even modest speeds. Handling gets sloppy through a sequence of bends, and a glance at the Monroney reveals the F Sport package does nothing for the chassis—just spruces up the visuals. Competitors like Genesis or Acura can be fun to drive, but the RX disappoints on challenging roads. Missing character This is a nice car, but sometimes a nice car could use a dash of vice in its persona. You’re left with a luxurious, comfortable crossover that’s—let’s be honest—pretty boring. If you want transportation that lets you quietly turn your brain off from A to B, it’s great. But I like my cars with an edge. With how much time we spend driving, it should at least be fun. The fuel economy is stellar and will win over many on that merit alone, but if you want a luxurious crossover that’s also a blast to drive, you’d do best to look elsewhere. 2025 Lexus RX 350h AWD As-tested price: $60,230 2025 Lexus RX 350h Basic Specifications Powertrain : 2.5-liter inline 4-cylinder gasoline engine + two electric motors (hybrid) Total system output: 246 horsepower Torque: 233 lb-ft Transmission: Continuously Variable Transmission (CVT) Drivetrain: All-wheel drive (AWD) Fuel Economy : 37 MPG city 34 MPG highway 36 MPG combined Performance : 0-60 mph: ~7.4 seconds Dimensions : Wheelbase: 112.2 inches Length: ~192.5 inches Width: ~75.6 inches Height: ~67.3 inches Curb Weight: ~4,133 lbs Interior Space : Passenger Capacity: 5 Front Headroom: 39.5 inches Front Legroom: 41.1 inches Second-Row Headroom: 38.6 inches Second-Row Legroom: 37.4 inches Cargo Volume (behind rear seats): 29.6 cubic feet Maximum Cargo Volume: 46.2 cubic feet Infotainment and Technology : Standard Display: 9.8-inch touchscreen (14-inch available) Connectivity: Wireless Apple CarPlay, Android Auto, Amazon Alexa Audio: 12-speaker Lexus premium sound system (Mark Levinson® option available) Additional Features: Cloud Navigation, Intelligent Assistant, Safety Connect (up to 10-year trial), Wi-Fi Connect (up to 30-day/3GB trial) Safety Features : Lexus Safety System+ 3.0 (Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Dynamic Radar Cruise Control) Blind-spot monitors, automatic emergency braking with cyclist/pedestrian detection Available: Surround-view camera, Advanced Park, Traffic Jam Assist Starting MSRP : ~$52,775 (including destination charge, varies by trim) Warranty : Bumper-to-bumper: 4 years/50,000 miles Powertrain: 6 years/70,000 miles Thank you for reading The Road Beat's 2025 Lexus RX 350h review. All images by Mitchell Weitzman and mitchellweitzmanphoto.com . Please subscribe for more new vehicle reviews and image galleries.

The top Tacoma is back. For a price. 2025 Toyota Tacoma TRD Pro review by The Road Beat Words and pictures: Mitchell Weitzman Term limits are a hot topic among modern politics. Despite calls for finite limits to how long a senator can serve, we ought to really be talking about Toyota and their treatment of their trucks over the years. The last Tacoma remained in office for over 20 years. Same for the 4Runner. Graciously, Toyota did finally throw in the towel to reinvent an all-new model, which has been well-received by the majority of the motoring press, including myself. But the one that arguably matters most is how their new flagship fares as an icon for both the model and brand. And it better be good, because this exact Tacoma costs $67,125. Picks I admit I was lukewarm when the new Tacoma was first shown in pictures. Seeing one in person for the first time didn't help either, but slowly, as the doctored-up TRD Sport and Off-Road models arrived, the looks began to grow on me with their squared-off and aggressive stance. Still, next to the TRD Pro, those lesser editions look timid and underwhelming as the Pro looks absolutely mighty. Wider, taller, wearing bigger tires, and all sorts of attitude-adjusting accessories make this look ready to make the trek to Dakar. By the way, the color is literally called "Mudbath," and it's highly recommended. Next to impress is the expectedly wonderful suspension and off-road kit. After sampling a TRD Off-Road model on dirt and washboard roads, I couldn't think how it could be topped, but the Pro delivers with increased compliancy and composure. Ground clearance also grows to allow easier time gliding over whatever rocks and obstacles you're pummeling. Lots of tech is integrated to make off-roading even easier, but with the mechanical aptitude, they're largely unnecessary except maybe for a novice still learning the ropes. Yet, that's not the highlight feature of the TRD Pro's chassis, with that honor belonging to how well it drives on paved roads. The last Tacoma I tested was overtly stiff in daily driving, bouncing passengers around badly enough to mistake it for a heavy-duty diesel pickup. The ride here is still firm, but it's now far more tolerable and comfortable across a wide variety of roads. Handling doesn't take a noticeable dip either, and while there is body roll and understeer, you can confidently throw this Tacoma into curvy backroads at a surprising enough pace to make passengers car sick if you wanted. Nicks Well, it starts with the price, because at nearly $70,000, this is one expensive Tacoma—let alone Toyota. It's also even more expensive by a good chunk than some of GMC's flagship Canyon AT4X models and/or the Colorado ZR2. And for that kind of dough for such a specialized tool with the name Tacoma, it's just frankly not worth it. As a reminder, the Tacoma TRD Pro just a year earlier topped out below $60,000. While the cabin is nicer for a Tacoma, it's definitely not worthy of the asking price. Plus, there are some real cheap points inside, like the red center stripe on the steering wheel being completely uneven, interior door grab handles that flex outward at each pull, flimsy 4WD rotary selector switches that feels like a toy, and there's the classic sagging glovebox. For a Toyota, I would expect better quality standards. There are also some silly shock absorbers built into the back of the front seats which do very little for comfort, yet destroy legroom in an already cramped back seat. The front seats are at least supportive, but the bottom thigh bolsters are so prominent that they make getting in difficult. Even with my modest 5'10" frame, I had to crane my neck to avoid bonking my head on the door frame due to having to climb over the lower bolster. Another issue with the seats themselves is the adjuster for the back rest becomes totally blocked by the seatbelt once fastened, making it nearly impossible to recline or straighten the seat once in motion. As with most other modern Toyotas, there are a host of safety systems on by default, and they are often more intrusive than helpful. Take for example the lane departure warning and intervention that tugs at the wheel so early that it becomes unsettling, often feeling like the truck is trying to steer away from you—especially when exiting lanes or merging via onramps. The overhead cameras are crisp and helpful, but they turn on automatically each time you come to a stop—even at a signal or stop sign—and take over the whole screen. You can disable this, but then it won’t turn on automatically like you might want it to when approaching a tight parking situation; The sensitivity and proximity trigger is way too compromised. Unfortunately, all Tacoma TRD Pros come standard with Toyota’s new so-called i-FORCE MAX hybrid engine setup, adding to the bloated cost. On paper, things sound great, bringing an uptick in horsepower to 326 and torque swelling to a colossal 465 lb-ft. But with that electric assist comes the penalty of weight, and that comes out to about 5,400 pounds as reported by Car and Driver when filled with fuel at the curb. For comparison’s sake, the old Tacoma TRD Pro weighed nearly 1,000 pounds less. That's also about 700 pounds extra compared to the non-hybrid TRD Off-Road I last tested via verified independent weighing. With all that extra poundage, 0–60 MPH takes longer than regular Tacomas, needing 7.7 seconds versus seven flat. Even though it's a hybrid, fuel mileage also has not improved, drinking gas at a rate of 18.5 miles per gallon in varied and representative mixed driving. The old V6 engines in Tacomas were total dogs, but the top hybrid MAX engines disappoint for outright power. At least the engine is smooth for a four-cylinder and delivers decent and consistent acceleration in regular driving. There were some hiccups leaving stops at times, but it's a typically decently optimized hybrid when it comes to transparency. I