The 4Runner just keeps going, this time in a new 'TRD Sport' guise. 2022 Toyota 4Runner TRD Sport review by The Road Beat. What is it? Toyota's never-dying 4Runner, their off-road oriented and truck-based SUV. With a new 'TRD Sport' trim, there are now a further superfluous number of choices in the 4Runner range. Fitting in the middle of the field, it combines elements from other trims to become the TRD Sport you see here. Now, you can have an SR5, an SR5 Premium, a TRD Sport, Trail Edition, TRD Off-Road, a Limited, and a TRD Pro. This Sport model is sport only in name, with a front bumper derived from the Limited and geared more for the streets. To me, they're all mostly the same, with the exception of the TRD Off-Road and Pro models being more aimed for those wanting to venture off the beaten path, and the Limited's somewhat upscale interior. The core characteristics that make a 4Runner a 4Runner are all present across the entire range. What's Hot? Well, it's a 4Runner, a vehicle that carries an unmistakable coolness to it, owed to its legendary durability and capabilities off-road. 4Runners have a traditional and stylish SUV shape to them, too, and have become a vehicle of desire for many. I personally know people who upgrade from their RAV4s or other smaller SUVs to 4Runners simply because they want a 4Runner. A Highlander is superior transportation for you and the family, but the 4Runner is an object of desire, even if it's a relic of the past in terms of design and tech. On the road, the 4Runner is delightfully old-school to drive, if you're into that kind of thing. It's not as stable as modern crossover SUVs, but it's easy to command on the highway above 70 MPH even, this despite the apparent aerodynamic properties of a shipping container. Wind noise isn't even that bad, surprisingly. The aging V6 needs commitment to extract anything from it, but it does rev up with a decent noise and surprising pull at the top end. You do get a sense of invulnerability in the 4Runner, with confidence knowing you can beat the living heck out of this thing and it will just keep going, such is the legend of 4Runners. Even though this 4Runner is not aimed at the off-road crowd like others, select 4-low using the electronically-controlled transfer case knob, and this SUV will eat modest trails like Cheerios, and with absolutely no fuss, all the while remaining solid as granite. Ground clearance could be better, and the idle speed in 4-low is pretty slow actually, but it will do a better job than say a Highlander, with its unibody construction. A Highlander can do mostly all the same, but the 4Runner will still do it all just that tiny bit better and with less effort. What's Not? Quite a bit. Objectively, 4Runners are not good vehicles anymore, yet they work their way into the hearts of hundreds of thousands each year in America. The interior for one, is in need of an extreme makeover. The cheap plastics, overall design motif, and the terrible infotainment display screen in the dash, are all relics of a time when Taylor Swift was still a country artist. It's appalling to think that Toyota has never given the interior a facelift after literally decades. But, the $Runner (Money Runner, yes, on purpose) still sells so I guess why should they? At least there are a few modern safety features available now as on all other new Toyotas. But really, the interior is the single biggest weak link and reason to not choose a 4Runner. And it's not like this a cheap vehicle by any means, yet it reminds me of a sub-$25K econobox inside. At least it's spacious and the seats are comfortable. A similarly priced Highlander has a far nicer interior. Performance is a slug-sprawling disappointment, despite the 4.0-liter V6's desire to rev. Blame the ancient and slow-shifting five-speed automatic for that, which greatly hinders the acceleration and economy. Oh yeah, this Runner averaged only 17 MPG during my spell with it, which is awful for a relatively small and lacking engine. With 270 horsepower, 0-60 MPH takes nearly eight seconds due to a lack of flexibility and gearing to get moving off the line. Buy with your heart, not with your head... There are lots of better choices for a new SUV as we look already toward 2022. Toyota's own other offerings, like the Highlander, are more economical, drive better, and have comparatively luxurious interiors. Shoot, you can just about get an entry-level Genesis GV80 even for fifty-grand, or an Acura MDX. However, the $Runner still boasts the cool factor that draws many to it. However, the TRD Sport is not what I'd recommend. I don't like hood scoop nor ugly wheels. Also, the front bumper isn't as nice as a TRD Off-Road or SR5's. If you're buying a 4Runner for only the street, you probably shouldn't, but if you do see overlanding and heading for the trails in your future, the TRD Off-Road or Pro will be the 4Runner for you. Those models better serve the 4Runner mystique with their added ruggedness and capability. Plus, manual transfer cases for 4WD, of course. So then, buy a new 4Runner with your heart, because your head should say no. 2022 Toyota 4Runner TRD Sport As-tested price: $45,904 Pros: 4Runner coolness; rugged unbreakability Cons: Gas-guzzling; ancient interior Verdict: Choose wisely, if this is what you really desire

Review of the 2022 Honda Civic Sport 2.0 by The Road Beat. Words and photos by Mitchell Weitzman. What is it? Honda's 2 for 2 with their new Civic. After being thoroughly impressed by the flagship Touring sedan earlier this summer, the far cheaper 'Sport' model retains the core values that make this compact sedan so superb in the segment. It's an economy car with so few compromises as to even make economy cars genuinely desirable. This 'Sport' model sits in the middle of Civic hierarchy for now, being the second cheapest after the LX, which comes it at $22,915 with destination. The Sport adds another $1,400 to include pretty 18" wheels, paddle shifters, a leather-wrapped steering wheel, and proximity-sensing exterior door locks. This Sport 'sports' a cume total of $25,877 with options and destination, most notably a HPD (Honda Performance Development) exterior package for added visual tension (which it does successfully). What's hot? Like the prior Civic Touring I drove, the biggest selling point perhaps of this Civic is how damn good it drives. All the controls are intuitive; exactly how a car should feel. Steering it through bends, whether just a freeway onramp, or a winding section of back-roads, you can't help but feel in complete command and filled with confidence. The steering-wheel, itself tactile and comfortable in its well-wrapped leather, feels just right in the hands, and the rate of response is direct and linear to a fantastic degree. Seriously, most sports cars don't have steering this good. Likewise, handling is a strong point with a front-end that is willing to change direction to your every input and the whole chassis has a wonderful sense of balance to it. No punishing understeer here like from other economy cars. This is very much a driver's car at heart disguised as a sensible and affordable car. The only car that is as good is Mazda's superlative 3 (though, I've only tried fully-optioned Mazda 3s and never a cheap base model). Corollas and Elantras are good, but the Civic is able to show off just how well-engineered and, dare I say it, soulful it really is when compared back-to-back. The looks have worn well on my eyes, as I continue to appreciate the simple elegance of the new Civic's shape and details. I like how it looks low and stretched out, much closer to a rear-wheel drive sedan than a front-driver. Notice how low the hood actually is. The rear three-quarter view is best, with it showcasing the sloping roofline and rear haunches. I know others will miss the, er, 'excitingness' of the prior editions aesthetics, but not me. This new, grown-up class is a great starting point. The HPD options add little black spoilers and side skirts here and there and make for an aggressive, yet restrained attitude. I do recommend it for the looks alone. Fuel economy for the week with this Civic were expectedly good, recording an average of 33 MPG and 41 MPG on the highway, but that is strangely less than I achieved in the Touring model with its more powerful 1.5L turbocharged engine. This unit is half a liter larger, sure, but I had hoped it would produce a little better given the lack of power we'll come to next. What's not... Performance is not hot. In fact, performance doesn't really exist with the Civic's naturally-aspirated 2.0 inline-four. While the 1.5T-powered Touring did 0-60 MPH in 7.6 seconds, this Sport model took an aging 9.5 seconds. I swear all three endings of The Return of the King take less time than this Civic requires to reach 60 MPH. The startling fact, though, is when you learn that the turbo'd Touring only makes 22 more horsepower and 39 more torques, which isn't that much powerful, to knock off two whole seconds. It might be rated at 158 horsepower in this form, but it felt more like 130 at best. So, if you want speed, get your Civic with the fab 1.5-liter turbo instead. The interior space is greatly improved over the 10th-generation Civic, but I do think there are just a few too many plastics inside. The counterpoint, however, is that the build quality is typical Honda-brilliant, with no rattles whatsoever. Plastic, yes, but it's basically ballistic-grade at least. The design of the interior is restrained and bordering industrial (as is the home interior design trend these days) with the grate along the center of the dash. I do like the environment's design, but just would say for the price some pieces could be a little better. After that, there is very very little to dislike about the Civic. Even the CVT transmission, a type that can be so repulsive in other cars past and present, works perfectly fine. It's a car that comes with great expectations and meets nearly all of them. The best affordable sedan? Probably. It looks nicer than the competition and is well-made. The number one concern is the disappointing performance, which most buyers won't care about. The price is still affordable, but Civics aren't as cheap as I remember them from years past. For example, a loaded-up Elantra will only set you back only another grand, and the Elantra N Line I recently tried, with its hot 200-horsepower and dual-clutch transmission, cost the exact same. As it may be, though, the Civic drives nicer and has a better interior than that Elantra N Line did. Want some real spark to your Civic? The new Si was just announced with 200-horsepower of its own. It'll likely be sensational, especially with its six-speed manual transmission. I'm ready for it. 2022 Honda Civic Sport Price as-tested $25,877 Pros: Pleasing looks and quality; economical; great steering and handling Cons: Slow. Really, really slow. Verdict: Reaffirming the Civic as the most popular and one of the best compact sedans.

