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Affordable is relative, but with luxury SUVs reaching up to and over $100,000 now, Genesis is here to steal the market with the sensationally good and almost reasonably priced luxury GV80 SUV. Ice House Rd snakes for miles and miles up the sides of Northern California's Sierra Nevada mountains. The scenery is breathtaking as you both climb and plunge into the El Dorado National Forest; Beautifully green trees are everywhere with snow capped mountain peaks in the distance. Normally during the winter and spring, this stretch is doused with the white powder, but the abnormally dry spring means the mountainous pass is open for business. While dangerous cliff sides loom constantly, the coiled stretch of asphalt is also akin to a special stage of the Monte Carlo rally. With a magical flow and a road in rather terrific shape, too, this road is one of my favorites in the world for sports cars and motorcycles. In other words, the perfect setting then to test out a 2.5 ton luxury SUV. Okay, to be honest I didn't come to the daunting Ice House Rd specifically to be a hooligan in a land yacht of an SUV (more to find snow for photos), but it did present a wonderful opportunity to test it to the extremes of what should not by any means be its comfort zone. That's also what makes it all the more surprising concerning what I'm about to write: It's damn impressive. For those that don't know, the GV80 is the new SUV from Genesis, the luxury and flagship brand from Hyundai and Kia. It's based on the platform of the also excellent G80 sedan and is here to bring top-shelf luxury to a wider audience. The GV80 will make you a believer. At the bottom of the mountain and crossing over the American River from California 50, I select sport mode and daringly turn off all forms of traction control, drop a few gears using the left paddle shifter, and put my foot to the floor. From 3,000 RPM and up, the 3.5L twin-turbo V6 can make serious progress despite the heft burden it carries (about 5,000 pounds). It's not quite as rapid as an X5 M40i let alone the V8 monsters you find in other X5s or Mercedes options, but the V6 gets you there as quick as anyone should need to. The noise emitted is one of a subdued gargle and one that's entirely pleasant; no trashy rough V6 coarseness to be found here. I go into the first 180 degree corner with caution to grow accustomed to the controls under load and I instantly realize how much more there is to go and give. The next sequence of left and right corners are marked for 35 MPH and negotiating them at 50 proves an absolute breeze. So, I do what any journalist would do: go a little harder. Using the navigation system to look at the ahead corners as if it's my rally co-pilot giving me pace notes, the GV80 and I really start to make serious strides up the mountain as the American River and Highway 50 below grow ever smaller. I nestle into a groove of about 60 in most turns while a few tighter ones necessitate an almost modest 50. On a tighter right hander with lots of extra pavement available I cook it in hot with ambition and the steering weights up beautifully with the suspension loaded on the outside corner, but body roll isn't even terrible and continues to offer great control. I give a small lift of the throttle and low and behold the GV80 gives lift-off oversteer and tightens its line. Back on the power the AWD deploys power to the front as it regains grip and catapults out and onto the next while resisting understeering push on exit. This SUV isn't made for this at all and yet I'm finding an unexpected wannabe sports car underneath. Fine, fine, not a sports car, but you get the point. This car should not handle this good, but the simple matter of the fact is the GV80 LOVES corners. Sharing a platform as the Genesis G80 sedan, a car that exhibited playful road manners as well, the balance is tremendous for a weighty and big brute, but also one that offers such cushioned ride quality throughout. Even encountering mid-corner bumps and undulations, the GV80 just completely absorbs them and swats them away like an electric fly zapper. Brakes also provide a reassuring feel to the pedal and can halt speed quickly if needed, like for the deer that jumped out at one point. What this really proves, though, is that Genesis has an amazing opportunity to make an M, AMG, or RS equivalent with the GV80. I'm sure this engine could be boosted to 500 horsepower with ease. Please, Genesis? May we have more? However, how this SUV drives up and down the side of a mountain is probably of little to no interest to the casual and probable buyer. This is a luxury SUV, and so it should do things that luxury machines do. For example, take the GV80's opulent and inviting interior. Pictures might not do it justice, because it's that gorgeous. And of course the leather, which is basically everywhere by the way, is first-rate. It's soft, lush, smooth, all the generous adjectives you can think for leather. Being seated in the front chairs is like the spa at a Four Seasons, just relaxing and easing of any and all stress. There are lots of expensive looking and feeling metal switchgear to compliment further along with an exquisitely finished matte wood trim that could be straight out of the Restoration Hardware catalogue. I can't think of a single disappointment with the cabin space, well one, but it's so minor you'll probably laugh at me. Everything you see and touch is of a higher power of luxury. Oh yes, this GV80 as equipped cost only $66,475, but this is easily a ninety or even $100,000 interior. It's that good. So that one minor dissatisfactory item? While many of the knobs found in the interior have this classy metallic knurled texture, some of them are hard to grasp because they're not tall enough. The heat adjustment knobs could stick out just a couple millimeters more and be easier to grab and turn. Though they do look so nice with their low-profile nature. Same goes for the dial that controls the infotainment, which isn't a knob as much as it is a dish, so you have awkwardly grip it from the inside to spin it. There are too many motions with the controller, but once you learn it things go smoothly. The large screen is touch-operable if you desire so instead, though. Okay, I lied, there's one more issue and that is related to the big and beautiful 14" screen. It's a gorgeous piece of kit with lovely graphics and a soothing screensaver, but at night, the default screensaver doesn't change enough, so it's big and bright which isn't easy on the eyes. I looked everywhere in the settings and couldn't find a change for it. It can dim slightly, but the colors are still wrong. Hopefully a software update can cure this. Luckily, the solution is to just leave it on the map or media page at night with its deep black backgrounds that melt away. Don't let those 'issues' bother you, however, as this interior is proper luxury. It's so good that I'm having to resort to nitpicking to avoid me seeming like Genesis is paying me for this review. In the rear, the seats are a delight to spend time in plus ample leg space. They are also easily adjustable to get even more comfortable. Hours upon hours in the back would prove no issue at all for group road trips. Above, you'll find a large panoramic sunroof (actually there are two, one separate for both front and then rear) to allow in more light and seemingly let's you reach for the environment above you. Behind, there is a third row that can be raised and lowered all electrically. Yes, open the cargo boot and there are four buttons to press that raises and lowers the third-row seats on their own. Elegant? Yes, and fun. But, erect the third row seats and, well, let's just say I wouldn't want to spend time there. Great for emergencies, however. With them down and stowed away, cargo space is as vast as anyone could hope for. In normal driving and freeway cruising, occupants are isolated from the noise of the world in great comfort, a hallmark and trademark of a true luxury vehicle. Ride quality, as mentioned already, is wonderful as the GV80 glides over surfaces. Road noise is kept low, but I did notice some wind turbulence from time to time in the driver seat. But, I believe the only reason I was aware of some wind rustling was because the other noise aspects are so quiet; Conversations were had in hushed tones and the stereo was never turnt up that loud to compensate even (except when my favorite Taylor Swift songs would pop up, don't judge). And when you do turn up the stereo, the 21 speaker Lexicon system in this example can really pump. There's tons of technology inside as well. Road-Noise Active Noise Control is one of them and it does what it sounds like, and is one of the reasons the GV80 is as silent as it is on the motorway. Then there's the semi-autonomous tech that can provide steering on freeways, but I found myself finding it intrusive and the motions not smooth enough for my own liking. There's a nifty option where you can command the GV80 to pull forward and reverse while outside the car using key fob, something that could be handy if you have a tight garage space or for showing off to your mates. While other cars have HD rear-view and surround view cameras integrated into their infotainment display screens, I was really fond of the Genesis' camera setup on that large and gorgeous 14.5" screen as it adds some theater (pun unintended) to it all. Of course, tons of safety equipment is included, too, to keep you and your family and your German Shepherd safe inside. Performance from the twin-turbo V6 returned 0-60 MPH runs at a quick 5.4 seconds, aided by the all-wheel drive system's grip and ability to instantly launch you forward. Even with 375 horsepower, while it's perfectly adequate and doesn't need anymore power, the GV80 has so much potential to handle much much more. However, the biggest negative during my time with the GV80 was in the fuel economy, or the lack of it. Average MPG was below 18, a dismal performance for a V6-powered machine, and that was when driving like I was on my driver's test with a former drill instructor. Highway numbers at least climbed to 24, but an X5 M40i will average several MPG more all while being quicker still. For fewer Benjamins, buyers can opt for a punchy four-cylinder in their GV80 that will net extra economy if you don't require the extra juice. And yes, from my experience in the G80 sedan, that four-cylinder kicks well above its weight, so that might be enough for most. Of course, none of this matters if the GV80 is an ugly orc. In pictures, you might think the grille is too large and ostentatious, but it comes together so nicely in person that you couldn't imagine it with a smaller one. It's a beautifully knit together machine, with unique touches all over that make it a proper pupil-pulser. The consistency and flair given by the matching stacked headlights, side markers, and then taillights is a particular standout quality. There's also a line that runs from the grille, across the hood, and then all the way down the beltline, too, that does well to break up the mass and make the GV80 appear lower than other SUVs. The front overhang is also short as the front axle is pushed far ahead to visually lengthen it further, while a flared rocker panel adds swagger and poise when viewed from three-quarters. Other SUVs appear dull and drab in comparison after spending more and more time with the GV80. It delicately balances that fine line between elegance and pretentiousness in a convincingly sophisticated method. As you can easily tell by this point, I really really quite like the GV80. The sealing stamp on the matter is the cut-rate price. To have a fully-loaded example such as this for just $66,475 is just tremendous and there actually isn't anyway to say it otherwise. If you're looking for a luxury SUV and aren't considering the Genesis, you ought to book yourself a CAT scan and pronto. Like I said with my glowing review of the G80 sedan, I think Genesis is really having their Dark Side of the Moon moment here. Finally, the world will wake up and see Genesis for the prestigious brand they're proving to be. The GV80 comes highly recommended. 2021 Genesis GV80 3.5T AWD Advanced+ As-Tested Price: $66,475 GV80 Starting Price: From about $50,000 Rating: 4.5/5 Pros: Luxury defined both inside and out; Excellent driving dynamics; Insane value Cons: Thirsty V6; Rivals can be quicker Verdict: The GV80 deserves your attention Dimensions: 195"long 78" wide 68" high