also don't like the electrically folding and closing tailgate, which for a truck like a Tacoma, is pointless and entirely unnecessary. It's choices like this that added wasted cost and weight to what should be a simple and affordable truck. Overdone and overpriced For a flagship model, this latest Tacoma TRD Pro is a disappointment, especially when you see the shocking price tag. For that kind of money, there are a world of other options, and even though I like the softer ride of the Pro's suspension setup, this is a truck that simply can't justify its cost—made worse by a needlessly complex and heavy hybrid system as the only choice. Yank that and the batteries out, put in the simpler and lighter standard engine, and you'd shave off hundreds of pounds. The suspension would also improve from not having to support all that extra mass. With Tacomas increasing massively in retail price across the board, they are no longer the value choice by any means. Instead, Toyota seems intent on cementing the Tacoma’s place as midsize pickup royalty—but at a cost that’s hard to swallow as former customers are now priced out of consideration. The Pro looks phenomenal, but for every step forward, it takes a step back. Be sure to have a Xanax ready when you see the final out-the-door price at your local dealer. 2025 Toyota Tacoma TRD Pro Price as-tested: $67,125 Pros: Evocative shape and presence; off-road superiority Cons: It costs what?? Hybrid is heavy, slower, and only 19 MPG. More images of the 2025 Toyota Tacoma TRD Pro. Powertrain & Performance Engine: 2.4-liter turbocharged inline-4 with electric motor (i-FORCE MAX hybrid) 326 Horsepower 465 lbs-ft Transmission: 8-speed automatic Drivetrain: part-time 4WD Dimensions Overall Length: 214 inches Width (without mirrors): 80 inches Height: 76inches Wheelbase: 132 inches Bed Length: 60 (short bed) Weight & Capacity Curb Weight: Approximately 5,400 pounds Payload Capacity: ~1,680 pounds Maximum Towing Capacity: 6,000 pounds Towing & Off-Road Ground Clearance: 11.5 inches Approach Angle: 35.7 degrees Breakover Angle: 24.6 degrees Departure Angle: 25.3 degrees Fuel Economy & Tank Fuel Tank Capacity: 18.2 gallons EPA Estimated Fuel Economy: 22 mpg city / 24 mpg highway / 23 mpg combined Real world MPG: 19 Suspension & Wheels Suspension: TRD-tuned FOX adjustable shocks with remote reservoirs Wheels: 18-inch alloy wheels Tires: 33-inch Goodyear Territory R/T (265/70R18) Interior & Features Seating: 5-passenger capacity (Double Cab) Front Seats: IsoDynamic performance seats with air-over-oil dampers Safety: Toyota Safety Sense 3.0 (includes lane tracing, adaptive cruise control, pre-collision system, etc.)

A thrilling electric sports car, the Ioniq 5 N has terrible range 2025 Hyundai Ioniq 5 N review by The Road Beat Words and pictures: Mitchell Weitzman This is the quickest-accelerating car to 60 mph I’ve ever driven. If you want to melt faces at legal speeds, the Ioniq 5 N considers that mission accomplished in three fleeting seconds. What sets the Ioniq 5 N apart from nearly every other EV on the market is what it does—and how it does it—when you’re not just blasting along in a straight line. Speed is everything for many EVs, a trend that kicked off when Tesla unveiled the original “Insane” mode on their early Model S sedans. But the Ioniq 5 N is different: this hot hatch is a legitimately and staggeringly brilliant sports car. Yet in doing so, it’s not exactly a great EV by traditional standards. Whichever way you slice it, this car proves one vital truth: EVs can be fun. Picks This is one hell of a fun time. Explosive acceleration is old news for EVs—been there, done that. Where enthusiasts are concerned, the glaring ingredient missing from most attainable electric cars (sorry, Rimac doesn’t count) is genuine, old-school fun. No matter how accomplished the regular Hyundai Ioniq 5 is, it often has the charisma of a washing machine. There will always be fanboys for certain models and gimmicks, but a true, modern electric sports car? That’s been largely missing until now. Instead of trying to make an electric car “more fun,” Hyundai went back to the roots and asked, “How can we use electricity to make a better sports car?” That’s the attitude carmakers should adopt, and by doing so, Hyundai has crafted an incredibly fun retro hatch with performance that obliterates its contemporaries and most muscle cars. The standard Ioniq 5 dual-motor setup is already plenty quick with 320 horsepower, but the N division said, “Hold my beer,” and cranked it up to 641 horsepower at peak performance, with nearly 600 horsepower available at all times. The result? Face-warping acceleration. Being electric, there’s no pause or wait for power—it hits instantaneously with a prod of your right foot. With dual motors front and rear, plus the ability to adjust torque split for optimal traction or glorious slippage, this car is built for hot-lapping and attacking canyons at devastatingly illegal speeds. Grip is immense when you want it, and smart power distribution quells understeer. Flip a few switches, push some buttons, and you can transform this AWD hot hatch into a RWD-biased drift machine with a penchant for Mountain Dew-fueled, cotton-candy oversteer. What impresses most is how this machine changes direction so flatly, aided by batteries that keep the bulk of its not-insignificant mass low in the chassis. Despite weighing nearly 5,000 pounds, the Ioniq 5 N dances around like it’s a ton lighter. It might wear a Hyundai badge and look like a boxy grocery-getter with some puffed-up jewelry to some, but this EV is a sensory blast, delivering the joy and adrenaline of driving a fast car fast. There’s no real engine sound (more on that later), but the tactile sensations are dialed up well past the usual domesticated levels. The main takeaway from a week with this menacing Hyundai is that it’s a properly, righteously fun car. Unconventional? Sure. But it tickles all the right feelings in conventional ways through its blistering speed, razor-sharp control, and driver involvement. That last bit is crucial—other EVs often lack engagement or even prefer (and are designed) to drive themselves. The Ioniq 5 N, however, demands its driver take the helm to extract its full potential. Nicks By crafting an incredible sports car, Hyundai has also made a pretty lackluster EV by (admittedly recent) traditional metrics. Standard Ioniq 5 AWD models average about 2.7 miles per kWh in previous testing, but the N drops that to a dismal 2.1. Even with a full charge, I never saw more than 200 miles of estimated range, and with the heater lightly on during winter, that quickly plummeted to around 150 miles all-in from its 84 kWh capacity battery park. A real-world range well under 200 miles makes this car highly impractical for many drivers because of how limiting it is, not to mention how you'll constantly need to have charging planned (and time allocated for charging). Compare that to a gasoline-powered sports car like the BMW M3, which can easily surpass 300 miles in daily driving and averages about 20 MPG in mixed driving. This poor range hampers outright usability, forcing frequent charging stops. Long journeys will be a hassle, even driving 120 miles to San Francisco from home would leave me with just morsels of energy remaining, necessitating a charging stop en route or upon arrival. Utilizing 350 kW chargers helps (though it actually maxes out at about 200 KW), but the need to recharge so often is a bummer. And on the track? A 20-minute session of hard driving will significantly drain the battery, requiring a recharge every session to keep things on the boil. Then there’s the fake engine noise. It’s amusing at first but quickly feels overdone, like Hyundai’s admitting that EVs are inherently boring. I’d prefer a raw, mechanically electric sound—think TIE Fighter—over this artificial snapping, crackling, and popping of a faux four-cylinder. Thankfully, you can tweak those noise settings to be as fake or silent as you desire. The Ioniq 5 N’s cornering prowess comes at the cost of everyday comfort. The ride is firm and jiggly at low speeds, though it settles at moderate paces. This is a sports car, and it can beat you up like one. Plus, unlocking its best performance requires navigating menus and settings—lots of them. Remember when a BMW M3 didn’t even have a screen or adjustable dampers? Just key in, shift to first, and go. I miss those days. The right direction for electric vehicles Let’s face it: as an EV, the Ioniq 5 N isn’t great. Its