It has its own shortcomings, but the Tiguan is a charming small SUV with an optional seven seats. The Road Beat reviews the 2021 Volkswagen Tiguan SEL R-Line. Words and photos by Mitchell Weitzman. What is it? Volkswagen's Tiguan, their not-so-compact compact SUV. Designed to compete with vehicles like the Chevy Equinox, Toyota RAV4, Honda CR-V, or Mazda CX-5 among others, it's a (relatively) affordable way to move you, your family, and pets all about in your daily routines. Why would you want one? Because you like the concept of owning something German with lots of space and for a price most can afford. Is it a perfect 'people's car?' Not quite, but it does display some pretty good merits of why you would choose this over a domestic or Japanese rival. It's a very crowded field of compact SUVs, and I think the Tiguan stands out by, well, not standing out. Read on why that could be what you want. What's hot? The Tiguan, especially this 4Motion AWD model, drives particularly well. Steering is on the light side for my tastes, but it's wonderfully accurate which loads you with confidence once the road starts zig-zagging. The chassis reassures, too, maintaining a neutral and eager outlook when it comes to handling. You can throw the nose in and get back on the power early and hard, with the Tiguan modestly firing out of corners with very little understeer. In the real world, albeit with some practice, you can easily terrorize the casual Porsche owner on back-roads quite easily, such is the capability and ease of use. No, I'm not saying it's faster than a new 911, but considering many Porsche owners haven't a clue what they're doing behind the wheel, then yes you can be faster than them. The ride quality impresses, too, exhibiting controlled responses to bumps. For example, a recent Hyundai Tucson had a horrible reaction to larger dips that left the car bouncing up and down long after the impact. The Tiguan remains neat and tidy at nearly all times while remaining comfortable. It can get out by larger imperfections, but it's better than many others. I like the style of the Tiguan, even if it's quite understated. Toyota's RAV4 is angular to grab attention while that same Tucson looks alien-futuristic (I rather like that, but I understand many others won't). It all comes across as very German here, and in a time where so many other cars have bold styling cues strewed about, it's almost now a luxury to see something so simply handsome. This R-Line example adds a few niceties for a more catching appearance than other Tiguans such as those 20" wheels. Perhaps it's still a little boring? Sure, but handsome nonetheless. For being considered a compact SUV, the Tiguan is nothing of the sort. Space in the front and second rows is generous and able to fit a variety of shapes and sizes of human (or canine). The storage/cargo area is plenty for anything that doesn't require a Suburban and this Tiguan even has a fold-down third-row of seats, a rarity for a vehicle of this class. Granted, those third-row seats suck, but at least they're there in case of emergency (they're optional so you can either choose with or without the third-row). The third-row option is unique in this class, as I can't think of another compact SUV that boasts seven seats. What's not? Performance is far from hot. While the turbocharged four-cylinder is smooth and friendly in operation, speed is not in its dictionary. 0-60 MPH happens in a glacial 8.8 seconds, which places it far behind competitors; A Mazda CX-5 Turbo will clear 60 MPH over two seconds quicker! Pickup from a stop and accelerating up to speed in normal conditions is perfectly adequate and presents no issue whatsoever, but stomp your foot down like Toretto and you're greeted with basically nothing. Passing isn't easy in the Tiguan. You would think that maybe they sacrificed performance for economy, but that isn't the case either, with an average showing of 25 MPG overall and 33 on the highway. Rivals that perform better are also just as or even more efficient. The one caveat is that the Tiguan is at least slightly bigger, so the economy isn't so much of a demerit as it was just middle of the pack. I hoped for more after being so impressed with the 50 MPG freeway runs of past Jettas and Golfs. Let me be clear, the economy is fine - others might call it good - but I just hoped for more considering how slow it is. The Tiguan, here in totally loaded up SEL Premium R-Line spec, has an interior that will please some, but not once you realize just how much it costs. I was perfectly fine with the interior of the last Tiguan I tested, but that was a sub-$35,000 Tiguan. With this example cresting over $40,000, it's just not quite good enough. I do like two-tone design and brightly colored Storm Gray seats, and they're comfortable, too, but other materials are somewhat lacking for the high asking price. The general design of the center of the dash with its infotainment also looks dated. It's easy to use and also works quite well, but it could be held to a higher standard for sure. You might also notice the Fender-branded stereo, but I found it nothing more than average. My Recommendation I like the Tiguan a lot. It drives really nice and has all the space you could need or want. The performance is weak, but it isn't meant for that anyways. The interior doesn't impress, but you could bag yourself a far cheaper version than this that is basically the same quality. And that is what I would recommend. Like the R-Line appearance package? You can get an SE R-Line (instead of this SEL) for nearly $10,000 less, and that represents huge value. 20221 Volkswagen Tiguan SEL Premium R-Line AWD As-tested price: $40,885 Pros: Very nice to drive; Spacious; Handsome exterior Cons: Slow; Unimpressive interior quality at this price; Also, expensive as optioned Verdict: The Tiguan is a favorite for a reason, but careful with the price and packages

The driving experience is wonderful, but this compact crossover is a little too, er, compact Review of the 2021 Mazda CX-30 Turbo Premium Plus Mazda has done it again. In a sea of otherwise boring-to-drive cars and fake-SUVs, they've come out swinging with a stacked team once again with the CX-30, a compact crossover. While crossovers are far from what gets my blood pumping, the CX-30 does in a way no rival can possibly dream of under forty grand. With its delicious blend of style and performance, it's impossible to ignore, all except the fact that it's just too compact. What is it? Mazda's compact crossover, the CX-30, neither a car nor an SUV. In the name of style, this svelte, sculpted shape aims to give drivers the benefit of sitting higher up (personal preference, of course) in an SUV-style vehicle, but still possessing the fizz that makes all Mazdas so great to drive. Mazdas are also considerably more upscale than some competitors, so you get an interior clad in nice leather trimmings and other quality details; you'd likely be mistaking it for a luxury car at times. It's also, unmistakably, a compact crossover SUV at only 173" long. What's hot As is the case with all Mazdas, the CX-30 drives brilliantly. Natural steering is connected straight to your brain, allowing assured responses. The chassis underneath loves to corner, digging hard into the pavement with a wonderful balance that shames all other crossovers. In fact, this CX-30 handles better than most sedans. Aim the nose at a series of bends on a windy road and you'll be bewildered at how well this crossover can devour apexes in an involving manner. Most similar cars will lose grip at the front and plow into understeer, but not the Mazda, instead being able to grip and slingshot itself out of turns with the help of its all-wheel drive and powerful engine. Speaking of which, the CX-30 has the familiar 2.5-liter turbocharged four-cylinder mill that powers most other members of the Zoom-Zoom family. With 227 horsepower and 310 foot-pounds of torque on regular 87 pump gas (you can get a claimed 250 horsepower on premium, 15-year barrel-select 91), the CX-30 shoots to 60 MPH from rest in only 6.1 seconds. Because of its flexibility, there's substantial power available from under 3,000 RPM even. At under $40,000 there is no other vehicle of this type that has the punch of the CX-30. I tested a similarly-sized Lexus UX 200 F Sport earlier this year, but with only 169 horsepower, 9 seconds were needed for 0-60 MPH. Nine! And that thing stickered for a crazy 42 grand. Fuel mileage was rather good considering the performance on tap, achieving 33 MPG on the highway and averaging 27 overall despite its older six-speed automatic. Inside the well-appointed cabin, you're greeted by a legitimately luxury environment. This Premium Plus is wonderfully equipped with all the acronyms and features you can want in 2021 and even next year. Lane keep assists, radar cruise