Hyundai continues their hot streak with a daring new entry-level sedan. Hyundai has transformed their bold new Elantra into a champion prizefighter of the compact sedan world. Cheap (sorry, i meant affordable) cars aren't meant or supposed to be exciting, but I found myself rather stirred when the newly redesigned model was first unveiled, and even more so when I first saw it in the flesh this past month at Sonoma Raceway when I picked it up. Could Hyundai make a reasonable car that people would genuinely want? Well, they did, and it's the new Elantra. Step 1, and the easiest way to make any reasonably normal object exciting, is to give an alluring and brave design. Consider that done. Not only is the Elantra's exterior an exercise of boldness, but it's also actually just a good looking machine. The outgoing and extremely popular Honda Civic has claim to being bold, too, but it's not attractive by any means. Bold to them just means a mish-mash casserole of shapes and edges that add only to vulgar excess. Not so with the Elantra. I mean, look at the door, how that crease makes it become three dimensional. The large grille balances elegance and ostentatious in a bizarre fashion that somehow just works, and the front appears low and tapered rather than tall and ungainly. In person, in my eyes at least, I like the aggressive nature of the aesthetic because of how it blends its unique look without going overboard. It's eye-catching for sure, and will cause other drivers' pupils to pan along with you to get a better look at this unique creation that makes some Corollas look dreary on Nyquil. The interior continues the tasteful extravagance with a look that's properly of this decade. Behind the wheel, the Elantra gives the impression of being in a cockpit with how the innards seem to wrap itself around you in the driver's seat. The view out the front is immense, too, with a large and clear look ahead, yet you don't feel like you're sitting too high either. Stretching from all the way left across you are multiple connected 10.25" displays, plus an additional one that as of yet serves no purpose besides showing several dotted lines. Maybe a future software update will bring some functionality. The main unit has navigation and is touch operable while including Apple CarPlay and Android Auto for phone integration and works with ease. The digital instrument cluster looks nice during the day with the silvery-white tachometer and speedometer, but I do strongly dislike the piercing brightness they produce at night. When the headlights come one, they only ever hardly just dim when they should change to a different color altogether. Switching the Elantra into sport mode cures this as the dials take on a red motif instead. Nonetheless, the steering wheel feels comfortable in the hands and with a good grip, but once past the main controls things do you feel somewhat less impressive, but remember this Limited only stickers for $26,600. I will say that some of the materials in the cabin didn't have the quality of the daddy Corollas like an XSE, but it's very good nonetheless, and also nicer than a similarly priced VW Jetta. The leather-trimmed Seats are good, too, having comfort on several 2 hour trips in the Elantra, and I liked the canvas accent pieces on the doors and seats, too. Yes, it may sound like I had more gripes than likes in here, but I did positively enjoy the interior for its swanky design, just the white gauges bothered me at night, but I also struggle outdoors without sunglasses so that might say a lot. In an easier way, it's very respectable environment to spend time in. Space is enormous inside. The trunk can take as much as any small sedan can fit, so whatever grocery shopping from Winco or Costco, or your luggage for a trip, the Elantra has the space in the boot. The rear seats were a surprising delight, too, with ample head and legroom for anyone. For a supposed compact car, you'd never know it. What's more is that the Elantra Limited is convincingly quiet on the move. Even on the freeway and over 70 MPH, it's surprisingly hushed with only minor road and wind noise which contribute to a far more relaxing journey. The ride quality is comfortable and controlled, too, not jostling occupants over bumps while remaining collected and at ease. The engine might be only a 2.0L inline-four cylinder with 147 horsepower, but it serves its purpose well here. It's not fast at 8.2 seconds to 60 MPH, but it's barely behind that of a Corolla SE so much as not even be noticeable in its deficit. A Jetta with its 1.4 turbo engine is quicker than either but suffers from turbo lag that admittedly isn't for everyone (I oddly enjoy it). A Civic Sport with it's 1.5 turbo will dust them all, though. And then there's the Elantra N Line with 201 horsepower to think about... However, with those 147 ponies on tap, I was never in need of extra power as I know that's not the mission of this car. In normal driving, the Elantra performs admirably enough to get you up to speed without issue. Aiding the engine was a mystery shock of a transmission. Spoiler, it's a CVT, a continuously variable device which historically slogs and slips its way in and out of your nightmares - really, CVTs are like an unnecessary catheter. But the shock was that this CVT was even a CVT because I thought it was a traditional automatic; it behaves that well. Normally one of these automotive warts will annoyingly hold RPM when you accelerate, causing loud, sustained groaning from the engine, but not this one, at least not during regular driving habits. If all CVTs acted as such, few would ever complain about them. You definitely can't complain about the efficiency. On a 200 mile round trip to Sonoma Raceway and back for the GT World Challenge races, this Elantra averaged 43 MPG, and that's the entire trip, including a small bit of traffic and making good pace on Interstate 80. Overall, that number dipped only slightly to 37. This engine and transmission combination delivers outstanding real-world fuel economy. While the Elantra Limited is far from being a sports car, the Hyundai does deliver a level of pizzazz through the steering that came as a pleasant surprise. I expected the Elantra to have ho-hum handling in the pursuit of another entry-level sedan that's boring to drive, but that is not the case. Driving dynamics, all around, impressed. Turning and steering with a certain eagerness, it's thoroughly one of the better driving cars in its class. The steering feels nicely judged, too, with a natural weighting and response and you can even attack corners rather hard, not in an outrageously exuberant way, but attack still. On the freeway cruising, I found the Elantra easy to drive and refrained from any type of wandering at speed. Overall, a very good showing from the Koreans on this front as they continue to invigorate driving pleasure in many of their models. And this behavior is from the luxury rendition of the Elantra; there's an available N Line model with almost 60 more horsepower, a more focused chassis, and your choice of a six-speed manual or automated dual-clutch trans. Now that is enticing. 'Normal' cars aren't supposed to be exciting, hence why they're called normal. This Elantra seemingly breaks that trend by way of its dramatic and cool design inside and out and pleasant dynamics on the road. At the as-tested price of $26,600, it represents exceptionally great value considering all the equipment onboard for technology and safety. You've got all the active nannies like collision avoidance, blind-spot, adaptive cruise control, and even a cyclist detection aid. Going back to the design, what's more important that just a bold design though is the fact this new Elantra presents a risk, and mainstream automakers need to take more risks. I hope it pays off because the new Elantra is worthy of the hype. This Elantra is good enough to where I think I'd recommend the Limited model over a base Sonata. I can't wait to try the N Line and see the real sporting side to Hyundai's grand and grandly affordable concoction. 2021 Hyundai Elantra Limited As-Tested Price $26,600 The Road Beat Rating: 4.5/5 Pros: Bold design, excellent fuel economy, good to drive Cons: Maybe too bold for some? Verdict: A risky and bold win for Hyundai.

Do you remember the Toyota Venza? No? Neither do most. Debuting in 2009, Toyota released the Venza SUV as a link between the RAV4 and Highlander, their compact and mid-size SUVs as a more car-centric offering. It was, in fact, based on the Camry even. After a few years of modest sales success, the mk1 Venza was discontinued after dwindling sales (Mind you, canceling models is a huge rarity in Toyotaland). However, it was only a year ago that Toyota announced a second generation of the Venza, based on the current RAV4 Hybrid, and when I say 'based' I mean basically identical; Same engine, same wheelbase even. This puts the new Venza in a precarious situation of understanding where the Venza stands in the Toyota lineup if it's not a link between the RAV4 and Highlander and rather just is a RAV4. Watson, we have a new case to investigate. On paper, yes, it's a RAV4 Hybrid, but you wouldn't know it from the looks. Visually, the Venza has a far more swanky design, with swooping curves and creases that actually looks like a Lexus rather than a Toyota. Whereas as the RAV4 boasts a faux-rugged and sharply boxy aesthetic, this new Venza appears an upscale and understated exercise in elegance, and I do prefer it over the RAV4 that can be appear overstyled at times. The Venza is more than just a dressed up RAV4, though, because when you glance inside the first time and nestle in behind the steering wheel, you realize the interior and innards are also a step above in quality over the RAV4; The materials, basically everywhere, all have a higher sense of magnitude to them. Even compared apples to apples between this Venza Limited and a RAV4 Hybrid Limited, each the top-shelf trim, the Venza feels more special and modern inside. The screen in particular is a noticeable improvement over the RAV4 with a larger optional screen size (12" vs 8") and smaller bezels (the buttons were moved from the bezels to below the screen to free up the space). Also present is a lovely and huge panoramic sunroof that has an odd tinting feature that filters light at a touch of a button. The RAV4 has an available panoramic option, too, but forgoes the tiniting feature that I never once used. I found it made the sky appear orange and smoky. Another item I loved was the 10" head-up display, which projects basic driving information onto the windshield in front of you. This allows you to view info closer to eye-level rather than having to glance down. It's an addictive treat, that. The RAV4, currently, does not have such an option at all available. Though, I do have one interior design cue that made me scratch my head: the starter button. I actually think the Toyota designers had the whole interior done and ready and then realized they forgot to add a starter button. So, it's just tacked on below the HVAC controls in a most inelegant way, like an afterthought. It also strongly protrudes into the small storage area that also serves as the wireless charging pad for your mobile device. Where the Venza does lose out to the RAV4 is in cabin space. Even with the same 106" wheelbase and being five inches longer overall than a RAV4, the Venza's swanky exterior design does come at a small price. While you'd hardly notice this in the front seats, the rear seats suffer a tiny fraction of headroom loss. Legroom seemed to have no noticeable difference luckily. The cargo area faces the largest compromise as the slowing and tapered rear roof impede on how much Costco you can fit back there. The cargo floor is also several inches taller than on a RAV4 Hybrid, too. For some, that could be the biggest deciding factor on which to choose, with the RAV4 Hybrid being somewhat, but not substantially so, larger inside. Good looks do come at a cost. On the contrary, did I find the Venza as being space limited during my time? No, not at all, but those looking at maximising space can compare the two for your own well-being. On the road, I struggled to differentiate the two siblings from one another. I'd like to say I preferred how the Venza drove if only because I preferred being in the Venza and its environment more. Dynamically, the Venza (and in this case, the RAV4 Hybrid as well) provides confident yet neither inspiring steering nor handling. With this Venza Limited's soft leather-wrapped wheel in your grasp, you'll find a decently weighted steering that's devoid of feel, but proves surprisingly accurate and direct in responses. In other words, that's the confidence aforementioned; you do not doubt the car's abilities on the road nor in corners. However, it doesn't exactly beg or beckon you to try harder and push through bends the way that new Mazdas do; hence the lack of inspiration. On the bright side, I don't think anybody is buying a new RAV4 or Venza for that purpose anyways as Toyota perhaps does the best job in the world at identifying their market and who their vehicles are for. So yes, it's very competent to drive, but it'll never light up the world like Rockefeller Plaza on (a normal) New Year's. Also of note is the Venza's standard all-wheel drive system for capability and security in most all climates and weather. Toyota claims the Venza's AWD can send more power to the rear verse the RAV4, but it's not likely something you'd ever notice in the real world. In my daily commuting and a longer drive to the California Bay Area, I noted how much I liked the comfort