efficiency is laughable—a car with this big a battery (84 kWh) failing to hit even close to 200 miles in real-world conditions, especially in colder weather, is disappointing. But focusing on its strengths, it excels in its fever-dream levels of speed and intensity, laughable in an entirely positive way. Other EVs may be as fast—or even faster with a large bank account—but few match the Ioniq 5 N’s fun factor when the road gets twisty. Accelerating, braking, turning, repeat—it’s a blast. Whie not close to perfect, the Ioniq 5 N is a massive stride forward for EVs, proving hypercar-level performance can be attainable at its price point and also be genuinely fun to drive. Price as-tested: $67,685 Pros: Outstanding performance in every direction; Looks great Cons: Poor range; Stiff ride 2025 Hyundai Ioniq 5 N basic specifications. Powertrain: Dual electric motors, all-wheel drive Power Output: 601 hp (641 hp with N Grin Boost) Torque: 545 lb-ft (568 lb-ft with N Grin Boost) Battery Capacity: 84 kWh Electric Range: 221 miles (EPA) Real World Range : About 175 miles 0-60 mph: About 3 seconds Top Speed: 162 mph Transmission: Single-speed direct drive Charging Time (240V): 7–9 hours Fast Charging: 10% to 80% in 18 minutes (350 kW charger) Dimensions: Length: 186 in Width: 76 in Height: 62 in Wheelbase: 118 in Curb Weight: about 4,900 lbs Cargo Capacity: About 26 cubic feet Wheels: 21-inch forged aluminum with P275/35R21 Pirelli P-Zero tires MSRP: Starting at $66,100 (US) Thank you for reading The Road Beat's 2025 Hyundai Ioniq 5 N review. 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The Accord Hybrid continues to show why it's the best everyday sedan for all 2025 Honda Accord Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman Certain consumer goods are common because they're cheap, others by virtue. In the case of Honda's current and 11th -generation Accord, you can fortunately have both of these traits. Okay, maybe this Honda isn't exactly cheap anymore at nearly $40,000, but it's still reasonably affordable and still below the average new car price of $50,000. Honda has rarely made a “bad” Accord, if ever, and the latest continues to show why it’s the best in brand history—and maybe the best all-around midsize sedan you can buy today. Picks When it comes to an outright and overall package, Honda has nailed it with this Accord, combining an aptitude in all the basic areas that really matter. For example, there's a remarkable hybridized four-cylinder engine that (mostly) goes without the buzz and annoying racket that similar Toyotas like to emit. Fuel economy is strong, too—averaging 38 MPG overall with lots of hill-laden highway use. When transitioning from temporary electric power to combustion, there are zero hiccups or signs of interruption. Acceleration isn’t thrilling, but with 204 horsepower, it’s easily more than adequate for everyday use. Handling is tight and satisfying to throw around in the bends—a quality most moderate, affordable sedans simply lack. The steering itself is accurate and precise, and is more reminiscent of a sports car than an economical Honda. And despite having such a buttoned-down complexion in turns, the ride quality is refined and comfortable—even on my battered neighborhood roads. The interior impresses with tasteful trimmings and quality materials, making it feel like one of the nicest cabins Honda has ever made. The top Touring model pushes things further, but even this midrange Sport L model does not pull punches with its leather-trimmed seats. This isn't a luxury car by any stretch of the imagination, but the step up in refinement over past Accords is noticeable and highly appreciated. Buttons and switches are all easy to operate and logically placed. More good news: the rear seat is extremely spacious, as is the trunk—easily accommodating adults and all their luggage, even if they’re chronic over-packers. I also happen to think it's a rather nice-looking car, too, with an understated simplicity that's helped by the bold blue paint. Don’t be boring—this car pops in a good hue like red or blue. Nicks Maybe it's user error in the settings somewhere or with driver profiles, but the driver's seat never went back to the last position even after saving it. Each time I drove, I needed to click the number 1 button to get back to where I was rather than just remembering where I sat sometimes just even a couple minutes prior. Safety systems in cars continue to regress, and Honda follows this trend with steering intervention that’s too aggressive—even on the highway. You also get annoying BRAKE warnings in bold on the dash during normal driving in traffic or around town despite no actual threat, which can quickly become tiresome. I found the radar cruise control to be a nuisance too—braking too harshly when a car ahead is still far away, or even when that vehicle is exiting the freeway. The system simply just isn’t smart enough. A terrific everyday car Somehow, by being to the point, I still wrote more than envisioned—and maybe that's a good thing because it shows how much I care about the Honda Accord Hybrid. Even after spending two weeks with it—twice the duration of a typical vehicle test—I liked coming back to it each and every time. It makes daily driving effortless yet avoids being dull, thanks to engaging dynamics and responsive steering. So many cars are dreadfully uninspired to drive, but Honda proves that it doesn't take much to make the mundane just a little more fun. As for rivals, the most obvious is the Toyota Camry. While Toyota's offering was just updated with several improvements including a standard hybrid powertrain, it lacks the charming character and quality of the Accord. 2025 Honda Accord Hybrid Sport L Price as-tested: $36,925 Pros: Excellent driving dynamics; great economy Cons: Some electronic annoyances 2025 Honda Accord Hybrid Sport-L – Basic Specifications Engine: 2.0L Atkinson-cycle inline-4 + dual electric motors Total System Horsepower: 204 hp Transmission: Electronic Continuously Variable Transmission Drivetrain: Front-Wheel Drive Fuel Economy (EPA): 46 mpg city / 41 mpg highway / 44 mpg combined Real world economy: 38 MPG Brakes: 4-wheel disc with regenerative braking Suspension: MacPherson strut (front) / Multi-link (rear) Steering: Electric power-assisted Exterior Features LED headlights and taillights Smart Entry with Walk Away Auto Lock® 19-inch alloy wheels Interior Features Leather-trimmed seats 10-way power driver’s seat with memory 4-way power passenger seat Heated front seats 12.3-inch touchscreen Wireless Apple CarPlay® and Android Auto™ 8-speaker audio system Dual-zone automatic climate control Push-button start Ambient LED interior lighting Safety & Driver Assistance Honda Sensing® safety suite Adaptive Cruise Control w/ Low-Speed Follow Lane Keeping Assist System Collision Mitigation Braking System Road Departure Mitigation Traffic Sign Recognition Blind Spot Information System Rear Cross Traffic Monitor Traffic Jam Assist Dimensions & Capacities Seating Capacity: 5 passengers Trunk Volume: 16.7 cubic feet Curb Weight: Approx. 3,500 lbs Fuel Tank Capacity: 12.8 gallons Thank you for reading The Road Beat's 2025 Honda Accord Hybrid review. 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The new 4Runner is finally here 2025 Toyota 4Runner Limited review by The Road Beat Words and pictures: Mitchell Weitzman Granted, this example is not the most ideal 4Runner available—perhaps the most uncharacteristically sedated 4Runner available—but the latest and long-awaited upgrade falls flat. New in nearly every possible way, there are areas where it is leaps and bounds better than its geriatric forebear. Yet in its quest to be a more appealing everyday SUV option, there is no standout greatness to be found here in this Limited trim at least. For now, a more representative evaluation of a proper TRD or Trailhunter model will have to wait. Picks A fundamental issue with the 4Runner is that even its best parts are all somewhat relative. While better than any 4Runner before it in many areas, this Limited isn’t aimed at the off-roading crowd, which means it's not the most traditionally accurate portrayal. As a result, if drivers of a 4Runner Limited have no off-roading aptitude, then it should be compared to modern contemporary crossovers like the Kia Telluride or Toyota’s own Grand Highlander rather than a hardcore brute. Take these plus points with a grain of faulted salt is what I'm saying. That said, if you’re coming from a previous 4Runner or another