control (though Mazda sadly deleted the option to also instead use regular cruise), rear cross traffic alerts, a decent 8.8" screen with navigation, Apple CarPlay and Android Auto, and blind spot monitoring. I like the simple elegance of Mazda interiors and the CX-30 continues that trend, focusing on the important bits that matter. Several passengers that I took for rides were similarly impressed with this crossover's classy cabin. The only aspect inside I wasn't convinced by were the grab-points when the closing the door upon ingress. It's also quite attractive on the outside, too, as are all Mazdas. What's Not As great as the CX-30 is to drive, it's not without flaw(s), chief of which is the lack of space. Make no mistake, this is a compact crossover/SUV. It's perfectly fine from a driver's perspective, but those rear seats aren't quite made to accommodate adults for anything more than modest distances, and the rear cargo space is the opposite of spacious. In fact, the CX-30 is no more spacious than the brilliant Mazda 3 sedan. If space is what you're after, the larger CX-5 (and slightly more expensive) that Mazda offers (also class-leading in basically everything) will be your golden ticket. Speaking further in comparing it to the Mazda 3, that sedan drives even better. Released this year was the 3 with the same exact engine combined to all-wheel drive. Costing a vacation-worth less than the CX-30 when equipped the same, I would much rather have the Mazda 3 turbo just because I personally prefer cars over crossovers. But, I get it, a lot of people like sitting up high, but don't think you're choosing a CX-30 because you believe it gifts you with extra space. The fact that it sits up high and looks like a larger vehicle from afar does not equate to more interior volume. Another quip of mine is the annoying parking brake. You come to a stop and shift the lever into 'P,' the parking brake comes on automatically. Okay, great, I like that. However, each time I got in the CX-30 for a drive, I would shift it into 'D' to set off and upon releasing the brake, I noticed how the Mazda would squat down at the rear and remain stationary. Why? Because while the parking brake turns on automatically, it does not turn off automatically. This means you have to manually turn off the parking brake before setting off. Maybe there's a hidden setting to disable that, but I found it mightily annoying. If it turns on all on its own, then surely it should also turn off on its own. Hmm. If you want a small crossover... Then buy the CX-30. Other competitors don't drive as well and don't have the same style nor luxury-like interior as seen on this Premium Plus example. Want to save some dough? The base CX-30 starts under $25,000. You'll be missing a lot of the luxury and the power, but it's still a better-furnished and better-driving car than competitors. You can't go wrong with the CX-30, but you can do better. What do I mean by better? Don't discount the fabulous Mazda 3 and 6 sedans first. 2021 Mazda CX-30 Turbo Premium Plus As-tested Price: $35,400 Pros: Style, quality, and performance; Great to drive Cons: A little too compact; Mazda's sedans are even better Verdict: It's the best in class, but is it the class you want?

Flawed, but still exemplary. The Road Beat tests Lexus' flagship model. Words and photos by Mitchell Weitzman. Review and photos of the 2021 Lexus LS 500h I really like the Lexus LS 500. Like, really like it. I like it so much that the aspects that bug me really bug me, and that's because I want this car to be nothing short of perfect. And oh, is it close. One of the most delightful vehicles I've ever been in, the LS 500 was made to emphasize the very notion of luxury. It reminds me of Rowan Atkinson's character in Love Actually, when he is gift-wrapping a scandalous necklace. Alan Rickman says he doesn't need a bag, but Atkinson says, "Oh, this isn't a bag, sir...This is so much more than a bag." And that describes the Lexus LS - it's not just a car, it's so much more than a car. What is it? Lexus' flagship vehicle, the LS sedan. LS means Luxury Sedan and helped transform the luxury landscape when it first debuted some 30 years ago. Before the LS, your choices were either German, in the shape of a BMW or Mercedes, while the adventurous (and those with a mustache) might choose a Jaguar. Then along comes Lexus with the LS 400, providing an experience and quality to match those peers, but at a lower price point and with their legendary build and reliability. To say the LS changed automotive scenery forever is an understatement, because it proved that the Japanese carmakers could challenge, and legitimately, any segment of the car industry; Not just affordable items. Fast forward to now, and the LS still exists to take the good fight to the Germans, built still on its principles of luxury and quality at a better price. Only now, it's not so affordable, and also, there's increased competition from new startups like Genesis and electrics. At $104,965, it's definitely priced as a flagship. How does it hold up then? What's hot Lots is hot. I think it looks rather nice for starters. With elegant curves that seemingly elongate the shape and a Lexus grille that magically works, it's very stylish on the outside. The use of chrome is perfectly tasteful, too. However, the inside is even better. Leather and softly addictive alcantara micro suede is basically everywhere. I reckon Lexus must use the same leather supplier as Saint Laurent, because it's oh-so luscious. I love the design of the door cards, with a swooping, waterfall effect happening on the armrest that is closer to a floating shelf. Instead of a square motif, I like the swooping nature of everything, and in the center of the dash is an impressively large touchscreen display. Comfort and space are both enormous in whichever seat you choose, but the front seats have the most sensational built-in seat massagers ever in a car. I've used BMW's optional massage system in their 7-series, but they're nowhere near as potent as here in the Lexus. With multiple massages to choose from, it's a massage you can actually feel. Other systems are hard to tell they're even on, but not the Lexus, and not only can you feel it, but it feels good. The seat adjustments are literally endless, with even a way to fine-tune the padding/inflation around your tailbone. Yeah, the front seats are damn amazing. The rears don't have quite the adjustment, but the leg room is fantastic and you can slightly recline seats for being chauffeured around. There's also a center screen to control your own climate among many other things. Think of it as having a permanent first-class ticket on Qatar Airways. Of course it's quiet, but I didn't expect the LS to be this quiet. At 70 MPH, I swear you can hear the thoughts of your passengers; Don't bother speaking, just communicate telekinetically. I could park next to a busy freeway or inside a busy hotel's parking garage, and you could very easily read The Goldfinch without any interruptions inside. Shoot, you could record a chart-topping hit in the LS 500. It should come as no surprise that the ride quality is equally excellent, with the LS 500 seemingly gliding over any and all bumps, potholes, whatever, with absolutely no fuss. I don't know how it renders road imperfections as so insignificant, but it does. The LS rides better on a battered roads than many cars do on the most perfectly glass-smooth tarmac in existence. Add up the comfort of the seats (with massage mode on), the lack of road and wind noise, and the magic carpet ride quality, and it's such a relaxing, soothing experience. Okay, your monthly payment on one of these will be high, but think of it as including an unlimited Spa membership plan, and then it's not quite as bad. Lexus engineers have also managed to make the LS more than decent to drive. It's completely mute, sure, with no feeling through the wheel at all (because feedback is intrusive and not luxury-like), but it still manages to be direct and thoroughly capable. Aim it through a series of bends, and you can carry an alarming rate of speed despite the vast size and weight of this luxury barge, and it does it with few complaints. On one of those looping, cloverleaf freeway onramps with two lanes, you could easily pass the average Porsche or Corvette driver in the LS and they'd be confused and left feeling insubstantial in their existence. Understeer happens when you push of course, but the balance and composure is strikingly good for a vehicle not meant to eat corners. What's not Unfortunately, the LS 500h is not perfect. It's close, but not quite there. And it's because of its stellar attributes already mentioned that make me have to be extra nitpicking, and that's because I want it to be that embodiment of perfect. So, what didn't I like? Well, as you noticed, there's