of the Venza and how well it acquits itself at highway speeds. I found it quiet enough to be relaxing and the ride quality good overall even if it can become a little unsettled over larger impacts. The seats gave no issues either over a long morning haul, providing comfort and support to my sensitive back. Road manners were excellent, too, as the Venza was increasingly easy to control and keep in its lane, avoiding any 'wandering' tactics. I did dislike the lane keeping assist designed to providing constant steering assistance on highways, finding myself fighting it and it veering off toward freeway exits, too. I would recommend simply disabling it. But now, the main detractor in the Venza is the powertrain. It's a 2.5L inline-4 supported by a hybrid system that adds up to a total system power of 219 from the gas-burner plus its three electric motors. The combustion engine makes 163 lb-ft of torque supplemented by 149 lb-t and 89 lb-ft from the front and rear electric devices. Toyota does not provide a combined peak torque rating weirdly, but it's definitely far less than the sum of those numbers. And while this is all fine, the performance just isn't there for a car that looks like the Venza and at its price tag. With 0-60 MPH coming up in 7.8 seconds, the flat-out acceleration leaves much to be desired - it's also a couple tenths behind the RAV4 Hybrid. I will say that when driving like a sane person, the Venza never left me wanting for more juice, even when accelerating normally onto freeways. It was only when I put my foot to overtake or to quickly merge onto a road where I noticed this deficit. The electrons' assist helps get you moving from a stop, but missing is any kind of punch that a hybrid system is capable of. Probably not a problem for most, but something to take note of if you're looking for performance or any sense of fun. Economy was brilliant as expected, and actually exceeded the RAV4 Hybrid in some areas, which I found surprising give the Venza should weigh about an extra hundred pounds over its brethren. I averaged a clean 34 MPG overall and saw that figure rise to 40 MPG while on the freeway. The overall number falls short of the claimed 39 MPG combined rating, but it's impressive nonetheless while I just barely beat the EPA's freeway rating. I did find the powertrain smoother and more pleasing aurally compared to prior Toyota hybrids I tried as well. Where Toyota four-cylinder engines can be trashy and harsh when prompted by heavier throttle applications (and exacerbated by CVT transmissions), the Venza did well to keep the noise isolated away from you and just a more pleasant noise than what I last remembered. And yes, the Venza does have a continuously variable automatic transmission. Surprisingly, it fits the car's character nicely even if I prefer traditional automatics. Now, things becomes more complicated here again when we talk about why one should choose the Venza. First, it isn't entirely affordable at this Limited's MSRP of $43,100 (the base model starts considerably lower, however), but that's also only a few hundred dollars more than the last RAV4 Hybrid Limited I tested. Being virtually equally expensive, the Venza was the vehicle I would choose because of the more upscale exterior and interior. In my prior review of that RAV4, I found it undeserving of its price given the interior quality, but the Venza proves more worthy. It's only the performance that is a letdown at this price point. Both models do also come with Toyota's proprietary Safety Sense that includes all the modern safety systems one can expect from a new vehicle this decade. While Toyota would tell you that the Venza differentiates itself by its focus on technology and sophisticated design as an urban crossover, aren't those the exact same things a RAV4 should supply as well? I don't think one is particularly more adventurous than one either, besides the specific and niche TRD Off-Road trim available on the RAV4. For how most people would use them, like commuting and normal errands, they both do same job in the same way. How to choose then? Whichever looks better to you; maybe you dislike the Lexus-esque styling of the Venza that I happen to enjoy. Or maybe you want the slight extra space that the RAV4 Hybrid employs. Personally, I'd have the Venza over the RAV4 Hybrid for the looks and interior alone. 2021 Toyota Venza Limited As-Tested Price: $43,100 The Road Beat Rating: 4/5 Pros: Standout styling and increased luxury over RAV4; Fuel Economy Cons: Not quick; Easy but boring to drive Verdict: A Toyota that's more Lexus than Toyota with great efficiency.

Volkswagen's popular Jetta is a sustainable smile generator with the performance GLI treatment. Cars do not get much more fun than the Jetta GLI. In the past year, a time which saw vehicles like the Lexus LC 500 and Toyota Supra come into my temporary care, this Jetta ranks right up with those big sports car and grand touring players. Volkswagen has created a complete gem with this example, and it's one that benefits greatly from the presence of the ever-so-rare manual transmission. Lovers of DIY shifting can rejoice as the large German automaker seems to stay committed to providing gearheads what they want in their lineup. You know the cliche where a woman says she just wants to meet a guy who's down to earth and honest? The Jetta GLI is that equivalent. With the optional automatic (a dual-clutch automated manual to be specific), I'd be afraid of this Jetta losing considerable 'fun' points, but the entire package is so comprehensively together that I think it not matter which transmission you choose. Though, you should by all means go with the stick shift of course; I'll try not to have this become a rambling about why manuals are better etc, even if they are...Apart from that, what is it that makes this car of the people so special? While other Volkswagen SUVs have fallen short of my expectations, the small entry-level Jetta impresses from the cheap models all the way to this loaded GLI 'Autobahn' that represents the pinnacle of modern Jetta lineage with all the add-ons and options you can think of. To avoid dragging on, Jettas just happen to drive rather well. I was confounded by how much I enjoyed driving an earlier Jetta 1.4T R-Line, an honest and earnest ride. You can read that here. After my experience with the more affordable version, I was ecstatic to try the GLI with its romping turbocharged engine it shares with the venerable and legendary Golf GTI. And drive rather well it does. I found the 1.4T model to simply be yearning for greater power and the GLI delivers like getting that flush on the final card. On one of my favorite roads, snaking up and down a river canyon, the GLI displayed a polished poise of a much more advanced and expensive machine. Steering has a weighting that balances between light and heavy for a natural effort. I found it a little numb, but it improves the harder you drive it. The best part though is the commanding and willing front end. Even though this compact sedan is front-wheel drive, you'd actually never know it. Torque steer is not in the VW's vocabulary as it puts power down like an all-wheel drive in corners. Understeer? None of that either, unless you deserve it naturally. Your first aggressive attack of a corner is when you learn and realize the magic on hand. Throw the nose in and get on the power early and hard and you will be amazed at how the front tires, Hankook Ventus S1 summer rubber, appear to grip and pull you through and out of a corner. It's easy, enjoyable, and repeatable to a devastating effect. Helping is a fancy electronic limited-slip differential and a trick 'cross differential system' to further its riotous agenda. The balance stays alarmingly neutral and makes you question why other front-drive vehicles feel so inept in comparison. If you overcook things, which is hard to begin with already given the eager attitude to gravitate towards apexes, but if you do, a small throttle lift is all that's needed to get the front to bite again and instill a degree of rotation, continuing on your merry way. It's such an uplifting, and confidence-filled experience on good roads like Salmon Falls. And on slower, high-frequency routes such as this, there isn't much that could be faster than this; it's SO usable. It also feels far quicker than I could manage in my own Nissan 370Z, a proper RWD sports car. Brakes are good, too, measuring 13.4" up front and giving the feedback and feel that's needed. I didn't experience any issues on public roads where it's unsafe to brake deeply and heavily anyways, but I can't comment how they would hold up for track duty. So yes, it drives beautifully around corners and lights up your day. Now, propulsion wise, the GLI utilizes an evolved version of Volkswagen and Audi's turbocharged two-liter inline-four. Horsepower is rated at 228 with torque a higher 258 pounds of torque. Power is plentiful and feels stronger than the modest 228 would suggest. Yes, there's turbo lag (that lapse where boost pressure builds, 18 PSI of it in this case), augmented further by a manual transmission (automatics hide turbo lag because they downshift to mask it), but it's far less noticeable than it was in the 1.4T engine, which had lag of hilarious yet fun proportions. With the power on tap, any gear at just 2,000 RPM gifts substantial acceleration; even top gear on the freeway will whisk you along. Once you hit 3,000 RPM, the Jetta takes flight, relishing in a delectable midrange performance that carries all the way through to most of the 6,500 RPM redline. Most small turbo engines fall off significantly near redline, but the Volkswagen unit performs better in this regard. This little engines pulls with tenacity in any gear you give it as Illegal speeds come up alarmingly quick and with a furor that belies the 228 horsepower rating. In 0-60 MPH acceleration testing, standing starts proved a more interesting task as it's the one time traction became an issue, if only just. But the real culprit that caused underwhelming 6.2 seconds to 60 runs was a clutch that is too gentle. It's very light and incredibly easy to use and modulate - this would be the perfect first stick shift type of car - but that does affect it when doing hard launches from 2,500 RPM. Simply, it just doesn't grab like a performance clutch can and should. Two runs was all it took to induce the smell of burning clutch. Is this a problem? No, because when is anyone actually going to do standing, aggressive starts in their own car. On the move, changes from 1-2 and 2-3 can be done with proper haste as the gear knob is both light and precise in finding the next ratio. 6.2 seconds isn't exciting, but the Jetta also has tall gears (not an issue with the available horsepower) which further prohibit raw numbers. These tall gears do afford a 50-70 MPH passing run that can be done in only second gear, resulting in a RAPID 2.8 second time. That's about as quick as my 370Z because it necessitates a gear change or puts you in a gear too high. Back to the transmission and clutch, both were a treat to utilize on canyon roads and day to day driving, having a balance of ease, but precise enough for spirited driving. And the clutch handled just fine in spirited driving by the way. Heel-toe downshifts can be done, but other cars are easier I found, mostly owie to pedal spacing. An annoyance that did struck me was a far too intrusive hill-start assist. Modern stick shift cars will commonly hold the brake for you on a hill to prevent you from rolling back, this VW included. However, it holds the brake too strongly and refuses to let up even once you have the proper footing to begin forward momentum. What follows is a sudden release of the brake which causes lurching, almost as if you're stalling the car and causing it to buck. Or, when it insists on holding you, you feed more (excessive) throttle and then the brake releases you to a startling effect. It's a system you have to learn is all, and one that could be improved. One more thing about the engine before moving on is the efficiency of the unit. The entry 1.4T model I tried prior had accomplished a scarcely unbelievable 49 MPG on the freeway. I expected the performance-oriented GLi to be quite a bit less, but I was surprised to still see a remarkable 39 MPG on the freeway. A car this thrilling and quick on the road and it gets that good of mileage? Yes! Day-to-day driving resulted in a stellar 30 MPG. This little two-liter wonder amazes in this application. On the inside is where the Jetta GLI does suffer a bit. While I wrote that I quite liked the interior in the $24,000 Jetta, here in top-shelf GLI Autobahn trim, it's more or less the exact same interior quality, but now at a marked higher price of $32,000. It's okay, meaning it's acceptable, but it definitely could be nicer. Nobody would mistake this for a luxury car like one would in a Mazda 3 Signature; just too much hard plastic in places it shouldn't be, and you can't help but think it all feels a little cheap. It's also dated, but I don't mind the simple