older Toyota SUV, you’ll think the new 4Runner is an absolute delight inside. With its leather-trimmed interior dressed in a rich shade of saddle brown, a large central screen, and modern, crisp cameras all around, you might think this is a luxurious SUV— for a 4Runner . There’s also good news out back, with the return of the beloved downward-sliding rear window. Under the hood is a turbocharged four-cylinder engine, also found in the new Tacoma. This 270-horsepower unit packs a newfound wallop and energy when accelerating. Torque is 317 an available all from under 2,000 RPM. An eight-speed automatic replaces the ancient five-speed, and with a strong midrange, the responsive transmission does well to keep you in the meat of the powerband at all times. It’s not a rocket ship, but 0–60 MPH takes a hasty enough seven seconds flat, and at no point does the 4Runner feel like a turd, which it certainly did before. Towing is an impressive 6,000 pounds, owing thanks to its robust chassis architecture. I like the steering, too. It combines decent weight with accuracy that makes for easy, relaxing driving on longer hauls. This also allows for a level of precision never before found in a 4Runner on winding country roads. The modern lateral grip is now in line with other SUVs, helped by a predictable balance to the handling that means you can easily make up lost time in the twisties. Compared to something like a Jeep Wrangler, the 4Runner is a Lotus Elise in the corners. It’s also more economical than previous 4Runners—but more on that later. Both a newcomer and rival is the Honda Passport Trailsport, which has also been redone for the new model year with a bold new look that gives Defender vibes. Fortunately for the Toyota, and unfortunately for the Honda, the latest Passport Trailsport falls apart in the engine department, lacking any flexibility and guzzling gas to the tune of just 18 MPG. Further, it also has horrendous throttle response when leaving a stop. While a struggle to pull away cleanly and smoothly, it was when I hopped back into a 4Runner for a drive that revealed just how intuitive the Toyota felt to just breathe on the throttle and just go, and go smoothly and swiftly at that. Nicks Now for the drawbacks—ones that aren’t relative to past 4Runners, but are direct strikes when competitors in today’s crowded SUV market are considered. The interior may be nice for a 4Runner , but this Limited falls below the standard set by similarly priced SUVs like the Kia Telluride or Mazda CX-90 in material quality. On top of that, there’s a disaster-class clash of textures and finishes inside, including fake rivets on the volume knob, weird geometric patterns, a poor impression of carbon fiber, and even more contradicting materials surrounding the knobs. It feels like a design-by-committee gone rogue—“Let’s just do them all.” Even the tailgate features another texture catastrophe that is outright distasteful. For an SUV measuring 195 inches long, rear legroom is shockingly unimpressive—no better than a RAV4’s—and the rear seats themselves are flat and uncomfortably firm. On a recent two-hour drive to Livermore with two adults in the back seat, we stopped after only an hour when both rear passengers complained about how awful the seats were. It’s more of a crappy park bench, really. Compounding the comfort issue is a ride quality that’s abysmal by modern standards, jiggling at a high frequency on even slightly rippled roads. If you get car sick easily, this is not the vehicle for you, and my friend just about nearly did. Yes, the stiffness might be a tradeoff for its 6,000-pound towing capacity, but some American SUVs can tow nearly double that while riding like magic carpets by comparison. You might also assume it’s a tradeoff for off-road prowess—but this Limited isn’t even the off-road model. It’s supposed to be the luxury one, yet it rides like a jackhammer over imperfect pavement. Up front, you'll find there are over nine inches of ground clearance, but it’s completely neutered by a low-hanging front air dam that will easily crunch on modest rocks and dips. This can also be explained by the terrible 18-degree approach angle rating, which is less than a RAV4. Another issue I’ve noticed in the latest Toyotas: overzealous safety systems. Often tugging at the steering wheel before necessary or when it's plainly not needed, they seem to be regressing and are too intervening. On one drive home in particular, while passing a U-Haul on a sweeping freeway bend, I ended up fighting the 4Runner to keep it from steering into the truck. For whatever reason, it applied hard rightward steering input despite me being centered in my own lane. It wanted to trade some paint NASCAR-style. I said earlier that the engine is leagues more powerful and usable than before, but does that really matter when it's now a grouchy and unpleasant-sounding and coarse four-cylinder? Worse yet, I averaged a dismal 20 MPG in tame daily driving, and only 21 MPG on that highway-exclusive Livermore route that also featured zero traffic. I'm sorry, but isn't downsizing supposed to mean good economy and not simply better? V6 engines can easily get the same or better mileage than this 4Runner, so what on earth is the point of this thrashy four-cylinder in such a big car? While the new engine is undoubtedly more powerful and usable than before, does that even matter when it’s a grouchy and unpleasantly coarse four-cylinder? Despite the engine downsizing, I averaged a disappointing 20 MPG in tame daily driving, and only 21 MPG on a highway-exclusive Livermore route with zero traffic. Plenty of V6s can match or exceed this mileage—so what’s the point of a thrashy four-cylinder in such a big SUV then? Better options for mall crawling There’s no shortage of alternatives to the 4Runner Limited, and besides, if you’re considering this trim, odds are you’re not all that concerned with off-roading anyway. So if you’re shopping for a cushy, family-friendly SUV, you’ll find a myriad of better options right now. Toyota’s own Highlander and Grand Highlander offer more space, better comfort, and don’t make you nauseous on bad roads. Plus, they’re available with economical hybrid powertrains if you're concerned with mileage. The standouts of the segment? The gorgeous Kia Telluride and the elegant Mazda CX-90. Both offer far more luxury, improved dynamics, and better all-around refinement. Then again, they don't have the same cool-cache as the name 4Runner carries. There is also a hybrid 4Runner now, called the i-Force MAX, but that doesn't actually seem to improve economy after trying the engine in a Tacoma. The one rival that falls short to the new 4Runner is the previously mentioned Honda Passport Trailsport, which while has legit off-road ability, suffers in the engine and drivability departments. The Limited trim tested here may very well be the worst of the 4Runner lineup. With a price tag creeping toward $60,000 and no real off-road credibility to redeem it, it’s the unfortunate sheep of the family. After a week and using it just as a normal vehicle like prospective buyers would, I found it excels at nothing and falls short in far too many ways. I can only hope to test a more traditional, rugged 4Runner next—preferably off-road, where it naturally belongs (once you remove that stupid front air dam). 2025 Toyota 4Runner Limited Price as-tested: $58,850 Pros: Powerful new engine; Vastly improved handling Cons: Poor back seat; Still poor economy 2025 Toyota 4Runner Limited basic specifications Powertrain & Performance Engine: 2.4-liter turbocharged inline‑4 Horsepower: 278 hp @ 6,000 rpm Torque: 317 lb-ft @ 1,700 rpm Transmission: 8‑speed automatic Drivetrain: Full‑time 4WD Towing Capacity: 6,000 lbs Real world MPG: 20 Fuel Tank Capacity: 19 gallons Dimensions & Weight Overall Length: 195 inches Width: 78 inches Height: 73 inches Wheelbase: 112 inches Ground Clearance: 9 inches Curb Weight: Approx. 5,000 lbs Interior & Seating Seating Capacity: 5 (optional third row on non-hybrid models) Cargo Volume (behind 2nd row): 48 cu ft Wheels, Suspension & Exterior Wheels / Tires: 20″ alloy wheels with P265/55R20 tires Suspension Setup: Independent front, live rear axle with coil springs; adaptive variable suspension (AVS) standard Infotainment & Connectivity Display: 14‑inch touchscreen multimedia system Audio: Premium JBL 14-speaker system with removable Bluetooth speaker Connectivity: Wireless Apple CarPlay and Android Auto, wireless charging pad, USB‑C ports, hands-free power liftgate Safety & Driver Assistance Safety Suite: Toyota Safety Sense 3.0 (adaptive cruise control, lane tracing assist, proactive driving assist, emergency braking, lane departure alert, road sign assist) Cameras & Sensors: Surround-view camera, front/rear parking sensors, backup camera with washer, auto brake assist Airbags: 8 total (including driver/passenger knee airbags and full-curtain coverage) Warranty Warranty: 3 years / 36,000 miles basic; 5 years / 60,000 miles powertrain