a little 'h' attached to the vehicle's name. The h stands for hybrid. Yes, this particular LS 500h is a hybrid vehicle. Now, I'm all for a decent hybrid system, but this exact system belies the luxury character of the car. Why's that? Well, it's a lazy V6 paired to some electric motors for a combined output of 354 horsepower. While it's good off the line with the instantaneous response from the electric motors, resulting in a 0-60 MPH of 5.2 seconds, the performance falls flat over 60 MPH. However, it's not just the lack of speed compared to German rivals that have literally 100 more horsepower, it's also the nature of the V6 and the presence of a loony CVT transmission. When accelerating and adjusting your throttle, I found the V6 too intrusive aurally, exacerbated by the way the transmission will hold constant RPMs as you accelerate. In short, the operation of this powertrain is not fitting for a luxury car. I don't want a hundred grand car to behave like a Corolla, but that's just how CVTs work, especially with an engine that has to work hard to make any momentum because it's carrying over 5,000 pounds. On the bright side, fuel mileage is impressive, averaging 25 MPG overall and achieving 37 on the highway at 70. The LS 500 comes standard with a twin-turbo V6 with an extra 60 horsepower instead, and while lacking the economy of this hybrid, it is a more pleasant and luxurious experience whilst also being several thousand dollars cheaper - It's the engine I would recommend for the LS. A big takeaway I had from how the hybrid set-up functions is that this vehicle would be better if it actually was all-electric. Oh, what's that, there's that new, pretty Lucid Air set to roll out this autumn? Hmm... Other annoyances include a driver's door that either opens way too far, or a little too narrow, being a lack of notches in the door jambs. When you're looking for perfection, you notice these things. I also found the Lexus infotainment display to be too complicated to operate. Even with the introduction of touchscreen operation that does improve things, it still remains a struggle to use at times. The main chief reason is you can't do everything with only the touchscreen; you have to still use the hard buttons located in two different locations to be able to properly do it all. Commit to one or the other, but the mixed use of touch and buttons is not a good combination. An example is there's no digital home button on the screen to access the main menu; you have you click the menu button near the shifter for that. Furthermore, you can adjust the climate control with hard buttons (which I prefer, climate is so much easier with physical switches than digital ones you have to access), but not all aspects of it. Want to turn AC on and off? You have to access the climate page in the screen to do it. It's just weird. There's also too many buttons and ways to access your seat controls. And, my biggest complaint, is the worst cruise control on any modern car I've driven. On the freeway, if I had 72 MPH chosen, I'm not kidding when I say the car then operates in a range of +/- 4 MPH of that selected speed; It's always constantly slowing and accelerating on even minor hills on the highway. Downhill, it will lose 3-4 MPH as the road transitions back to level, and when a downhill goes immediately uphill, it will re-accelerate back up the hill to 3 MPH over your set speed. So, for concrete example, I'll set the cruise at that magic 72 and then it'll slow to 69 downhill before speeding up to 75 at the top of the following up hill section. Finally, once it levels out, it will decrease back to your initial 72 that you set. Whew, is it annoying. Because it's so isolated from the environment, it is harder to detect these changes in motion, but it's actually just unacceptable in form and function. What's my recommendation? I still love the LS 500. Would I say to get the hybrid? No, save your money and get the turbocharged V6 for more performance and an engine and transmission that are more befitting of a luxury car. Shoot, I bet the cruise control will be more consistent, too. I personally think an S-Class Mercedes is on another level of luxury in terms of its cabin, but it's also significantly more expensive with a base price higher than this completely loaded Lexus. Genesis' G90 is fabulous and even fewer dollars, but isn't quite the serene experience and as comfortable when munching miles. It might appear like I listed a lot of negatives, but they're all so easy to fix: Add an extra notch in the door, add a digital home button and combine some seat customization switches, and make the cruise control work. Those three changes would then make for a car bordering on perfection. This is a car that each time you make your way into the seat, turn the massage on, you feel good; It's tough jumping into a forty grand Volkswagen tester that arrived the following day. This is a great luxury car, but it's not as perfect as the Lexus LS can be. I can't wait to try the next one that's cooked up. 2021 Lexus LS 500h As-tested price: $104,965 Pros: Beautiful inside and out; amazing quality and seats Cons: Defective cruise control; expensive; the turbo V6 is cheaper Verdict: A few small tweaks away from perfect, still a phenomenal luxury car Dimensions: Wheelbase: 123" Length: 206" Width: 75" Height: 58" Weight: circa 5100 lbs

The Road Beat tests the new 2021 Hyundai Elantra N Line Want performance and pizzazz on the cheap? The Elantra N Line is here to scoop you up Words and photos by Mitchell Weitzman Hyundai is making this a bit of a habit lately. That is, coming out of nowhere, like successfully faking a field goal, to bring the world their 'N' badged crop of performance cars. Okay, this is an 'N Line' and not the full-fat Namyang like the already legendary Veloster N, but what an achievement for the money and their lack of experience in this segment. At just a shade over $26,000 all-in, the Elantra N Line represents a total performance bargain that normal people can all enjoy. What is it? Hyundai's Elantra N Line, taking their popular and long-running Elantra economy car and sprucing it up with extra horsepower, visual swagger, canyon-honed suspension, and a nifty dual-clutch transmission. Taking aim at a segment once dominated exclusively by Honda's Civic Si (Honda has yet to launch an Si model in its new and current iteration), Hyundai's foray into cheap performance isn't maybe quite a home run, but it's definitely a triple on merit and not a throwing error. What's Hot To start the transformation from Elantra to Elantra N Line, many of the visual accents have been updated to a gloss black, a common trend on performance cars. Paired with this example's deep Intense Blue paint and subtle tweaks to the front bumper, new wheels, and an integrated boot spoiler, the Elantra N Line shows its intent in the looks department. Some might find the overall shape and the triangular creases on the door vulgar, but it attracts pupils in a commanding way for a car this affordable. Remember, the last Civic Si was far from pretty to many people, being divisive. I feel this machine will follow a similar path, but at least to my eyes, I dig the style. Highly recommend this color, too. Under the hood is a 1.6-liter inline-four with a helping of turbocharging, bringing power up to 201 horsepower and 195 lbs-ft torque. Those are increases of 54 and 63 over the last Limited model I tested with its naturally-aspirated 2.0L, respectively. Paired to an eager dual-clutch tranny (unheard of in cars below 30 grand), the rise in performance is unsurprisingly severe. 