layout though others might. I did like the seats and found them comfortable and supportive enough even if I would like a more aggressive shape still for the GLI level. Road noise is fine, too, nothing shocking nor particularly great. The ride quality, even with the handling chops, proved to be good as to not upset or annoy passengers while still maintaining that superior chassis control when attacking. The back seat also gives substantial space to carry the family with you and a decent trunk to boot, too. Now, I quite enjoy the look of the Jetta, having a sophisticated and mature look that is recognizably handsome to any set of eyes. Part of that is because it resembles its more expensive Audi brethren, but the only real hiccup here is that the GLI looks too much like every other Jetta. Besides a couple small GLI badges, which is tasteful I do admit, there's not much that would separate this from the much less expensive R-Line models to the casual viewer. In fact, I think the casual viewer could not discern the two apart at all compared to the 1.4T R-Line I had late last year. For those that don't like overstyled cars like some of Honda's Civics, it can be a relief, but I do think the GLI should be more unique and made to look more special. Regardless, it's handsome machine, if a bit too Tom Hiddleston and not enough Chris Hemsworth. Well, as you can surely tell at this point, I rather liked the Jetta GLI. It can provide the affordable exhilarating driving experiences that most other carmakers have given up on or abandoned altogether. There is one glaring issue, though, with the Jetta GLI, and that's it's VW stablemate the Golf GTI. Next to the Jetta, I like the hatchback look of the Golf GTI more and the practicality associated with it. I find it also has a more endearing and quality interior. It's also basically mechanically identical, so it drives about the same, which is to say excellent. I also rather like the pedigree that is associated with the Golf GTI name, as it's a legend in the realm of hot hatchbacks dating back 40 years now. But, if you don't like hatchbacks, the Jetta is your bet. Rivals from other makes? There isn't much. Mazda's fabulous new 3 Turbo Signature can be had with all-wheel drive and a luxury resort interior, but it's automatic only and doesn't give the thrills of the Jetta. Hyundai's new Sonata N Line has far more firepower, but it also can't be had with a manual and the handling balance isn't as deft as the Jetta's. You could include Subaru's WRX for a more gruff but less polished experience, and it's also a heavy drinker. While it's only an interior refresh away from being perfect, the Jetta GLI is a reasonable and exceedingly fun sports sedan. #savethemanuals. 2021 Volkswagen Jetta GLI Autobahn As-Tested Price: $32,335 The Road Beat Rating: 4.5/5 Pros: Ridiculous amounts of fun, practical, and doesn't break the bank Cons: Cheapish interior; Golf GTIs Verdict: A riot of an affordable performance car Dimensions (inches): Length 185 Width 71 Height 57 Wheelbase 106

For fifty grand, there is not a more luxurious car you can buy than the newly redesigned mid-size Genesis G80. What's Genesis? Oh, it's that one luxury brand that you should know. A new luxury division of Hyundai and Kia, Genesis has quickly built a full lineup of luxury sedans along with several new SUVs that are concurrently debuting this year. Don't you dare think for even half a second that, "oh, it's just a Hyundai." Heretic! The offensive strategy from Genesis is to provide full-blown luxury experiences at insanely attractive prices. Low prices are one thing, but it's the shear quality on tap that really separates Genesis as a true prophet. For example, this G80 is as stripped as it gets, coming in at $49,125 as-tested, with the only option being the Porto Red paint for $400, and yet it's still so wonderfully appointed inside and out. A BMW 5-series or Mercedes E-class equivalent starts at over $5,000 more and you wouldn't dare buy either of those without any (expensive) options equipped. Shame is the name of the game for Genesis as they embarrass the established and greedy European luxury players. While I don't have much experience in current Audi A6 or E350s, I do have a fair share of time in the BMW 530i, a thoroughly bland and boring excursion into the world of the so-called 'ultimate driving machine.' Flaccid is another good descriptor of its personality, both when stationary and on the move. So why would you ever consider something so derivative? It's like taking your significant other for a nice night out, only for that to mean the Olive Garden because you have no imagination. Except Germans would charge for the bread sticks. The most shocking revelation with the G80 is how well it acquits itself in the institution of luxury. The exterior wears a fittingly luxury 'statement grille,' one of nearly comically large proportions. However, I find Genesis has done an admirable job of making it work in the G80's case; I couldn't imagine it with any other shape. The detailing in the grille has a jewel-like shimmer, too. Also well-executed details are the consistency in the twin stacked wraparound headlights, a motif followed by similarly stacked sidemarker lights just aft of the front wheel. Looking at the rear, the tail lights also display the same emotive design. There's also a sloping character line that runs from the headlights first up to the side mirrors, and then down to the rear lights. It's a wonderful and uninterrupted expression. To summarize, the sheetmetal proves to be captivating and elegant while being clearly distinct from the competition. I do find the rear looks a bit hunchbacked from certain angles, but for the most part it looks like an expensive piece of kit and makes its entrance known and seen. Once you open the door, that's where the party starts. Like pre-Covid Barcelona past midnight, this is the place you want to be. For the 'entry' model with zero options, you wouldn't know it upon first glance and initial ingress. It might not be real leather, but you would never know the difference. In fact, this leatherette that's used everywhere is better than the 'genuine' leather in most all other cars. It's that convincing and oh so sumptuous. I actually had no idea it wasn't leather until consulting the window sticker What steals attention is the enormous 14" display in the center. It's lovely to look at and bestows a real sense of theatre to occupants and the driver. If you leave it on its own, it has a peaceful screensaver that is similar to a computer. It's design is one of ease, but operation is a little more challenging unfortunately. Using it as a touchscreen would be easy, but it's tough to reach (I rather dislike touchscreens as it is in cars - too distracting). You can use the clickwheel in the center console, but it's oddly inverted; Instead of gripping from the outside like a knob, it's more of an open bowl, so you rotate it from the inside. Along with spinning it, you also have four directional arrows to click within it, too. Let me just say it takes a short time to learn. The wheel itself looks fabulous and fancy, though. Also in the center is a beautifully shaped and large knob that acts as the shifter; just twist it to D or R and push the center P for park. It is stiff, though, with a bit of resistance to make it not appear flimsy, but it is perhaps too reluctant as I had to make multiple attempts to get into drive at times. I'm just too gentle with many things as it is so can't call it an issue just yet. Besides the abundant leather, lots of metal is found throughout, and lots with that classy knurled texture, too, being on steering wheel mounted controls and stalks, volume and seek controls ahead of the shifter, and the mirror adjustment control as well. Luxury in cars can be helped realized by minimizing the number of different materials used, meaning you don't want clashing textures and plastics; it makes for a visual and tactile mess, something the G80 interior masters. The G80 wins on luxury, big time. Yes, the interior, from a visual standpoint, looks fantastic and will draw ooos and ahhhs from any occupant. But what's also important is how the lodge behaves on the move. Fortunately, I was able to take the G80 on a short road trip to the bay area to test its cruising abilities, and with a full house onboard. It's marvelously quiet even above 70 MPH and the seats are terrifically comfortable both front and rear. Space is enormous, too, with over six-feet being perfectly at home in the back. In fact, I'd say the Genesis has more rear seat space than the competing Germans. You can't just look like a luxury car inside and out, it has to be one in practice, too, and G80 impresses mightily. Now, again I have to remind that this is the basest of the base and it still leaves a strong, lasting impression. Yet, there are a few things that I missed that I would recommend as options. One would be the heated steering wheel. Once you drive a car with this comfort in winter, it becomes a necessity. Second would be a head-up display, to show driving information on the windshield. Again, things like that can be addictive. And last would be a panoramic sunroof to add even further ambience to the already luscious interior. Just a few things I would want to have. Genesis offers the G80 with two engine choices: a gutsy turbo four-cylinder or an even gutsier turbo V6. This G80, as the entry model, came with the four-pot of course. While others have 2.0L engines, the Genesis boasts 2.5 liters of swept capacity for an even 300 horsepower and 311 pounds of torque, about forty more horses than you'd find in a comparable, usual German. For a four, it's refined and cultured - no rough coarseness here- and provides enough thrust to be wholly convincing. 0-60 MPH was reeled off in only 5.3 seconds, showing some proper movement. In testing, I would brake-torque it to about 2,500 RPM and release the brake and floor it, and even with traction control turned off, the G80 hooked instantly and shot away for some impressive times without any wheelspin. In the real world, like accelerating onto an uphill onramp, it doesn't feel quite as fast as that 0-60 number would suggest, but make no mistake, the base G80 is not a slow ride and will eat a BMW 530i for brunch. If you opt for the 3.5L V6, power jumps to a startling 375 HP. Many times, automakers will opt for four-cylinder engines for the benefit of increased fuel mileage, but in many applications those new turbo four-bangers never yield the expected results in the real world. Well, the Genesis delivers. On the freeway, cruising at 70, I saw a staggering 39 MPG. On a 200 mile day trip, I averaged 33 MPG, and that's including time spent driving around town. Besides having some strength in its performance, economy was nothing short of fantastic. And then there's how it drives. Now, I must admit, the first time behind the wheel I was alarmed at the feel of a few of the main controls. I thought everything seemed a little too sensitive and the steering unnaturally herky-jerky in the response. Granted, I just had gotten out of an SUV right before, so I quickly realized how much more alert the Genesis was. After an initial drive, I came to adore the nature of its driving characteristics. Once I adjusted, I found it relaxed, yet still poised if you wanted it to be. In short, it drives very, very well. Ride quality is excellent if I missed that earlier, and it's quite quiet, too. In fact, when cruising down the motorway, you'd be excused for thinking that the G80 had no idea what the word fun was, such is the isolation and, well, luxury of it. This model was rear-wheel drive, but all-wheel drive is also available for those that live in more consistently inclement weather. However, aim for a favorite backroad, up the pace to your content and the Genesis reveals such a lovely balance that only a rear-wheel drive car can produce. Yes, it has some body roll from the cushy ride, but that doesn't detract from the neutral footing it possesses. It reminds me of, guess what, older BMW sedans. And the party piece? The G80, as equipped, produced the most easily accessible, lucid, and fun oversteer. Yes, the big, fancy Genesis will drift like nobody's business. And it's SO EASY to control; it'll make you feel like a driving god. Maybe because it's the calm nature of the car, too, and that ability to lean on the suspension's softer springs and dampers that lend to the mobility and organic feel. The smaller and much more sporting G70 could induce oversteer easier with a miniscule flick of your right foot from all the power, but it was a little intimidating when the rear stepped out. The G80 is so relaxed and still ready to slide. That is the hallmark of good balance and handling in a car. Genesis, there's no other real way of saying this, has absolutely crushed it with the new G80. It looks like a luxury car inside and out, performs well, won't cost you a whole lot at the pump either, and drives rather excellently. A comfortably cruiser to munch on miles and bask in the sensual, spa-like cabin, or you can nail drifts to impress your followers on Instagram. I'm more than excited to see where Genesis goes from here, with multiple new models being released this year, and the progression and variants of the G80 itself. I also can't wait to try the G80 again in the top-shelf 18-year aged single malt flavor. Maybe this is Genesis' Dark Side of the Moon year. What most don't know about the Pink Floyd is that they released seven albums before that revered record; they were flying under the radar for many years and then exploded. Genesis has been under the radar for too long, with products like this, the big break is inevitable. 2021 Genesis G80 2.5T RWD Price as-Tested: $49,125 The Road Beat Rating: 4.5/5 Pros: True luxury qualities; incredible value; RWD balance Cons: Awkward infotainment controller; lack of brand awareness Verdict: For a luxury mid-size sedan, you'd be insane to not consider one. Dimensions Wheelbase: 118.5 in Length: 197 in Width: 76 in Height: 58 in