Little known to man is more fun than an MX-5 Miata, a stick shift, and an open road 2025 Mazda MX-5 Miata RF review by The Road Beat Words and pictures: Mitchell Weitzman My last dance with a Miata did not go very well, but this routine proved a much more passionate affair thanks to the inclusion of Mazda's excellent six-speed manual gearbox. I've wrung and rung this sentiment repeatedly now, but if you're willing to put up with the comfort and space compromises of a Miata, you might as well go all-in and choose the manual. An automatic should simply not be allowed here. Instead of being a tiring and inconvenient form of transportation, the stick unlocks it—and your destiny—and makes you feel like a hero on every drive. Picks Despite nearly 10 years on the market already, the ND Miata is still a highly attractive and sharp-looking sports car. The RF version and its folding-roof design adds neat buttresses to the rear deck that blend beautifully with the sculpted body language. Roof on or roof off, this is a good-looking car that is proving to be an absolute future classic in the visual department, not to mention the prettiest Miata in its model history. Boasting the distinction of the Grand Touring trim, this is the nicest Miata you can buy right now when it comes to outright quality. Soft padding around the cabin and leather seats bring a dose of relative luxury, elevating the MX-5 beyond being just a cheap bag of rattling bolts. Interior refinement is simply unmatched by any version of Toyota's latest GR86, for example. Power has been added to the ND-series of MX-5, and with the ND3, horsepower is now 181 hp on manual transmission cars (slightly less on automatics), and with a redline stretching to a fun 7,500 RPM. Thanks to short gearing from the six-speed and a sub-2,500-pound curb weight, the Miata feels urgent in any of the first four gears, even from 3,000 RPM. Second and third gear from 4,000 RPM is absolutely lively, and there’s a newfound pull to the redline that the earliest ND models were missing. Get the launch right, and 0–60 MPH takes a smidge under six seconds flat—a velocity that could never have been dreamed of when the car launched 35 years ago (those early NA Miatas took nearly 10 seconds for the same benchmark). Better still, I averaged a stupendous 31.8 MPG overall. Suspension tuning has also evolved to justify the new ND3 dubbing, and this most recent tester benefits from the improvements—some of which are reserved exclusively for manual-equipped cars (yet another reason to skip the tepid automatic). With new spring rates and damper valving, an effective limited-slip differential, and sharper, more direct steering, this is a treat to hoon and carve asphalt with. Gone is the slight hesitancy at initial steering input, replaced with an immediacy that helps give the gift of turning via telepathy. A short wheelbase also aids in characteristically swift direction changes without feeling nervous. Mechanical grip is low overall thanks to the modest 205-section tires, but that's totally fine by me, as it's well-matched to the available power. This also allows you to explore and experience its limits at increasingly sensible speeds—unlike the latest supercars, which don’t break a sweat until you're doubling posted speed limits. There's also noticeable body roll, but it actually improves feedback and confidence by letting you lean on each corner of the car and feel distinctly what’s happening around you. Front-end grip is nonetheless still strong, but really toss it into slower, technical sections and understeer can happen. Luckily, it’s easy and fun to combat.;A little patience and throttle lift regains control—or even rotates the rear for a dab of 'oppo during a slide. The results of all the minor changes together culminate in an improved sports car experience, boosting confidence and fun above all else rather than just outright pace. With a car that's now more hooked up to the road and your senses than ever, this is the best driving Miata I can remember. But that isn't even the best part of the car. The real treat is when everything is tied together by the brilliant six-speed manual transmission. For a lightweight, low-power car, clutch effort is unexpectedly high, signaling its intent for serious drivers through its added interaction. It can be a bit springy on takeoff, so there’s an adjustment curve, but my god, the way your right hand can so intuitively snick and click through the gears ought to be studied by physicists or, at the very least, preserved in a museum. Now, it’s not the best manual I’ve ever driven—that honor still goes to the Honda Civic Type R for its quintessential rifle-bolt mimicry—but the Miata gearbox is such a joy to use that you find yourself upshifting and downshifting just for the hell of it, a reminder of what can make driving so damn fun. It’s also incredibly easy to heel-and-toe on downshifts, with proper pedal spacing and a quick throttle response that makes rev-matching seamless. This is a great—no, amazing—transmission, and it's the real heart and soul of the Miata. For that reason alone, the automatic shouldn’t even be allowed, let alone offered. I also love that the transmission is at its best under high-load conditions, like wide-open-throttle redline upshifts. The revs don’t hang too long, and the clutch disengages smoothly and snaps you right back into the power. Orchestral is what I'd call that. The subtle presence of tranny whine under acceleration is also a treat, reminiscent of straight-cut gears in race cars. Nicks People truly considering an accurate representation of the MX-5 likely won't care much about the negatives I’m about to list, but they do exist. And there’s no escaping the fact that Miatas are compromised in their pursuit and ideology of creating a lightweight and uncompromising sports car. When you're on a great back road, none of this matters—but when just commuting on the freeway or running errands, you remember this is a car meant for transportation, too. Even with the electrically folding roof in place, this is a noisy car at freeway speeds. Flip the roof away—which can only be done when either stopped or moving forward so slowly you might as well be stopped (not while reversing, though)—and this RF does not give the same convertible experience as the traditional ragtop. All you really get is turbulence and noise. The height of the windshield keeps air passing overhead from actually touching or rustling through your hair joyously. Over 60 MPH with the roof panel tucked away, and you’ll find yourself cranking the radio volume at least halfway to max just to hear your tunes, and that's with the upgraded Bose stereo this Grand Touring has. The RF design also traps wind right near your outside ear, and there’s simply so much overall buffeting that you get the worst parts of a convertible, but without any of the good. Without a glovebox under the dash and only an awkward cubby between the seats that requires a solid vinyasa yoga movement to open, this is not a practical car in any sense of the word. The trunk is decent enough, but inside the cabin there’s barely space for a pair of sunglasses nor even a canister of my favorite Mentos gum. The center display also has noticeable lag when operating, much like a deteriorating iPhone. Despite the fun body roll that aids connection and allows for sports car sensations at reasonable speeds, the ride quality is constantly bouncing and jiggling both you and your passenger. Soft suspension and a lightweight car ought to make for a comfortable and compliant ride—but that’s unfortunately not the case here. And lastly, the main deterrent for many will be the $40,000 asking price, which just seems like too much for a Mazda Miata. Luckily, the purist-oriented Club soft top can still be had for nearly 25% less. An incredible and authentic sports car at its core The bare bones that make up the foundation of the current ND3 MX-5 Miata are undeniably brilliant. A chassis that urges you to explore its limits, the engine is as powerful and involving as ever, and the gearshift is one of the finest available at any price. Because of the turbulent airflow and added weight and cost of the RF, the best version remains the more affordable ragtop, which also gives you true wind-in-your-hair fun while actually being quieter with the top down. Miatas would be meaningless to me without the manual, as I’ve shared in the past, and experiencing Mazda’s little gem of a sports car with a proper stick shift revitalizes my belief in the MX-5. 