0-60 MPH drops from 8.2 seconds (as last tested) down to 6.2 thanks to its newfound boosted glory. Power is developed in typically fun turbo fashion, with a swelling of power occurring from just 2,000 RPM and reaching peak thrust by 3,000. With the snappy transmission, keeping it in the powerband and using the strong midrange is easy and addictive. It's no Porsche PDK, but this automated manual sure beats the hell out of any CVT and all but the best torque-converters (ZF's eight-speed auto in new BMWs is particularly brilliant). Overall performance and feel from this motor and transmission is actually incredibly akin to an older VW Golf GTIs, and that is meant as a huge compliment. A new GTI or Jetta GLI, for example, both cost several thousand more than this Elantra N Line, moving you well into a whole new price bracket. There's also the availability of a six-speed manual that I definitely would encourage over this dual-clutch to bring further driver engagement. In the bends, the N Line is also very much at home as long you don't go expecting it to be a committed sports car on max attack. If you want that, Hyundai has more suitable options out and more coming. As it sits now on 18" all-season rubber, the front is resolute in providing grip to tackle a variety of canyons, mountains, and freeway onramps. Handling and balance are both composed enough to avoid crashing understeer and allow a fair amount of adjustability. The ride quality remains good, too. Unlike the bigger and hugely more powerful Sonata N Line, the more modest Elantra N Line doesn't have the firepower to so easily overcook the front tires, which makes it easier and more forgiving when cornering. Steering isn't wholly feelsome, but is direct and features a natural weighting for increased confidence. The wheels also feels particularly nice in the hands. Despite making significant power gains, I found the economy only minorly impacted, with an average MPG of 32 in my time and 40 MPG very possible on level freeways. In light of its performance aspirations, this is still very much an economy car still in terms of both price and its gas mileage. What's Not? There is little to not like about the Elantra N Line. Some will dislike the looks while others will love it. Other tidbits are going to include an interior that neither disappoints nor wows. There are little 'N' cues here and there, like on the seats for example, and some red stitching, but the interior is very much standard Elantra fare with a mix of different plastics. The front chairs do have more lateral support than standard, but I wish they had more side bolstering and especially more shoulder support. To the left of the instrument cluster is an ugly and ungainly switch for driving modes (including a 'sport'), but it's a complete waste of space. It actually also resembles the evil HAL 9000 computer in 2001: A Space Odyssey. Back to those seats, though, because they likely are the largest single complaint I had with this car. In short driving, below an hour, they are fine. However, on longer distances, they were wildly uncomfortable. On a long schlep to Laguna Seca for the IndyCar Series race, I got out of the car feeling as if I just ran a 5k. I wasn't alone, as two different passengers who experienced the front seats had nearly identical complaints. So, not the greatest road trip car then; I can't remember the last time I was so negatively affected by the seats of any car over longer distances. Maybe an inside the park home run then? There's no way of hiding it - this is a remarkable achievement from the South Korean automaker. To bring this level of performance and unique features like an available dual-clutch transmission at this price point deserves a celebration. Until Honda comes out with a new Civic Si, there is no current competitor to this car. For about $25,000, and to get 200 horsepower and a capable-enough chassis, too, there is no alternative. And the fact that this comes it at the same price as even just regular, coma-induced Toyota Corollas speaks more to the fact. If you'd rather forgo performance for more comfort and a slightly better interior, the Elantra Limited costs about the same. The seats are a real disappointment, but on the whole, the Elantra N Line is a winner. It really does pose the question, "Why buy a cheap boring car, when you can have a cheap fun car?" The only real caveat is maybe you'd like to spend an additional five grand on the real Elantra N with 286 horsepower coming later this year... 2021 Hyundai Elantra N Line As-tested Price: $26,360 Pros: Incredible performance for the price Cons: Seats on long distances Verdict: A winner and complete bargain

The XSE trim is new, bringing much improved looks to the popular SUV. Full review and photos of the Toyota Highlander XSE by The Road Beat. The XSE trim Highlander should not exist. Let me be more clear: Maybe, rather, it shouldn't have to exist, and that's because the core XSE values and differences should be standard on every Highlander. In its many generations of moving clumps of consumers from one place to the next in undramatic fashion, the Highlander has been the opposite of exciting. But, bringing a new, 'sporty' XSE trim option should quell that history, no? While it doesn't do anything for driving dynamics, this XSE is the best looking Highlander now available and ought to be the standard body on all Highlanders. What’s Hot I don’t think the Highlander (even in this XSE trim) is the best looking mid-size SUV available right now; that right is reserved to the Mazda CX-9. However, I do think the main selling point of this XSE trim are the newly sharpened looks. From the wide mouth that forgoes the awkward silver band that ‘holds’ the Toyota logo in place on other Highlanders, plus black exterior trim and attractive wheels, the XSE benefits greatly from this newfound style. XSE trim removed, the usual Highlander strengths remain, meaning a well-made and practical product designed to last a family for years and years. It’s incredibly well-equipped, even in its base form, with all the desired acronyms for safety systems. Its V6 engine is smooth and makes decent enough power up top when revved out and merging onto busy freeways while also netting impressive mileage for a vehicle of this class - I saw 23 MPG overall and 29 MPG on the highway. A Highlander Hybrid will increase that number substantially further to 33 MPG overall from my prior experience with one. From what I know, there isn’t an option to combine the XSE trim with the Hybrid model unfortunately. Space is huge in the front and second rows for optimal comfort for those first four occupants. A third row is present, but is best reserved for emergencies or small children. I also found the front driver’s seat comfortable (these seats are not leather fyi) over the course of a 400-mile day, and also enjoyed the general quietness of the cabin. For those daring types, an option for a red interior is available. It’s very easy to command on the freeway, with the Highlander tracking arrow-straight and resisting any wandering along with a controlled and comfortable ride. Handling is competent without being fun nor engaging, but for sure has a breadth of capability that most casual drivers will never exceed. What's Not I think what I dislike the most about the Highlander XSE is that there is no change to the fundamental driving experience; Those wanting a a Toyota family SUV with some added sriracha will be disappointed. I also don’t like that you can’t get the XSE paired with the much nicer luxury interior of the Limited and Platinum models. And it's not like this is a cheap model either, with the sticker being over 46 grand. That's a lot. I feel this package would be best served as an option rather than its own trim level so you can better mix and match, or just make this the standard body for every Highlander. In the middle of the cabin, the Toyota Entune center screen is hilariously outdated in looks/presentation. The larger unit in Limited/Platinums earns big ‘wow’ points in comparison. The V6 engine, while not short on absolute power at 295 horsepower, lacks grunt and is paired to a nervous transmission. I like the fact that the transmission can be truly manually controlled with no kickdown override (like the maddening programming that neuters the TRD Camry), but it does expose how little (none) punch is available in taller gears. On flat freeway with eighth gear selected manually, putting your foot down results in…nothing. Downshift it to seventh and still…nothing. Using cruise control at just over 70, I regularly found the Highlander running seventh gear rather than its top gear, eighth, to maintain speed. Leave it as an automatic and bury your right foot, and then the power comes through as this V6 needs revs to labor. I’m all about naturally aspirated engines, but man would a turbocharged unit be welcome in this application and role. Mazda’s CX-9 Turbo isn’t much quicker overall in acceleration testing (6.5 vs 7.1 seconds 0-60 MPH), but the added flexibility is immense with usable horsepower available basically everywhere. So, it’s no good then? On the contrary, it’s an extremely well-rounded option in the SUV space. Owners will likely highly enjoy their ownership of a new Highlander like this XSE. There is a big ‘but,’ though. Competitors like that same Mazda CX-9 offer more performance and actually playful (sporting) handling characteristics that makes it more fun to drive. And the next level up, the Highlander Limited, bestows considerable more luxury and quality to the interior, albeit at a several thousand dollar price increase. The XSE doesn’t entirely represent the best of value when you consider the all-conquering Kia Telluride costs the same fully-loaded. If for sure choosing the Toyota, though, I would want a Highlander as a Limited for that lovely interior, but combined with the XSE’s looks, which is unfortunately incompatible. So, don’t buy the Highlander XSE because it’s a more sporty Highlander. Rather, buy it because you want the best looking Highlander right now. 2021 Toyota Highlander XSE V6 AWD Price as-tested: $46,806 Pros: XSE trim brings a welcome aesthetic upgrade; space Cons: 'Sporty' XSE drives no different; not luxurious enough for the price Verdict: An oddball pick of the range with too much give and take