Mazda's subtly updated CX-9 remains the King. This review might almost be considered repetitive because of how freaking good this SUV from Mazda is. It's nearly a shock to think that other manufacturers are incapable of producing something so well-rounded. Kia comes close with the Telluride, but it doesn't drive like the Mazda. For the most part, you can refer to my prior review of the 2020 CX-9 Signature, the top-shelf 'reserve' edition which I found to be simply phenomenal. You can read it here. This 2021 edition goes mostly unchanged, and that's all for the better because of how accomplished the prior model I tested was. But, I don't mind rehashing a bit because it's easy to talk about the CX-9 for obvious reasons. The biggest differentiator of the CX-9 compared to rivals is in the way it goes down the road. Mazda, known for its zoom-zoom persona and slogan, has somehow cracked the formula to make a normal, large, everyday SUV extremely good to drive. Good isn't fair because the CX-9 doesn't drive like most SUVs; In reality, it drives better than most cars. The steering is delightful to command with great weighting and accuracy and even some real feedback coming through. Then there's the handling, combining a deft and athletic balance and sharp keenness to tackle corners. All-wheel drive helps further secure things and never leaves you in doubt for traction. Yes, this is an SUV that is a joy to drive quickly and feels completely at home on backroads. Despite these wondrous driving dynamics and personality, the ride quality remains comfortable at all times and never seems harsh, but also never bounces around uncontrollably from larger bumps. The styling inside and out both impress, too. The exterior is a shapely triumph, with soft yet sharp edges and curves. The grille, though large, is so well integrated and the way the headlights connect to it are simple statement design done right. Look from the side profile, and the grill becomes three-dimensional even as the hood seems to stretch down to it. Nice. It's such an understated and elegant design that looks particularly upscale and can make other rivals in this segment look wildly vulgar and underdeveloped. Success follows inside the cabin, too. For a reasonable and not-crazy price for a three-row, midsize SUV, the interior is capably and properly luxurious. Go back and forth between this and a BMW X5 or Volvo and it's enlightening how close the Mazda gets to the luxury establishment. Leather is abundantly used throughout along with other high-quality and soft materials. In addition, the switchgear is pleasant to use; nothing feels flimsy nor cheap in the slightest. Also, the fit and finish is a step above. The seats are great, too, with both comfort and support. Rear seat space is aplenty for anyone and the third row, while not the biggest in its class, still can house an adult in emergencies. The cargo space in the rear can stow most anything you desire, but again is not the largest in class in terms of outright volume. This can be attributed maybe to the stylish sheetmetal that does taper slightly toward the rear. But, it looks so good it can be forgiven. And also, I like that the Mazda doesn't value or emphasize excess like others do in the quest for space. One thing I would like to see in the CX-9 is a great big panoramic sunroof. What is new is a large, over 10" infotainment screen, serving as a noticeable visual upgrade from the somewhat smallish unit in the 2020 I drove a year before. The graphics and operation have both been updated to a modern look. I like the simplicity of its design because other manufacturers' interfaces are too crowded and busy in their quest to shove as much data and info onto the screen at any given time. A rotating knob is the best way to operate the screen and comes naturally after a little use. Some steps seemed backwards when navigating music menus, but storing presets helps to alleviate any issues. Mechanically, nothing has changed, meaning this loaded Signature trim comes with the potent turbocharged 2.5L inline-four and a tried and true six-speed automatic. Power is rated at 227 horsepower on regular pump gas, or 250 if you shell out for the good stuff, that 91 octane that always catches your eye. The power levels are not exciting in the slightest, but the gruff motor churns out over 300 lb-ft of torque from a low RPM. This gives you a flat power curve meaning you have lots of horsepower available to you at all times. What's more is the Skyactiv engine has a unusually high compression ratio that affords great throttle response. That, combined with the 2.5 liters of swept volume (verse the normal 2 liters that so many others have), also help reduce noticeable turbo lag. On the road, performance always feels more than adequate thanks to a strong midrange. In performance testing, it does slightly lag behind more powerful V6 alternatives like the Pilot or Highlander V6, needing 7.2 seconds to reach 60 MPH from a stop. It certainly is nothing to scoff at, but some extra outright punch would not be unwelcome for a vehicle so eager to corner and attack good roads. Economy, while still satisfactory at 29 MPG on the freeway at 70, also trails the Highlander, which achieved 30 in my testing. Shifting is done by a tried and true tested six-speed automatic to give effortlessly smooth gear changes at all times. It responds well to manual inputs, too. That six-speed, however, does limit fuel economy by running well over 2,000 RPM on the freeway. A seventh or eighth gear to drop engine speed below 2,000 would likely yield a MPG figure over the magical 30 mark. While the shift quality in normal driving is quite good, the shifts in acceleration testing proved to be on the slower side. It's a more than decent transmission, but something newer would not be amiss in the future. So, surprise surprise, the 2021 CX-9 continues Mazda's trend of delivering beautifully styled, beautifully furnished, and beautifully driving cars and SUVs. For all the best hardware, the price does creep up a ways above its $35,000 starting price, but it's also competitively priced when compared to the top-tier alternatives from rivals. The most direct competitor I see is the Kia Telluride, which is so well packaged and practical with a great interior to boot, but doesn't drive quite as nice. For the best driving and luxurious mid-size SUV under 50 grand, though, the CX-9 is still the winner. 2021 Mazda CX-9 Signature AWD As-Tested Price: $48,100 The Road Beat Rating: 4.5/5 Pros: Beautiful to look at, beautiful inside, and beautiful to drive Cons: Could use more power Verdict: Mazda's CX-9 maintains its stronghold as the best reasonable mid-size SUV

Take away the F Sport name and promise from the ES 350 and it becomes an appreciably comfortable, understandable, and convincing luxury sedan at a decent price. The issue here, though, is in the name. Lexus' F division was created nearly 15 years ago as a viable alternative and rival to hard-hitting performance divisions like BMW's M and Mercedes' AMG. F stands for Fuji speedway, by the way, Toyota's (Lexus' parent company) home track that also serves as testing ground; It's also spectacular. Besides bona fide F models like the GS F or RC F, Lexus makes F Sport models like this as a halfway point to the real deal. However, this ES 350 doesn't exactly sprint out of the starting gate and instead, prefers a leisurely Sunday stroll. This is not to say that the ES 350 is a bad car because it isn't, and in fact it's far from one. The main issue is the F Sport moniker that doesn't so much fail to fulfill a promise as much as just flat out lie; it's like a blind Hinge date catfishing you. Release the F Sport name and the ES 350 is a terrifically ironed-out entry into the realm of luxury cars. For one, it's good looking, and the F Sport kit does certainly help with the magnetic Ultrasonic Blue Mica paint, black trim pieces, attractive black wheels (part of the Black Line package), and an overall added edginess. That part, the F Sport does well to endow the ES aesthetically. Step inside, though, and the cabin is a majestic triumph. Anywhere you touch you'll find soft and sumptuous materials and abundant placements of leather. The fit and finish is superb, and you'll easily see and feel the difference in quality compared to the step-brother that is the Toyota Avalon. The seats are F Sport specific items that look promising in design and felt superb at the first sitting. However, after a few miles I started to get this strange feeling that the seat back was angled too forward no matter how I adjusted. I put this down to a head restraint that is situated just too far forward. Your mileage may vary, but despite the supportive and attractive seats, they didn't quite fit me. Past that, there's loads of rooms everywhere, including the trunk and the rear seats. The steering wheel is wrapped in leather and is wonderful to grip and use, but he center console is where things go slightly awry. Because this is a Lexus, it's equipped with the trademark Lexus infotainment screen controlled by a mousepad, and like always, it's the worst system in any new car today. Thankfully, I've gotten used to it now after spending time in many Lexuses, but in practice it's still a frustrating and distracting experience. At least once you're inside , the one thing you'll never mistake the ES for is a pretender in the luxury segment. On the road, it's exceedingly quiet and comfortable with a delightful ride quality. Wafting around is effortless and only draws compliments from occupants. This is the type of car that someone getting into it for the first time, like that same blind Hinge date, would say, "wow, it's so nice." The casual passerby might even exclaim their fascination at the mousepad infotainment before the subsequent disappointment in its actual use. But yes, this Lexus does the luxury part very well, in typical Lexus fashion. One other small pet peeve was the shifter, which felt slightly too flimsy in motion and changing between drive and reverse. It's only when you try to explore the F Sport portion of the equation that this ES 350 deflates. While the steering is quite good for a modern car, with well-judged weight and accuracy, I overall found this F Sport too lackadaisical in response and handling. Too be blunt, it's too soft. Whereas a recently tested NX 300 F Sport woke up and encouraged harder driving (and excelled in such a manner), the ES did not offer similar rewards. Even adjusting driving modes did not yield satisfactory results for an F Sport. Also, for a fifty grand luxury car, front-wheel drive seems a little out of place. Furthermore, an Avalon TRD, with the same chassis underneath, was harder edged than this F Sport, with less body roll and a keen balance when cornering hard. But, the biggest issue with this being an F Sport and aspiring sport sedan comes from the transmission. An eight-speed automatic is the norm these days, but this trans has a case of mistaken identity. The logic behind the computer is easily confused with throttle inputs and causes unwarranted 'hunting' for the right gear. Example being it shifts up too early, and then has to downshift again when it realizes it was too soon. But, that's not the real complaint, that would be in the plasticky (cheap) paddle shifters behind the wheel. Paddle shifters are supposed to allow manual control over an automatic transmission to make an automated-manual per se. While the paddles do work, the ES 350 F Sport offers no actual, real manual control over the transmission. Even if you slide the shift knob from drive to the +/- manual mode and start pulling paddles and select sport mode, it's still not actual manual. Case in point being if I were to downshift from eighth gear on the freeway and into fifth gear and floor it, the car instead downshifts to the lowest possible gear (like third) on you, overriding your choice. This is extremely frustrating in sporty driving on backroads where you would want manual control and exploit the midrange of the capable 3.5L V6. So when midcorner, sitting at 3,000 RPM and you apply the