2025 Mazda MX-5 Miata RF Grand Touring As-tested price: est. $40,000 Pros: Unbelievably fun Cons: RF is not the one 2025 Mazda MX-5 Miata RF Grand Touring (Manual) – Key Specifications Engine: 2.0L SKYACTIV-G Inline-4 Horsepower: 181 hp @ 7,000 rpm Torque: 151 lb-ft @ 4,000 rpm Transmission: 6-speed manual Drivetrain: Rear-wheel drive (RWD) Curb Weight: Approximately 2.500 lbs 0–60 mph: about 6 seconds flat Top Speed: ~135 mph (estimated) Redline: 7,500 rpm Fuel Economy: 31.8 MPG real world Fuel Type: Regular unleaded (87 octane recommended) Suspension: Front: Double wishbone Rear: Multi-link Brakes: 4-wheel disc with ABS Steering: Electric power-assisted rack-and-pinion Wheels: 17-inch alloy wheels Tires: 205/45R17 Roof Type: Power-retractable hardtop (RF) Interior Trim: Leather-trimmed seats Infotainment: 8.8" center display Wireless Apple CarPlay & Android Auto Mazda Connect system Audio System: Bose® 9-speaker premium audio Climate Control: Automatic Driver Assistance (Grand Touring only): Adaptive Front-lighting System Traffic Sign Recognition Lane Departure Warning Blind Spot Monitoring Rear Cross Traffic Alert Thank you for reading The Road Beat's 2025 Mazda MX-5 Miata RF review. 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The revised Sonata receives the Hybrid treatment for 38 MPG overall tested 2025 Hyundai Sonata Hybrid Limited review by The Road Beat Words and pictures: Mitchell Weitzman If Honda and Toyota’s latest hybrid sedans just aren’t doing it for you, Hyundai is ready to pick up the slack. Not only are they here for scraps these days, but they want a bite of the main pie while it’s still fresh. Their Sonata sedan was completely overhauled a half-decade ago, and it’s now received a midlife revamp throughout the range—including this Limited Hybrid model. Sitting at the top of the Sonata and Hyundai sedan lineup, the newfound class and style make for a compelling combination and an alternative for those seeking maximum efficiency on their commutes. Picks Excitement isn’t the right word to describe the character of the Sonata Hybrid—but that’s by design and intention. With its laid-back and calm driving demeanor, it fulfills its role as a commuter with aplomb, thanks to a controlled, comfortable ride paired with easy and predictable steering. It’s not a quick car, but it also thankfully never feels particularly slow nor gutless, and its cabin fosters a soothing environment for relaxation while you internally about the day's frustrations. Speaking of which, while the car looks great on the outside with its updated front fascia, the real highlight is inside. This Limited trim delivers genuine luxury through its choice of materials and overall fit and finish. If this were 15 years ago, you’d think it was an E-Class Mercedes—but it’s not, it’s a Hyundai. That’s how far they’ve come recently. By moving the awkward button shifter to a column stalk, Hyundai has freed up space in the center console, and the long, wrapping screen is well-integrated instead of feeling like a tacked-on afterthought. While the window sticker might suggest you’ll get nearly 50 MPG, my real-world experience lowered that expectation to 38 MPG. That may fall considerably short of the claim, but it’s still an excellent result—no doubt hindered by the abundance of freeway hills on my daily drives. For the record, that figure is right in line with recent Camry and Accord Hybrids, which helps make it impressive by equalling its direct rivals and hybrid heavy hitters. The powertrain is easy to operate, with smooth modulation across all speeds—something older Hyundai hybrids struggled with. I’m happy to report this is now a very refined system, and transitions between electric and combustion power are all virtually seamless. There’s still a bit of graininess from the four-cylinder when you get on it and ask for power, but it’s controlled well enough to be acceptable among its peers. Fully optioned, this Limited trim retails for $38,810. Now, that’s indeed a lot for a Hyundai on paper, but it’s several thousand less than what a top-end Camry XLE/XSE or Accord Touring hybrids will run you these days. Other small changes include the integration of truly wireless Apple CarPlay, something missing from previous Hyundai Group vehicles. And would you look at that? A power-opening and -closing trunk! That’s a nice luxury touch—not just for a sub-$40K car, but even a sub-$50K one. Nicks Like any new car, the latest Sonata isn’t without its drawbacks. For me personally—and this is a subjective gripe—even at my modest 5'10" height, I sit too tall in the driver’s seat. Even after lowering the driver's seat as much as possible, I’m left with only about an inch and a half, maybe two inches of headroom. In other words, if you’re six feet tall and above, you might very well literally not fit in this car—or at least feel uncomfortably tall in the cabin. That’s a disappointing oversight and a real issue for many around the world. I also experienced problems with the proximity-sensing keyless door locks. Putting my hand on the handle often took several tries to unlock, and the same went for locking upon exit. This has actually been an annoyance on other Hyundais, too, and it’s now consistent enough to no longer be dismissed as a fluke. Inside are now many digital touch buttons, which are easier to use than other brands luckily, but some of the layout choices are odd. For example, why is the heated steering button next to the passenger's seat warmer switch on the wrong side? As Chris Traeger would say, "That makes literally no sense." Inside, there are now many digital touch buttons, which are thankfully easier to use than those in some other brands, but some layout and ergonomic choices remain just strange. For example, why is the heated steering wheel button next to the passenger’s seat warmer switch on the wrong side of the dash? As Chris Traeger would say, “That makes literally no sense.” Even with the bona fide luxurious interior finish, one area needing improvement is wind noise. Cabin volume is just that little bit louder than competitors, thanks to a constantly rustling wind at highway speeds. Unique meets the mainstream If you’re under six feet tall, the Sonata Hybrid is a very nice place to be and drive daily. It’s big and practical for family and friends, and its updated style now makes it the most eye-catching sedan in its class. The recent refinements have made a good thing even better—even with the few kinks that should be considered (though most people will easily adapt). It’s not the car for everyone just yet, but there’s a growing number of buyers for whom the Sonata Hybrid is now a legitimate top pick above the typical Honda and Toyota. 2025 Hyundai Sonata Hybrid Limited Price as-tested: $38,810 Pros: Excellent looks and interior quality; Great mileage Cons: The limited costs nearly $40K; High driver's seat Basic specifications Powertrain & Performance Engine: 2L inline-4 cylinder hybrid Combined Power Output: 192 horsepower Transmission: 6-speed automatic Drivetrain: Front-wheel drive 0–60 mph Time: About 8 seconds Fuel Economy & Range EPA Rating: 44 mpg city / 51 mpg highway / 47 mpg combined Road Beat real world MPG: 38 Fuel Tank Capacity: 13.2 gallons Dimensions & Weight Length: 193 inches Width: 73 inches Height: 57 inches Wheelbase: 112 inches Cargo Capacity: Approximately 16 cubic feet Curb Weight: Around 3,700 pounds Features & Trim Highlights Trim Level: Limited Hybrid (top trim) Starting MSRP: Around $37,700 Standard Features Include: Leather upholstery with heated and ventilated front seats Dual 12.3-inch displays (digital instrument cluster + infotainment) Bose 12-speaker premium audio system Panoramic sunroof Blind-Spot View Monitor Wireless Apple CarPlay and Android Auto Power opening and closing trunk Hyundai SmartSense safety suite including adaptive cruise control with stop & go, lane keeping assist, forward and rear collision avoidance Warranty & Assembly Basic Warranty: 5 years / 60,000 miles Powertrain Warranty: 10 years / 100,000 miles Warranty & Assembly Basic Warranty: 5 years / 60,000 miles Powertrain Warranty: 10 years / 100,000 miles Thank you for reading The Road Beat's 2025 Hyundai Sonata Hybrid review. 