Forget price - it's hard to have more fun on four wheels. The Road Beat tests the devilishly fun Hyundai Veloster N with a six-speed manual. Hyundai's Veloster N, the perfect car for a...10 hour road trip? Okay, it isn't, but that didn't stop me from taking it on one. Nevertheless, welcome to the most fun new car I've driven this past year and one worthy of a place on all-time lists. Hyundai has entered the hot hatch game in a big way, seemingly coming out of nowhere to deliver this blue, three-door sensation. Many would call it a sucker punch. This might end up being a little monotonous as I struggle for synonyms of fantastic, but there simply is no way to have more performance nor fun for the money. The Highs Value, value, value.. At an as-tested price of just $33,255, the Veloster N is unbeatable when it comes to sheer joy and performance for your dollar. Yes, the cabin this is very much an economy car with hard plastics strewn about, but who cares when it has this much power and an unbelievably good front-wheel drive chassis. It's also a far better drive than more expensive rear-wheel drive sports cars, like the 2.0 Supra. Heck, I liked the Veloster more than the Supra 3.0! The only car that can compete with this under $40,000 is the Civic Type R, but that will still set you back about $5,000 more than the Hyundai. For the asking price and what you get, it's frankly absurd. That motor 275 horsepower and 260 lb-ft of torque do enough motivation to send the Veloster N to 60 MPH in 5.5 seconds with its six-speed manual. 5.5 isn't revealing enough for just how quick this car really is, though. The manual transmission required a shift to third at 57ish, as it would hit the fuel cutoff just shy of 60 if you stay in second. Once you're in the boost, the flaming blue demon stretches its legs and takes off. With weight a smidgen over 3,000 pounds, this hatchback is every bit as quick as my 330 horsepower Nissan 370Z. In fact, with such a monstrous midrange that begins at 3,000 RPM, it feels much quicker in the real world point-to-point. It doesn't quite have the top-end surge that I would wish for (something all small turbocharged engines suffer from), but there's no way around disguising the face that this is a seriously quick car. Oh, and it's even economical, achieving 32 MPG on the highway and averaging 27 overall. On my 500 mile trip to Monterey and back, including cruising down the congested Ocean Ave. and other aesthetic streets in Carmel, the mean MPG on that entire venture was a solid 30. Very impressive! Tapping into that midrange is a delight on every upshift as you're greeted with another wave of thrust. Having a manual transmission in your right hand is a joy that can't be forgotten, allowing you to bang off shifts to your heart's content. Being a four-cylinder, i didn't have high hopes for it sound wise, but it does make a decent little brap like a World Rally Championship car. It actually reminded me of an old Mitsubishi Evo or Eclipse, in the best of ways, when really going hard and working the engine and gearbox. However, the sound does come with some caveats that will be outlined later. Race-car handling? While it might be a tired cliché to say any street car handles like a race car, the Veloster N's front-end is so tied down, you could mistake this for a touring car that races nationally. Actually, there are Veloster race cars that partake in the Michelin Pilot Challenge alongside the IMSA series! Grip is enormous, the most I've felt from a front-wheel drive machine, and it refuses to understeer. Even as the Pirelli P Zeros start to complain with slight screeches, the front axle remains resolute and keeps on sticking. It's so malleable and tactile that you can apply heavy throttle on corner exits and the Veloster just grips and goes. Hyundai calls this the Power Sense Axle w/Corner Carving differential, and you know what, I couldn't think of a better literal name for it. Steering is communicative and has a wonderful weighting and resistance to it (it isn't feather-light), turning with a renowned, instant vigor. With several available driving modes, including a checkered flag on the steering wheel called the 'N Grin' (no, seriously), you can mold the Veloster to your liking. With the checkered button enabled, the adaptive suspension stiffens up so as to virtually eliminate any trace of body roll. Driving at 50 MPH and doing hard and quick left and right turns to simulate a slalom, the Veloster N changes direction so tenaciously you'd swear your brain was plugged into it, though only after a few twists of the wheel, your brain actually will struggle to keep up with the Veloster N. As an example, when I drove my 370Z that has stiff, aftermarket coilovers a day later, it felt like a 70s Cadillac in comparison, with sloppy, slow steering and handling. I never thought my Z more of a tugboat. Thanks, Hyundai! Being a powerful front-wheel drive car, torque steer can be a real, valid concern. Luckily, that magic understeer-resisting differential does a remarkable job keeping you from having the wheel wrangled from your grasp and towards a ditch. It's not all good news, however, as pulling away quickly on rougher surfaces does reveal that inherent front-drive tendency as does hitting the throttle hard while doing a slow 10 MPH turn, like when turning onto a road from a stop. So, when using heavier throttle from low speeds, just be sure you're on a decently smooth road. It looks just right Unlike the vulgar and cartoonish Civic Type R, the Veloster N is restrained, but don't mistake it for looking soft. There are just enough tasteful additions to signal its sporting intention, however, helped most by the beautiful baby blue paint that has become Hyundai's N division's signature hue. It's a taut look throughout, with purposeful fenders and a longish hood for a front-drive car. In profile, its proportions are similar to the legendary Audi Sport Quattro, albeit trading boxy for round features. Seeing other Veloster Ns down the road, I love the wide and low look as they come at you. Even the spoiler isn't totally out of whack. Think of it as a in-between, aggression wise, from an understated (and nearly boring) Golf GTI and Golf Rs, and the ugly alien that is the Civic Type R. Comfortable Enough Despite the affordable-car origins, sport-tuned suspension, and engaging bucket seats, the Veloster N was perfectly comfortable enough on that same 500 mile day excursion. I checked the car's computer at the end of it, and the trip computer showed the car had been running for over 10 hours that day! Even though the seats hold you firm in place for when the going gets twisty, I didn't find myself sore at all. Now, don't confuse as me saying this a luxury sedan because it's far from it, but rather take it as a relative surprise given its performance aspirations and very realized credentials. The Lows Careful with that checkered flag... While selecting the N mode can send you to sports car stratosphere, it should be used with caution. Remember that adaptive suspension that gives endlessly flat cornering? Well, it makes it ride like bucking bronco. The change is drastic - more pronounced than any other car's adaptive suspension I've ever felt. So, if the road isn't smooth, do not hit that alluring blue little button with your right thumb. That same button also brings about a big change to the exhaust as well. And, unfortunately, it's not for the better in most cases. Sadly, the attractive and rally-car-like brap-brap that the N emotes becomes nothing short of a video game. I like a good snap, crackle, and pop from an exhaust, but N mode makes it do it everywhere. Lazily upshifting at 2.5K RPM? Crackles and pops. On an upshift! Normally you only hear this on downshifts and lifting off the accelerator with some serious revs, but no, it does it on upshifts even. On the bright side, when meandering along the pedestrian-filled ocean-side cliff roads of Carmel, engaging it to alert street walkers of my presence worked splendidly well. I like the sound of the Veloster N, but it just is made too corny with this excess. Also, the exhaust becomes shockingly loud in this mode, which you may or may not like. I will say that, when in this mode, I did like the sound over 5,000 RPM. A little naughty, but that I did find fun and enjoy. Update 9/24 - A DriveTribe user pointed out that the source of the crackles and pops from the exhaust is a byproduct of a factory Anti-Lag system. While anti-lag is cool and all, with the throttle response already sharpened in N mode, I didn't exactly notice a reduction in turbo lag. With the revs up in normal driving