throttle, the transmission won't let you ride that wave out and will downshift on you if you go too far with the throttle. That's actually just dangerous and can easily upset the car from underneath you. This same behavior affected the Avalon TRD as well, but not the NX 300 with its own six-speed auto. Having an F Sport attached to the name implies certain intentions, but how can something be 'sporty' if you don't maintain proper control over it? Therefore, this ES 350 F Sport is best left to be driven like a standard ES 350, which is no bad thing. If you're buying the flashy (and attractive) looking F Sport for the sporting aspect, you'll be disappointed, though. However, there's more that's good news. The naturally-aspirated V6 is wonderfully smooth and refined and provides great high-RPM power. Gas mileage from the old-school V6 is also surprisingly excellent, and I mean excellent. In my freeway highway testing, the ES 350 delivered 39 MPG. On my work commute, that number only dipped to 28. For a large sedan with a big V6, the efficiency is terrific and betters most cars that have 33% fewer cylinders. With 302 horsepower, 0-60 MPH happens in an unrepresentative 6.5 seconds. I say unrepresentative because it struggled off the line in my testing from the front-wheel drive, but then pulls pretty hard once it gets going. Luckily, torque steer isn't much of an issue with this car. Torque is a relatively low 267 lb-ft and occurs at a high 4,700 RPM, meaning this engine needs to be worked and revved to get the most from it. In a sport sedan, that would be fine, but since as already stated it doesn't do the athletic role real well, this engine isn't the most well suited for this application. As much as I love naturally-aspirated engines, a luxury vehicle is more suited to the effortless thrust of turbocharging. While this review seems like a mixed bag, it's unfortunate that this example has a misleading F Sport slapped onto its name. Think of F Sport more as an appearance package, of which with that method, it's an alluring package for the looks alone. I have to again call out the wonderful Ultrasonic Blue Mica paint and the open and inviting white interior. At this price point, it's quite welcoming, but Genesis' refreshed G80 is a compelling alternative that doubles down on luxury even more for about the same price. For a sharply styled new Lexus for the Lexus faithful, though, the ES delivers. And for those same loyalists, it's probably a better thing that the driving experience is more O'Doul's than a Red Bull spiked with Jägermeister. 2021 Lexus ES 350 F Sport As-Tested Price: $50,390 The Road Beat Rating: 3.5/5 Pros: Lexus luxury and isolation; excellent economy Cons: F Sport in name only Verdict: The name is misleading, though the ES 350 remains a sensible, large luxury entry point

Why Pay More for a BMW? Answer: You Shouldn't. Words and pictures by Mitchell Weitzman Zoom-zoom. As a child and being hooked to a television like a far too curious spotted bass, there are a few advertisements I remember, even 20 years later. The classic Wazzup?! Budweiser ad is one. So are various 'This is Bob' enhancement spots. Mazda's zoom-zoom series of adverts are another. Trouble is, I never thought Mazdas had that much zoom to them ever. Okay, sure, you got the cult classics like the FD RX-7 and the front tire shredder Mazdaspeed 3, but that's really it, and both are from decades past. The new Mazda 3 Turbo, though, is keen to show it's zooming credentials. Of course you could call the recently released Mazda 3 Turbo a handbook in how to build a better BMW. Also, a much cheaper BMW. So ambitious is this new 3 that it's not just going hunting for other Japanese and Korean sedans, but it's air-dropping straight into Germany. Audi A4? BMW 330i? Mercedes CLA or C-Class? You should be shortlisting this new Mazda in your future aspirations as something not to settle for, but to, yes, aspire to. Committees are perhaps what's wrong with modern offerings from BMW. As time progresses, the 3-series keeps swelling in size and price while also forgoing it's once sublime driver involvement in favor of a larger appeal at the expense of brand dilution. It's a great driving machine still, but not the ultimate like once promised. And like BMW, I'm somewhat losing the plot here, because I should be talking about the new Mazda 3 and not ragging on BMW. However, it's only because of how close the 3 is to being a proper, driver's car of a BMW; It's that good. Onto the Mazda 3 then. While the 3 has always been a good-driving, affordable sedan, it's not the popular pop tart that is a Toyota Corolla. And that's something I've never understood as the 3 has always been better looking, much better to drive, and with a significantly better interior than competitors. Hey, that wouldn't be the first time the American people got something wrong. This is a different flavor of 3 though, and moves beyond the garden-variety pop tarts and into the more indulgent and tastier realm of the toaster strudel, and a properly cooked one at that. First, shoe-in the large 2.5L inline-four engine, aided by a turbocharger and high-compression (for a turbo engine, being 10.5:1) for great power and response. Many small cars are turbocharged these days, but almost all have capacities of 2 or less liters. The 2.5L SkyActiv is meatily burly in comparison. But the real secret sauce is in the drive type. Every other small (the Mazda measures 183" long, just an inch more than a Corolla and the same as a Civic) Japanese or American sedan is front-wheel drive, but this Mazda 3 Turbo boasts all-wheel drive for better performance and all-weather usability. Four wheels distributing power also mitigates the prospect of cheap-feeling torquesteer, that feeling when the front wheels scramble for grip and attempt to wrangle the steering wheel from your hands. The old Mazdaspeed 3 was a prime culprit on the torquesteer most wanted list for constantly trying to steer you into another lane or ditch. It's simple; torquesteer feels cheap while all-wheel drive is a luxury. Power is rated for 227 on regular gas, or 250 on premium, while torque is a prodigious 320 from 2,500 RPM. With aid from the AWD grip, the 3 Turbo scoots to 60 MPH from a stop in six seconds flat. 50-70 MPH passing times required just 3.2. It actually feels faster than six seconds, though, as the older six-speed automatic transmission doesn't provide the most immediate of shifts. Still, it's worlds faster than the quickest Corolla you can buy, a smidgen quicker than a Civic SI, and not much slower than that pesky BMW 330i. So yes, it's quick as the Turbo moniker in the name suggests. I do wish the SkyActiv motor gave a more inspired engine noise. Under heavy load, it just kind of sounds there; nothing special nor soulful, only another four-banger, which it is. At least it's nice and smooth whereas other four-pots can be like an unbalanced washing machine. The zoom-zoom DNA is also definitely felt in the chassis. Mazda has always produced great steering and handling rides and this AWD 3 is no exception. I'll go as far as to say that Mazda typically owns the 'best driving' title in every class of vehicle they compete in. With a well-weighted, nuanced steering that reminds of those much lauded classic BMWs, there's information and a sense of confidence as you don't think as much as you instinctively just do with the wheel. The damping is spot-on, too, giving a comfortable ride to soak up bumps, yet retains fantastic body control and responses. There is some body roll, but it's also there to increase the feedback of the package and let you really lean on and feel each corner as you load up the chassis. Wherever you will the 3 to go, both ends work in a harmonious accord. The front end is communicative and digs into the pavement when asked, all while the rear remains sure-footed and ready to apply power down to the asphalt. Understeer, that annoying front end push, is very hard to come by as the inherent balance and grip allows the 3 to turn and go. When you do come into a corner a little too hot, a little trailbraking and throttle lift retrieves traction and, once the nose is angled to your desired destination, you can ramp up the throttle and then see you later. It does feel a little too clinical at times, but that also is the nature of all-wheel drive; you can't do tail-out powerslides like you can in a rear-wheel drive machine. Yet it remains tossable due the willingness to change direction so quickly, but a mature demeanor keeps it from being the detention-ready adolescence of past MazdaSpeed models. Still, on a tight backroad near Auburn, CA, it's easy fun to find a beat and go between boosting out of corners and letting that all-wheel drive traction pull and slingshot you out of corners. Mazda calls it G-Vectoring Control Plus to control and handout power to the proper places in coordinance with the I-Activ AWD. Moving inside, it's a typical Mazda affair, meaning for an affordable car, it's an atypically luxurious interior. The quality of all materials used, leather, switches, is a step above anyone else at the moment; this easily can be a $45,000 car's cabin. It doesn't have the ooo...ahhh theater of a new Sonata with any fancy gauges or swoops here and there, rather it's a classic design that pays more attention to luxury and actual tangibles. I picked up a date in this Mazda and she was mightily impressed at the inside and comfort of it. Rear seat space is surprisingly large given this is a compact sedan, with my 6' 2" friend having literally zero complaints and being quite happy to be back there. People need to notice these interiors, well that and the driving experience, too, but next to those premium German alternatives, it's so close in quality to any of them. New for 2021 bits include a sizeable upgrade in the infotainment system, with a new 8.8" screen. There are an order of operations to it that need to be learned, but it comes natural to use the rotary click-wheel design after a bit and after setting up some radio presets. Other things I liked: The trunk is enormous, like properly throw-a-few-golf-bags-in-there enormous, despite the presence of a rear differential underneath for the all-wheel drive system. Gas mileage is quite good at 36 MPG on the freeway at 71 and averaging 27 overall. A newer eight-speed automatic (or dual-clutch) that the engine yearns for would likely yield better results and likely push 40 MPG on the highway, though. I Also like the understated exterior shape that exchanges aggression for class. It's a very elegant and handsome shape, and the gloss black wheels with Machine Gray metallic paint are a nice combo, even if I do prefer Mazda's signature Soul Red. So now for things I didn't like. There's actually only really one, and that's the annoying electronics. Unlock the car, open the door and you're bombarded by bongs and dings. Many new cars all do this today, but this 3 particularly struck me as annoying, especially when the Mazda CX-9 I tried just a couple weeks later displayed none of this funny business. I was able to turn the volume down, but they were still too prevalent for me. Just opening a door with the car on would get into my head; It really seemed like there was a bong and beep for everything. More puzzling was the car's default setting to automatically lock the car when leaving. Confused? I'll give you an example when trying to retrieve groceries placed in the passenger rear seat. First, I close the driver's door and upon walking around the car to the other side, the car beeped and locked automatically when I was halfway there. I went back to my driver's door, unlocked the car using the door panel switch, closed the door and it locked yet again when I approached the same point. This time I opened the passenger front door instead, unlocked it from there and that way it couldn't re-lock on me in time. What crap idea is this? I get if you walked AWAY from the car, but I'm walking around it. Luckily, you can disable it, but what a half-baked design. Those petty mind-numbers aside, this is a superlative driving machine that is worth every ounce, pound, and kilogram of your consideration. NOTHING that competes against it drives as good or offers such a well-rounded combination of performance and comfort. And the interior is a masterclass for a compact, affordable sedan, plus it has all the tech goodies and safety systems you could dream of. Let me remind you, think of other all-wheel drive sedans for the price. A bigger AWD Camry? Sure, but it's a gutless, uninspiring sedation. There really aren't any other choices, and at the moment Mazda has the market cornered with an unrivalled mix of ingredients. The asking price of $33,890 might seem high for a small vehicle, but the fact I've been comparing it to $40,000-$50,000 Germans should tell you all you need to know. Zoom-zoom, Mazda. 2021 Mazda 3 Turbo AWD Signature Price as-Tested: $33,890 The Road Beat Rating: 4.5/5 Pros: Almost everything Cons: Beeps and bongs, that's it. Verdict: Why pay more for a BMW? This Mazda is a proper zoom-zoom.