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Row Your Own: 2025 Honda Civic Si Review by The Road Beat Words and pictures: Mitchell Weitzman Preaching about rowing your own gears is a cliché at this point, but the merit can't be overstated when it comes to modern cars—whether it’s performance-oriented supercars or the mundane, modest ones like this Honda Civic Si. Over the past few decades, the Si has built something of a legacy: an affordable entry point to a raw, high-revving experience that does away with compromise. The 8,000 RPM-and-beyond redlines may now be a relic of the past, thanks to emissions laws, and it's smoother and more hospitable than ever, but the Si still delivers the goods when it comes to driver involvement and sheer fun. And yet—I expected to like the Civic more than I did. Despite ticking the correct boxes for an affordable performance car, a few nagging annoyances left me puzzled, and at times, irritated. Picks The skinny on the highlights of this deft and relatively light sport sedan is simple—and not particularly worth shouting about. It’s powered by a 201-horsepower turbocharged 1.5-liter engine driving the front wheels, with a curb weight right around 3,000 pounds, neither being figures to gloat over. What is  worth shouting to the moon and back about, though, is the six-speed manual transmission in the middle—a beautiful and increasingly rare find in today's cars. Simply slapping a manual in a car isn’t enough, but luckily this is Honda, and Honda knows how to make this DIY operation a joy. Even if it doesn’t quite hit the absurdly high bar set by their Civic Type R’s transmission—arguably one of the best in the world at any price—the Si brandishes a talented skillset of its own, with a defined, mechanical shifter feel that slots into gears cleanly. Compared to another popular purveyor of manuals, this Honda avoids the vague, notchy slop you often find in modern BMWs. If you'd like some assistance, there’s also an auto-blipper for downshifts that’ll make you feel and sound like Kamui Kobayashi every time you drop a cog. Clutch action is light, with a long throw that makes it easy to find the engagement point, making it a wonderful transmission for first-time gear-rowers. Is it too  light? Maybe, for seasoned drivers. I personally prefer the added heft of my Nissan Silvia, but the Si’s gearbox doesn't detract from the experience in the slightest, as  a car of this stature is greatly suited by its transmission’s approachable nature. And if you do want that extra solid and mechanical bliss, then they offer the hardcore Type R as well. Power comes from a tiny turbocharged four-cylinder that’s a long way from the charismatic, VTEC-screaming die grinders of yesteryear, with the rev limit now at a staid 6,600 RPM. The upside? A torquey unit that delivers solid shove from 3,000 RPM and pulls cleanly to the top, with only a slight falloff. Even if this engine leans more midrange than high-rev thriller, it doesn’t suck the fun out of rowing through the gears. Instead of chasing the 6,000–8,000 RPM window like past models, you’re now living between 3,000–6,000 RPM, and thanks to short gearing, there’s still plenty of shifting action on backroads between 2nd, 3rd, and 4th. It’s not the banshee of before, but it has more character than most modern turbo-fours—helped in no small part again by that brilliant gearbox. It's also quite unexpectedly throaty, even in stock form, with a guttural growl that may or may not be synthetic—but I don't really care because it sounds decent, and that’s what matters. Sport mode bumps the volume to a near-perfect level for daily driving without becoming annoying on freeways. I also appreciate the lack of ridiculous snap, crackle, and pop noises—always a telltale sign of insecurity for both carmakers and drivers. And if you’re anxious about straight-line metrics, 0–60 MPH takes around 6.5 seconds with a good launch—which can be tricky in a front-wheel-drive car. Perhaps the biggest standout of this power unit is fuel economy. Over a week, I averaged an astonishing 34 MPG from mixed driving, including hilly highways, city traffic, and numerous spirited runs up and down the rev range. Manufacturers love to claim manuals are less efficient than automatics, but this is pretty compelling evidence to the contrary. Thirty-four MPG!  That’s only a few ticks shy of the last Civic and Corolla Hybrids I tested, and those are terribly dull. Being a performance-oriented Honda, the chassis and handling are predictably superb. The steering may be electrically assisted, but you’d barely know it due to the organic vibrations. Response is quick and immediate, with enough feedback to give you a real sense of what’s happening at the contact patch. Sport mode adds artificial heft, but I found it unnecessary—the base setting is already sharp and precise. The Type R remains the pinnacle of front-wheel-drive dynamics, but the Si is closer behind than I expected. Lateral grip is impressive at both ends, and the front resists understeer commendably—at least until you're being genuinely stupid and the grip from the modest tires give up the ghost. Torque steer shows up a little in 1st and 2nd gear, but I kind of enjoy the added involvement and correction needed. Exiting a cloverleaf freeway on-ramp—a favorite practical handling test—I found third gear best exploits the engine’s midrange without overwhelming mechanical grip. You can apply throttle gradually yet eagerly through the corner while maintaining your line. At the exit, just as adhesion is tested the most, you feel the skinny front tires start to struggle with full power and lateral load—but it’s all beautifully communicated through the wheel, letting you manage the car with nuance. Driving is about involvement, and in this case, front-wheel drive almost enhances it at least in this 200-horsepower application. Do I still prefer rear-wheel drive? Yes. But a Miata isn’t exactly a drift monster with its slimmer powerband. Also of note: the cabin is spacious and well-designed. The rear seats easily accommodate adults, and the trunk is generous as to not hinder shopping potential. The Si-specific front seats offer an excellent blend of comfort and support, and the latest Civic design language is cohesive and attractive inside and out. Nicks As enjoyable as this turbocharged engine is to work hard, a 6,600 RPM redline is a letdown. I wish it were tuned to rev past 7,000 and bring back some of that old-school Honda magic at the top end. More annoying and what solidifies this view, though, is the harsh rev limiter—it cuts in abruptly right at 6,600, meaning you need to shift closer to 6,400 just to avoid it. And instead of a satisfying "wom-bom-bom" of famous tuner cars, the engine just flatlines in groaning disapproval. Modern safety systems also chip away at the driving experience. The lane-departure assist in particular is overly aggressive, and radar cruise control is poorly tuned, preferring to hit the brakes when coasting would be better. By default, it also beeps every single time  it detects a car ahead, even if hundreds of feet away. Why does that feature exist? If you’re driving, I would sure hope you're not that visually impaired. And the beeps... oh, the beeps. Close a door? Beep. Trunk? Beep. Exit the car? Beep. The electronic parking brake? Beeps even on a level surface. It became a running joke by midweek as just existing around the car meant triggering a chorus of chirps. I scoured the infotainment menus and cluster settings multiple times and couldn’t find any way to disable them. If the option does exist, it’s buried somewhere utterly obscure. And that alone soured the experience in a real way. There are more than enough bongs in modern cars for various silly reasons, and this has more than jumped the shark. If I'm wrong, please let me know in the comments if all that nonsense can be disabled, because as a car to live with each day, that kind of actually ruins the car for me. The infotainment itself is user-friendly, but was plagued with connectivity issues when using Apple CarPlay. Besides constantly unlinking, Siri would refuse to respond, and it failed to read any messages out loud—a problem I haven’t experienced in other cars, suggesting this one’s on Honda. Verdict: Affordable, Fun... and Annoying I genuinely love the Civic Si as a performance car—and the affordability is a major