modes, I found the engine to be quite responsive already. A neat novelty by all means for its inclusion, but it still just made the car sound cartoonish. That is, the exhaust bangs and pops sounded just like the fake cracks and snaps of other new performance cars even if these ones are real. Manual transmission isn't perfect...but I still loved using it This is nitpicking, because any new car with manual transmission should be heralded with great fanfare. And while you should definitely choose the manual instead of the available eight-speed dual clutch manual in an N, it just isn't as perfect as it ought to be. The clutch can be a little vague at times, and needs throttle in slow maneuvers to keep it from stalling - hard to just ride the clutch to move around - and the shifter itself is a little too light for my liking. It's remarkably easy selecting gears, but I like some heft in my shifters to match the rest of the car. In other words, it feels too much like the shifter from an econobox. Did I love having a chance to row my own gears? You bet, and you would too, but I have to be critical here and I think the shifter could use some more resistance and weight. The manual also includes a rev-matching feature for downshifts, a technology first introduced back in 2009 for the then-new Nissan 370Z, but I found it completely pointless. Unlike other cars where the revs flare up upon you moving the gear knob towards your destination, the Veloster N rev-matches after the gear is selected and as you release the clutch. It slows you down having to wait for it and also doesn't help in preserving the trans, as rev-matching as you slide it into a gear is what helps actually match the gear to road speed. At least you can turn it off, but it would be my recommendation to Hyundai to provide a better implementation, maybe even through a software update. And after those microscopic complaints, that's basically it. An amazing performance car at an amazing price With the price of admission what it is, the Veloster N is a complete and thorough win for the South Korean automaker. And no, N does not stand for Nurburgring, but rather Hyundai's Namyang research development center. The presence of one Albert Biermann is certainly felt, too, because after driving this hot hatch on the roads it was meant for, you get the sense that, if BMW made a front-wheel drive hot hatch in their ultimate driving glory years, then it would have resembled this. Mr. Biermann, after all, is the man responsible for some of BMW M's all-time greatest hits. Take price away even, and the way this car lights up both the road and your smile is done in a nigh priceless manner. With so many sports cars becoming more digital and the extinction of manual transmissions, it's such relief to be put in something so single-minded and stripped back with emphasis on the core qualities that really matter. A fantastic creation that comes highly recommended. It will make you a believer of front-wheel drive. 2021 Hyundai Veloster N As-Tested Price: $33,255 Pros: Performance; handling; perpetual smile generator Cons: Light shift action; exhaust pops and cracks can get annoying Verdict: A phenomenal achievement from a most unlikely source

The new, revised Genesis G70 has arrived and is even more excellent than its esteemed forebear. 2022 Genesis G70 3.3T Review The original G70 was genesis. That is, the formation of something great to come. Several years later, we have the updated G70, which has addressed the minor, nitpicking shortcomings of the original and the result is nothing short of excellence. With their endless onslaught of new models including several fantastic SUVs, this should be the time where Genesis takes off to be taken seriously in the luxury realm. No more "Oh, what's a Genesis?" bollocks. It's with this car that Genesis is what other competing luxury sedans ought to be compared to. Well done. What is it? The Genesis G70, their mid-size 'executive' sports sedan in the vein of the BMW 3-series, Mercedes C-class, and Audi A4. What makes the Genesis different than its esteemed German rivals, though, is its entry point. As the Deutsche brands have inflated their prices over the years, the Genesis lands aggressively with a bargain price that makes luxury cars more attainable than ever before, because yes, this is a luxury car - wait until you get a glimpse of this interior... With this refreshed 2022 model, there are a raft of style changes with a new triangular, large grille as seen in other Genesis models, new dual-stacked headlights, and a rounded, elegant butt. Inside is mostly the same (it was already quite lovely), but the big news is a much-needed new center display/infotainment system. It replaces the geriatric system in the old model. After that, it's all mostly the same underneath, and that's a blessing considering how great to drive the G70 has always been. This particular example was a 3.3T RWD Sport Prestige, about the most expensive G70 you can buy (an AWD will run you a slight bit more). Yet, the sticker is only $51,945 at a time when a loaded-up BMW 340i can be nearly 70 grand. Starting at a base price of $43,145, options here include a $4,300 Sport Advanced Package (19" wheels, Lexicon stereo, ventilated seats, etc.) and $4,000 Sport Prestige Package (heads-up display, Nappa leather, microsuede headliner, Brembo brakes, 360-degree cameras, and limited-slip differential). You can view the Monroney yourself to see the exact price breakdown and options. Of course, being a Genesis, included as new is a 5 year/60,000 mile warranty, and 10 year/100,000 mile powertrain warranty, both of which are the best warranties of any new car. What's hot Many, many things. I could start with the way it looks, that sumptuous, enveloping interior, or the riot-like driving dynamics. Let's start with the looks. As mentioned with the design changes, they work well to give the G70 a distinct and recognizable look. Whereas the former 2021 was a bit generic, a bit too safe, the 2022 is instantly its own thing. All Genesis cars now have a consistent language, both for the whole brand, but also on each individual models. Take the stacked, slit-like headlights for example. The rear lights follow the exact same motif. That's nice. Cohesive. I think the Genesis on the whole is a very good looking car, combining upscale elegance without going too far to be vulgar in the same way that a Hublot watch is. This is much more Breitling and Omega. Inside, the Nappa leather is invitingly soft with lovely quilted surfaces. I like the red contrast stitching, but don't enjoy the red seatbelts. That's a tad too far for me. All throughout, there is a level of true quality here that defines luxury vehicles, as everything you touch bestowed with the sense of being well-made and using great materials. All the switches on the center stack and wheel give off an air of assurance, too, in their action. The front seats are very comfortable and offer great support with the adjustable side bolsters inflated to the max. Above you is a microsuede headliner that both looks nice and is pleasant to the touch; When bored at traffic lights, I found myself petting it at times just because. The infotainment system is vastly improved and inherited from other Genesis models. It replaces the ancient and smallish unit of the original G70. It's definitely an aesthetic and operational improvement, but it still isn't the best in the business. However, it's plenty good enough now. The entire cabin offers an exciting and opulent environment, attracting the admiring gaze of many who were left deeply impressed. On the road is where the G70 makes its case known. With a forgiving ride quality, it can be comfortable when cruising on the freeway long distances, further helped by a quiet cabin that's mostly devoid of road-noise. It's even fairly economical when making long highway runs, with an average MPG of 32 MPG (an increase of two over what I experienced in a 2020) on the highway before falling to 24 MPG overall in mixed driving. So, it plays the comfy luxury part quite well, but what as a sports sedan? Yes. That is all. Okay, I'll say more. Yes, it's a wonderfully dual-natured machine, as a prod of the throttle is all that's needed to completely change the dynamic of the G70 into an angry and rorty sports car. I had the chance to try out the G70 along the magical Highway 128 near Lake Berryessa. As I adjusted to it, the G70 came alive into another dimension of character. This wasn't a solo drive, rather, it was with a group of Porsche owners, with several 997s, a 996 GT3, Cayman GT4, and 991s. Using the car's navigation as World Rally Championship-style 'pace notes,' I was able to extract a lot from a sedan that looked so modest among this company. However, all were shocked at the Genesis' capability by the end. 128 is a fantastically winding road, with