The top of the line RAV4 Hybrid is too expensive for its own good. Words and pictures by Mitchell Weitzman Let's be clear on this right out of the gate: the RAV4 Hybrid Limited is a more than fine car built for the masses. It's practical and convenient like a good set of tupperware, but it also has the character and charisma of those same cold-storage devices. Perhaps that's why it sells so good in America. Last year alone, over 400,000 of these transportation inhibitors left dealer lots to Toyota's delight, making it the best-selling vehicle in the country that isn't a pickup truck. So, I investigated (hoping) to find out what makes this crossover so damn popular. First pitch is a swing and a miss on a high and rising fastball. This Hybrid Limited represented the most expensive RAV4 Hybrid you can buy, with the MSRP reaching a shocking $42,486. For what is supposed to be an affordable car for the everyperson, this borders on extremism. Luckily, a RAV4 Hybrid starts at just under $29,000, but you likely won't want that one with its cheap furnishings. I have a notable disdain for entry-level RAV4s, primarily for their steering wheels that are made of what must be raw, scratchy Styrofoam; The Limited and others have a nice and soft leather wheel in comparison. It doesn't matter that this is the heralded 'Limited' or not. It's just too much. When did Toyota become the Porsche of the normal car world with meteoric trims and options? Aside from that, this is simply too expensive of a car for what it is and forms the main negative against it in this test. For that much money, you're into larger, Highlander territory, of which is what I'd recommend instead. Frankly, being called a RAV4 or not for the price, inside the car is not special enough. For $5,000 less it'd be much more acceptable. I recently had a Honda CR-V Hybrid Touring that stickered for just $35,950, and that interior was just about on par with the RAV4 (though it did have hollow sounding doors when closed). What's worse is the fact that I also just had time with a new CX-5 Signature. Mazda's little 'ute has the interior of a BMW for $39,225 among its other wondrous highlights. The reality is this segment of crossovers is insanely competitive and the RAV4 Hybrid at this asking price is unwarranted. That out of the way, there is a decent amount of leather and other cushy materials in the cabin, but there's a few odd rubbery textures and sharp and hard plastics to be found that are out of place. The seats are comfortable and there's a huge abundance of space everywhere. The cargo area is particularly impressive at 37 cubic feet as the hybrid powertrain does not impede on space in the back. This is supposed to be a 'compact' SUV, but there's nothing really compact about this car anymore at 182 inches long and 73 wide. Though, the enlarging size might be a reason for the recent success. The styling is boxy and angular and while it does look awkward from many angles (honestly, the pictures make the RAV4 look too good), customers do seem to like it and Toyota must be commended for taking a bold approach there. Toyota's so-called Entune infotainment handles radio, Bluetooth, and navigation and makes itself easily seen in the center of dash, sticking up like an afterthought. Visually, the screen looks like Obama just won re-election, with large bezels that remove screen space and ancient graphics. It isn't bad to use, but it can be sluggish and not something worth showing off. The large screen in a Highlander looks far nicer, but then it's also not the easiest to use. There's the optional JBL stereo that, while good, was a ways off of giving a concert-in-a-car feel despite the well-reputed name and branding. The panoramic sunroof in the RAV4 is beautiful to look out of at least and virtually increases cabin volume further. Toyota does do as good as anyone when it comes to safety, but I wouldn't call it class-leading anymore. Included with all RAV4s is Toyota Safety Sense to provide active systems for collision warnings, lane-departure, and blind-spot monitoring. I can't think of a rival that doesn't offer any of these as standard nowadays, but regardless it's a strong selling point with a catchy marketing name for those with families (or dogs) to protect. There is a semi-autonomous lane assistant for highway cruising, but I did find it wandering in keeping itself straight. Now for the propulsion. A 2.5L Atkinson cycle inline-four is combined with 3 permanent-magnet AC motors for a combined 219 horsepower. Besides the benefits to fuel economy, the Hybrid is the RAV4 to own from a performance standpoint, too; Gone are the days of hybrids being the slow version of a car. 0-60 MPH comes up in 7.3 seconds with 50-70 requiring 4, both representing time saved in relation to the normal RAV4. Both these times are also substantially quicker than the CR-V Hybrid. Compared with the Honda further, I found the Toyota's unit to be a more responsive and eager engine, but both could be smoother and less of a racket at full throttle. Conversely, it's still a full second slower to 60 than the high performance, turbocharged Mazda CX-5 I just had, though that guzzles gas by comparison. The EPA might rate this particular RAV4 at 40 MPG overall, but good luck with that. I averaged a measly (yet still mightily impressive) 34 MPG overall and 36 on the highway. Both numbers improve on the CR-V Hybrid's numbers, but not by much in the real world. Here is another hybrid vehicle again failing to meet the claimed economy, while most non-hybrids easily beat the EPA's ratings. What I find more puzzling is that the larger and heavier Highlander Hybrid Platinum I tested earlier this year achieved 31 MPG overall (34 MPG on a long day trip on country roads even) and 33 on the highway. While the current-generation RAV4s are leagues better to drive than prior models, they have only elevated themselves from mediocrity to just average. Nothing about the way it drives stands out in anyway, but then again, nobody is buying a RAV4 to stand out. The ride quality is acceptable and not ground breaking in anyway. The steering works, but lacks any excitement or eagerness. Sure, it can be hustled on back roads at speeds you wouldn't think possible, but the handling lets go in a rather shocking way when you've reached its limit. Case in point: on a long, looping cloverleaf onramp, I pushed it to an understeering scrub rather easily and early by adding throttle. I then relaxed the throttle to tighten the line towards the exit and the whole vehicle snapped into a four-wheel skid. What you would want is lift-off oversteer - to swing the rear around and point the nose to the apex and power out. This wasn't lift-off oversteer, but lift-off understeer skidding. It wasn't difficult to control, I just waited for it re-catch grip on the wide and empty 2 lanes I had to exploit, but it was startling behavior. The worst news is that it demonstrated this behavior with all the traction and stability controls on and engaged, and it didn't seem like they attempted anything (no flashing lights) to reel the car back into the 'boring zone.' Mazda's benchmark CX-5 exhibited near-perfect lift-off behavior in the exact same scenario. So Toyota does have some work to do to reach their goal of making their cars more fun to drive still. Maybe poach a few Mazda engineers. All this leads me to recommend that if you're spending over forty large on a RAV4, you might as well step up to the even larger and nicer Highlander Hybrid instead since the economy is largely the same. The economy of this RAV4 Hybrid is stellar in its own right, but it fails to live up to the lofty expectations and fails justifying the enormous asking price. The RAV4 Hybrid XSE is a much better and more reasonable proposition at about $5,000 less. But, if you're looking at or below $35,000 for a hybrid fuel-sipper, my money would be on the CR-V Hybrid and its nicer-for-the-money Touring spec. At this sky-high price, you could even get a nicely equipped BMW X1 that gets almost the same mileage even without hybrid assistance and creams it in terms of performance. Oh, and then there's the new Venza! Toyota just released the Venza, a hybrid compact SUV that is mechanically identical to the RAV4 Hybrid. The differences? It looks better and has a more special and intimate interior at the expense of inside space. Pricing is largely the same, too, as the RAV4 Hybrids. On appearance and feel alone, it's closer to a more upscale Lexus than a Toyota. This generation RAV4 seemed exciting when it was first released being such a dramatic change and step in the right direction, but the novelty has worn off after a couple years now. So, confused yet? It's tricky that it's not consistent and so much can change for a few thousand dollars here and there. If you want an affordable, hybrid compact SUV, then I'd look at the CR-V Hybrid. Nearly forty grand, then consider the Venza or RAV4 Hybrid XSE (but ask yourself if it's worth it over that CR-V Hybrid Touring). But, for well over forty, the Highlander Hybrid makes more sense to me. If you care less about mileage, then Mazda's CX-5 Signature Turbo is ripe for the picking. Is the RAV4 better than the old model? Heavens yes, but it's only caught up to the back of the field dynamically and retains the personality of the accountants from Parks and Recreation. The playing-it-safe antics do make it likeable on the larger scale it seems on virtue of Toyota's reliable and dependable background. And for the 400,000+ plus people buying a RAV4 each year, that's enough to sway them. 2021 Toyota RAV4 Hybrid Limited The Road Beat Rating: 3.5/5 Price as-tested: $42,486 Pros: Stellar economy, but... Cons: Fails to meet economy expectations; Expensive. Boring. Verdict: Overpriced and not enough class for this ambitious price bracket; Get the XSE instead.