bonus. Combine that with 34 MPG and daily practicability, and you’ve got an extremely well-rounded package. But the endless beeps and overly nannying safety features got under my skin. After a long day at work, I want to relax on my drive home—not be chirped at repeatedly after  I’ve arrived home. At $31,800, it’s a great value. But for just $4,000 more, the Hyundai Elantra N exists—and that weapon absolutely obliterates the Si in nearly every metric, including driving thrills. We're talking Civic Type R-level thrills for thousands less than the Type R itself, and that’s really difficult to ignore. Maybe more telling is that when the Si left, I didn’t miss it. As fun as it is on a backroad or regular commute, I kept thinking about how close it sits to the evocative Elantra N —just a few grand more, and oh so much more car. While the Civic Si is a big leap above other Civics in terms of sporting credentials, Hyundai has built a true game-changer. It’s unfortunate for Honda, but the bar has been raised—and the Si can no longer coast on legacy alone. For the money, it's a terrific performer and roasts a Jetta GLI for fun, but with the Elantra N in tantalizingly close reach, the Civic Si is not the sure thing it once was. 2025 Honda Civic Si As-tested price: $31,800 Pros: Excellent chassis and gearbox, 34 MPG overall Cons: Why does it beep so damn much? 2025 Honda Civic Si – Basic Specifications Powertrain & Performance Engine: 1.5-liter turbocharged inline-4, direct injection, 16-valve DOHC VTEC Horsepower: 200 hp Torque: 192 lb-ft Transmission: 6-speed manual with rev-matching and limited-slip differential 0–60 mph: Approximately 6.5 seconds Drivetrain & Chassis Drive Type: Front-wheel drive Suspension: Sport-tuned MacPherson strut front and multi-link rear Brakes: 4-wheel ventilated disc with ABS Steering: Electric power-assisted, variable ratio Tires: 235/40R18 Goodyear Eagle Sport All-Season Fuel Economy & Tank EPA Estimated MPG: 27 city / 37 highway / 31 combined Fuel Tank Capacity: 12.4 gallons Road Beat observed: 34 MPG overall Dimensions & Weight Curb Weight: Approximately 3,000 pounds Length: 184 inches Wheelbase: 108 inches Width: 71 inches Height: 56 inches Interior & Cargo Seating Capacity: 5 Passenger Volume: 97 cubic feet Trunk Capacity: 14 cubic feet Standard Features 9-inch touchscreen with Apple CarPlay and Android Auto Bose 12-speaker premium audio system LED headlights and taillights Three drive modes: Normal, Sport, Individual Sport front seats with heating Digital 10.2-inch instrument display Power sunroof Wireless phone charging Warranty Coverage New Vehicle (Bumper-to-Bumper): 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Rust-Perforation Warranty: 5 years / unlimited miles Thank you for reading The Road Beat's 2025 Honda Civic Si review. 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An unassuming turbocharged sedan deals the feels 2025 Mazda3 Turbo review by The Road Beat Words and pictures: Mitchell Weitzman Not much has changed since the first time I drove a turbocharged Mazda3 already four years ago. Then again, not much has warranted a change. While an uncommon sight on roads compared to the ubiquitous Corolla and Civic, this powerfully turbocharged and luxurious compact sedan proves that is indeed a shame. Picks Did I mention it’s also really refined? Mazda has been leading the way in attainable luxury touches for the better part of a decade now. In this Premium Plus model, the leather is some of the best you’ll find under 40K, and many of the key controls and touch points all have an assured quality and substance that most economy and compact cars lack. If you still, for some reason, haven’t sat inside a modern Mazda, the cabin will not disappoint. Even though there’s no special naming like Mazdaspeed on its rump, this little sedan packs a serious punch thanks to its familiar 2.5-liter turbocharged engine. Rated at 227 horsepower and 320 lb-ft of torque, 0-60 mph takes just over six seconds, but the real treat is the walloping midrange that makes everyday driving a joy and forward headway extremely easy. Guide it onto a backroad, and the usable, accessible power makes rapid progress dangerously easy for such a modest-looking car. When it comes to comparables, you’d normally look for an Si or GLI—legacy performance models—but Mazda has normalized this kind of aptitude with its simply named Turbo badge on the trunk, and neither of those come even close to the luxury intact. Backroads are where the Mazda3 Turbo shines the brightest. It’s here that you experience its finely balanced chassis and eager reflexes. AWD routes power to all four wheels and completely eliminates torque steer, while also providing extra traction in tricky conditions. Volkswagen doesn’t offer an AWD version of the Jetta, nor does Honda with the Civic. Toyota only offers a very basic and highly mundane AWD Corolla—and if you want a real performance AWD Corolla, you’ll need to jump up to the track-bred GR Corolla for a good premium. To keep the good beats going, the Mazda3 feels like a proper car behind the wheel, with its weighted and precise controls and tactile touchpoints. You can be aggressive with the steering, too, and chuck it in to corners—the Mazda3 invites you to do so. Thanks to its AWD grip, you can jump onto the throttle early and leave your foot down as you guide the car through whatever band of esses and bends await. Understeer is mostly irrelevant and adds to the flexible and adjustable nature of the car. Without sounding too poetic, it’s just a really damn good driving car. Nicks There are few complaints with the Mazda3. For most consumers, the number one detractor will be the asking price. That’s not to say the Mazda3 Turbo isn’t worth the money—it is—but over $35,000 and let alone $37,580 is still a tough pill to swallow for a compact car, even one with this level of performance and luxury. Gas mileage isn’t fantastic, averaging a very average 25 mpg over the week. Let me correct myself: that’s not terrible, but this is a small car, and 25 just isn’t good enough anymore. I just tested a Honda Civic Si with a manual transmission—a similarly powerful car—and that averaged an astounding 34 mpg on the same roads. Though Apple CarPlay is offered and has full touchscreen capability at all times, the native infotainment system itself is dated and slow in operation. If you choose to listen to regular radio, pulling up the list of stations can take seconds, and the system’s startup time also lags behind other modern systems. I like Mazda’s six-speed transmission for its smooth shifts, but having only six ratios means they’re leaving some room on the table for more grunt via shorter gearing as well as improved fuel economy. For example, if there were one or two more gears up top, then cruising rpm could drop, resulting in better highway mileage. It works for what it is, but does feel like a bit of a relic here. Not the obvious choice, but still such a good choice Despite some criticisms about its age and lack of meaningful updates over the past Presidential term, the Mazda3 Turbo is still a total class act. Combining all the traits car enthusiasts and consumers like—performance, fun-to-drive character, and a luxurious interior—there just isn’t another car that does all those things together unless you're talking and spending German. It may not be the car or combination for everyone, but for the select few who appreciate these precise traits at this price point and niche, the Mazda3 Turbo remains kind of unbeatable. 2025 Mazda3 Turbo AWD Premium Plus As-tested price: $37,580 Pros: Great to drive, luxurious interior Cons: Getting too expensive Extended image gallery Engine & Performance Engine: 2.5-liter turbocharged 4-cylinder Horsepower: 227 hp Torque: 310 lb-ft Transmission: 6-speed automatic with AWD Fuel Economy (EPA-estimated) City: 23 mpg Highway: 31 mpg Real World MPG: 25 Dimensions Wheelbase: 107 in Length: 184 in Width: 71 in Height: 57 in Wheels & Tires Wheels: 18-inch aluminum-alloy Tires: P215/45R18 all-season Interior Features Leather-trimmed sport seats Heated front seats and steering wheel 12-speaker Bose premium audio system 10.25-inch center infotainment display Apple CarPlay and Android Auto Head-up Active Driving Display Safety & Driver-Assistance Adaptive cruise control Lane-keep assist & lane departure warning Blind-spot monitoring & rear cross-traffic alert 360-degree camera Thank you for reading the Road Beat's 2025 Mazda3 Turbo review. 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