How to get away with murder...Hyundai just ordered a hit on all the establishment, and the new Sonata N Line is the one to carry out the order. Words and pictures by Mitchell Weitzman. This is not a ruse. No elaborate scheming required as a cover-up, because Hyundai just made the Saint Valentine's Day Massacre look like an episode of Days of our Lives, and they want the whole world to know who did it. This just in: the Hyundai Sonata N Line is a game-changer in the automotive world of affordable family sedans. Though, it's not about a game even, but rather, it's about sending a message. Some rival automotive executives might wake up this next morning with a horse's head beside them... "To define is to limit," said Oscar Wilde's Lord Henry Wotton, and perhaps it would be cruel to put a label on this new Sonata. It should be just another entry in the already crowded field of anonymity, but it's so much more than just transportation. The regular Sonata was already an open window of a fresh morning breeze compared to the other established boredom-generators with it's unique look and upscale interior. Hyundai's N brand is here to take the Sonata to the nth degree, though. So what makes this Sonata N Line the new de facto leader of the Soprano Family? Take the Sonata, throw in the newly-developed 2.5L inline-four that's bolstered by turbocharging, good for 290 horsepower and 311 lb-ft of torque from just 1,650 RPM. Second, pair it to a dual-clutch transmission, yes, like the same type of transmission that Ferrari and Porsches use, and then retune the suspension with stiff dampers and sway bars to devour corners and apexes like a heat seeking missile. Adding sticky Continental summer tires helps further. Oh yeah, the body and interior have received several tasteful and subtle aggressive vents and cues to show this newfound angry behavior, too. Also, it only costs $35,024. Let's start with the interior. Open the door of this N Line and you're first greeted by bucket seats swathed in a microsuede. N Line badges are embossed into the back as means to tap into your spine and instill dark desires. The seats work splendidly, too, with great lateral support from the large bolsters and also manage to retain excellent comfort. One of the issues I had with prior Sonatas was a seating position that was just too high. The N Line somewhat fixes this, as I do wish you could lower the driver's chair even just a tish more. The same satisfying buttons for PRND are there in the center, as is the same attractive looking and large infotainment screen. The steering wheel looks identical at first glance, with the same funky and odd lower spoke design, but then you notice the deep thumb grips and cutouts for optimal tactility and the looming paddle shifters behind. Don't forget the gorgeous and huge panoramic sunroof, too. However, I do remember some elements of the prior Sonata Limited being every so slightly nicer, but the interior is a lovely place to be, not to mention an exciting place to be thanks to those seats. The outside is the same basic, attractive Sonata shape. However, this Sonata is wearing new wild 19" boots. The front bumper has received a subtle reworking to include new, sharp vents in the lower portion that compliment the large grill opening very nicely. Those same flowing and beautiful LED running light strips are present still, running along the bottom of the headlight housing and up along the chrome strip that outlines the hood. Seriously, that's such an original and awesome design how they fade into the chrome. The rear also has a a small lip attached and quad exhaust tips. Though, I must admit, quad exhaust tips? That's ambitious. And then tying it all together is the gloss black trim on the front grille, mirrors, roof, and elsewhere. It's all rather subtle in the thick of it, but this Sonata does have the understated menace lurking beneath that it needs. It's closest competitor, the Camry TRD, looks absolutely silly, cheap, and vulgar in comparison. Aesthetics are important, but it's not the main mission of the Sonata N Line. Pull off your commute route and head down your favorite backroad and that's where the villain inside awakens. Select sport and/or sport + in the drive modes, pull a paddle to initiate manual control, and hold on. Attain at least 2,500 RPM and once your foot is down in the fibers of the floormat, the 2.5L inline-four takes a big deep breath of forced induction and simply flies to your first braking point. The rush that the turbocharged horsepower instills into your fingers and stomach is actually shocking at first, like, is this real life? It is, though. 0-60 MPH happens in 5 seconds dead (the last 'normal' Sonata Limited did it in 7.4). 50-70 takes just 2.5. For reference, this N Line is exactly as fast as a Nissan 370Z sports coupe. It's also as fast as a new 2.0L Toyota Supra. In fact, the only car I can think of that can keep up with this for the money is a new Mustang, another sports coupe. Yet, this Sonata is a four-door family car still unlike those others. Like Lord Henry corrupting young Dorian into his evil ways, this N Line is compelling me and the Sonata down a similar path. As the motor races to the upper reaches of the tachometer, the speed is now piling on fast and maintains this frenzy until right before the redline, where it does show the smallest amount of fatigue up top that all small turbo engines suffer from. No matter, extend your finger and pull that right paddle and BANG! the dual-clutch swaps into the next gear with a distinct authority. It's not instant like it is in a new Porsche, but it snaps with a command unfound in any other affordable family car and blows away conventional automatics. To be honest, I didn't even know this car had a dual-clutch until adventuring in the boost for the first time. That goes to show how smooth and kind the transmission operates in normal use, even having the ability to creep from stops. Creeping is when you release the brake and the car idles forward; many other automated-manuals don't allow this. The Sonata's DCT behaves exactly like a regular, gentle automatic until it doesn't, until you put on The One Ring and want to disappear from the world. It's such a relief to have new cars like this come with such a charismatic transmission when many other boring mobility devices are stricken with dim-witted slushboxes or, even worse, CVTs. A Camry TRD's eight-speed auto, for example, doesn't even allow manual control and lollygags its way through ratios. Salmon Falls Rd is a haven for auto and motorcycle enthusiasts alike in the foothills. Consisting of 10 miles of asphalt-spaghetti strewn throughout a canyon, it's easily one of the best driving roads in the Greater Sacramento area. The only catch is to be on the lookout for bicyclists in the middle of the road. Boasting a speed limit of 55 MPH, you can have the time of your life without ever breaking even 60. Once you get past the exhilaration of the Sonata N Line's bursting speed, you begin to notice the delightfully weighted and accurate steering. Turn-in is precise and the heft builds with a genuine response as you weight up the nose. The Continental summer rubber grips hard and digs in, with the rear following suit in your trajectory. Once you have your eyes set on the exit, you naturally careen the nose to the apex and apply the throttle slowly. The boost hits, and, instead of devolving into front-wheel drive understeer, it just grips and goes and pulls you from the corner and onto the next (as long as you're not playing whack-a-mole with the gas pedal, more on that soon). The engineers need a big congratulatory salute for bestowing such a decisive front-end and neutrality to the balance, if you know what you're doing. Overcook it and it will run wide at first, but it's easy to calm and correct. From lower speeds or tight second-gear corners, if you're stomping on the throttle like an ape and with the nannies switched off then yes, you will generate wheelspin from the front axle and run into some understeer. What's surprising is that it doesn't really seem to induce crazy torquesteer when that happens. Yes, you do feel the power and traction struggle in the wheel, but what it doesn't do is attempt to arm wrestle you into the other lane, nor a ditch. Rather, it's more of a reminder to the driver. Of course, driven more properly and aware, understeer becomes hard to encounter as you learn how to feed the throttle and the limits of its tires. If someone complains about torrid push and slip from the Sonata N Line, they're just not doing it right. Remember, it has 290 horsepower you have to manage; you can't just floor it out of corners with that much power on tap. 0-60 runs are aided by a launch control that helps optimize grip off the line and takes advantage of the DCT. Without its use, the front does hop like a rabid rabbit, but acceleration times hardly diminished as the engine just absolutely punished its way (and the tires) to 60 and beyond - Honey badger don't care. Would this car benefit from all-wheel drive? Yes, of course. But I was perfectly happy with the spontaneous attitude of the front-drive layout and its involving charisma from all ingredients. On these flowing, consecutive turns of Salmon Falls, you easily fall into a satisfying rhythm and learn to really lean on the boost threshold. Trail braking into corners helps settle the car and the transition from brake to gas, that little morsel of lift-off, anchors the nose down to your exit as you progressively apply throttle and then let it pull and whisk you away to the next. You find it's happiest in third gear and higher corners, but the balance is pure shock and awe from a mid-size sedan NOT made in Germany; Especially one that stickers for only $35k. Brakes are good, too, with a firm pedal feel, though a smell did begin to accumulate by the end of the run. Oh the smell of performance. Which brings me to one thing I didn't expect: This bombastic carving of canyons was brought to an early end by a nail. Luckily, live tire pressure monitoring alerted of low pressure (anything below 25) and I quickly reduced speed to check the other tires' state of affiars. My first thought was to continue, maybe the pressures were low already, but the PSI dropped to 16 within another corner. Immediately, I pull over on a gratuitously placed large turnout and sure enough, the front right has a nail dead center. A quick jack job on the side of the road with the Sonata's supplied tools followed, and ten minutes later a space saver was fitted. A subsequent patch job by the local Goodyear a couple hours later had me back in action luckily. Weirdly, it still drove pretty dang good even with an anorexic spare. Okay, so things I don't like. One, as much as I like the transmission, every time you come to a halt, the Sonata will automatically place the trans back into automatic mode from my preferred manual. Easy to fix, just pull the next upshift paddle on takeoff and you're back in manual. It would also beep each time as an alert, which I found more annoying than the act of changing from manual to auto. Also, when slowing down, you can get the faintest hint of some rattle coming from the clutch or flywheel. Hey, it's a performance car after all I guess. There also is a little wind noise on the highway, too, rustling about the mirrors, but it's something most would never notice. And while sport mode would turn the digital instrument cluster red, the normal driving configuration gave elegant white dials. These were great in the daytime, but at night, they were too bright and harsh. The red of sport mode is far easier optically, so that's how I drove it from dusk onwards. And that's really it. Everything and anything else is so hard to generate any complaints over. The gas mileage was an initial worry, with myself thinking all this performance and the larger engine would neuter the standard Sonata's great efficiency. Nope, wrong. I averaged 27-28 MPG during my time (in simulated 'normal' driving) with it and 36 on the highway. I guess you could say that while I enjoyed the intense and industrial sound of the engine, it does also sound slightly fake, and it is, with the speakers giving augmentation. So, competitors - Um, there really aren't any. This thing will blitz even a BMW 330i in performance and makes a Camry TRD look like a silly and slow Fast and the Furious prop car. In fact, it's the Camry TRD that comes to be the closest rival. Both are the same size, have similar power, and are the same price. Yet, the Camry TRD is miles slower and the transmission is a melted slushy. It has nice steering and good balance, but it's not even close to being the bona fide sport sedan that the Sonata N Line manages to accomplish. Because the economy is so close to the 1.6L in the similarly priced, but only slightly more luxurious Sonata Limited, and the driving experience can be so civil when asked, this Sonata N Line is my pick of both the Sonata lineup and among any mid-size sedan under $40,000. It's that good and it's that fast. The fact this incendiary machine can light your pants on fire the way it does, it's nothing less than a coup d'etat to the automotive world. 2021 Hyundai Sonata N Line As-Tested Price $35,024 The Road Beat Rating: 4.5/5 Pros: stupendous performance, amazing value Cons: Limited by front-wheel drive Verdict: An astounding sports sedan from the most unlikely of sources

An assortment of photos from recent, late 2020 Folsom Cars and Coffee meets at the El Dorado Hills Town Center.

Late last year, I had the privilege to capture a few shots of my buddy's recently restored Esprit SE. Wearing JDM Enkei RPF1s, striking Corvette millennium yellow paint, and a later Esprit Sport 300 spoiler, this is one of the most unique Esprits on the road. And easily one of the best looking. Further subtle changes include a quad exhaust and a painstaking thorough sidemarker/reflector removal. This is a car that simply has PRESENCE. Sport 300 widebody flares are the next planned change for this special Lotus. Oh, did I mention this car only 3 years ago was literally rolled out of the weeds in Redding, CA? Look at it now.