a mixture of elevation changes, off and on-camber corners, and with so many tight-radius turns, you can push a car hard without reaching crazy speeds. Utilizing the Genesis' digital map, and following other cars, the G70 stuck right with them. Actually, a Cayman GT4 was holding me up even, and the 996 GT3 behind me disappeared from my rear-view mirror; This G70 can really boogie. The only car that drove near me that was decisively quicker on these roads was an Audi RS3, a modified one at that with coilover suspension and ultra-sticky Michelin Pilot Cup 2 tires. Even he showed amazement at how well the G70 was doing afterwards. So yes, it did great on this drive, but why was it so great? To be blunt, it's how natural and organic the car and all the controls feel. Having a 365-horsepower twin-turbo V6 in front of you helps, too, with enough grunt to seemingly clear out the Suez Canal all on its own. Steering has a good weight to it, and while it could do with a bit more information, it's tactile in its own way and responsive to every input. The front tires do start complaining earlier than I'd like, likely owing to the skinny nature of the rubber (225 front, 255 rear), but the Michelin Pilot Sports excel when being pushed, even when singing and bordering on squealing. I did run into understeer a couple times, but for the most part, you can be aggressive with the wheel and command the G70 to change whichever direction you desire despite the tire noise. With a softer suspension tuning, this also allows you to more accurately lean on each corner while providing more information as to what each and every tire is doing underneath you. Going up and down endless undulations and crests, the G70 did have its rear end skitting and hopping about quite occasionally, but it was never unnerving nor suffered from complete loss of composure. The Brembos worked well, too, reliably and ably slow you down in these situations. In most slow corners, I had the traction control lights flashing and intervening a little too intrusively, but it did well to keep all 365 horsepowers in check on the public road. Turn these aids off and the G70 can be transformed into an oversteering drift monster. Use at your own discretion, though, as it's keen to hang its 'arse around in lovely, progressive oversteer. Performance wise, it's quick. Very, very quick. To prove a point, I tested the G70 0-60 MPH with every seat taken up by an adult. So with 5 people in the car (about an additional 600 pounds over if it was just myself) the G70 whisked to 60 in five seconds flat, with full load! It's no quicker than the old car, but it doesn't need to be any faster. The fact that this G70 costs the same as most four-cylinder options from the German Big 3 and yet you get such bombastic speed as this is all you need to know when it comes to value. What's not Sports mode isn't. To be honest, my first drive in the G70 was met with severe disappointment. I couldn't believe how much I disliked it when I remembered enjoying prior examples so much. However, I realized the culprit were the sport driving modes that only ruin the party. Turning the dial into sport brings about a heightened sensitivity to the steering and throttle while firming up the suspension. Normally this would be great, but on these technical roads, it was a huge mistake. By raising the controls' sensitivities, it spoils the organic nature and renders everything twitchy and disconcerting. The steering loses adjustability and the heavier weight combined with a strong self-centering force makes it feel like a tightly wound rubber band ready to snap back at any moment. I hated it. Furthermore, the throttle became impossible to use because of how aggressive it was in conjunction with all that grunting turbo boost on tap. It basically becomes an on/off switch, with even just 15% throttle in the lower gears wanting to induce wheelspin. So, that first section of our drive was on a knife's edge then, with me getting the feeling the G70 was ready to pit me into a ditch at any moment if I wasn't careful with my inputs. Maybe these modes would work really well on a wide-open racetrack, but here on these splendid canyon roads, they ruined the driving experience. Luckily, there's a custom mode that allowed me to put the suspension and the suspension alone in sport mode and leave the other controls in normal. After that, I was in driving heaven. Other peculiar choices that I think need changing are in the door locks. This G70 had proximity-sensors to unlock and open the doors by just placing your hand on the handle itself, but it's only on the front doors. Other cars in this segment are the same, but I think Genesis can really make a simple and convenient difference by placing this feature on all doors. The other confusion came when I opened the door to get in for the first time at night. With another passenger waiting on me, I searched for the unlock button on the inside of the door, but to my amazement, the switches inside the doors do not illuminate when opened like so many other cars. The interior dome lights turn on, but they're not enough to be able to see the door buttons. Many other cars illuminate them upon opening for this very reason, but strangely not the G70. Once you turn the car on, then they brighten, so please, make the door panel switches illuminate during ingress. After that, the rear seat could be more spacious. On a day trip to Bodega Bay, there were no complaints made, but it could have more seat and leg space to be properly comfortable back there. Also with the back seats, I was often told to check the rear seats when I exited the car. This is fine, it's just being courteous to tell me I might have forgotten something back there, using weight or other sensors. However, I got that warning when there was nothing back there. How strange. Drive it right, and it's brilliant. I learned where the unlock switch was after a couple drives, but it ought to still be changed. What really matters though is how well and engaging the G70 is, albeit when you have the proper and correct drive modes. A true sports sedan this is, able to hang with and even bully the best Porsche sports cars. And yet, its killing blow to the competition is the incredible value the G70 represents, having the performance and luxury of a $60,000+ car, but it costs only a tick over 50 as equipped. It's an unbeatable proposition at the price. If looking for an executive, luxury sports sedan, you'd be needing to see a neurologist if the G70 is not on your consideration list. 2022 Genesis G70 3.3T Sport Prestige Price as-tested $51,945 Pros: Elegant looks; fantastic interior; fun and riotous performance Cons: Careful of certain drive modes Verdict: The genesis of greatness

Toyota's plug-in hybrid RAV4 Prime is a seriously quick compact SUV. But does that make it better? Speed isn't everything. However, speed, for lack of a better word, is good. Toyota's latest variant of their extremely popular RAV4 line of compact SUVs boasts a 302 horsepower hybrid system to make this one of the fastest new Toyotas you can buy. I'm serious - the only quicker car they sell is the Supra. Economical and speedy? What could possibly go wrong? Unsurprisingly, not much at all. This is a fantastic entry into the segment with its only falter owing to an astronomical* price tag. We'll address that, though. How much is it? Er. A lot. My Prime XSE tester was nearly top-tier (the Limited can be a couple thousand more) and boasted a sticker price a hair's-width under $50,000. $49,577 to be exact. For a friggin' Toyota RAV4, are you serious? Afraid so. But, don't get so holed up on the price, because it might seem like a lot, but it actually isn't, for there's a $7,500 federal tax credit available on these plus local rebates. For example, you can get a $1,500 California clean fuel rewards rebate in addition (if you live in the Golden State). So once all is said and done, you'd be looking at a net price closer to $40,000, which is basically the same as a regular RAV4 Hybrid that is now so slow in comparison. I'll be straight with you right now: this car is not worth 50 grand, and that price is beyond silly. But, taken into consideration the ways of reducing that cost, it becomes a decent deal in the end. It's almost like Toyota priced it accordingly with government rebates and tax credits brought into consideration... The Highs Now that we got that pesky price out of the way, let's talk about what makes this RAV4 Prime standout. For one, and it really is the main party trick of this little SUV, there's the aforementioned speed. With 302 combined horsepower from the 2.5L inline-four and a pair of electric motors (one front, one rear), this Toyota scoots to 60 MPH in only 5.5 seconds. I remember the first time I put my foot down, I wasn't ready to believe the hype surrounding that horsepower claim, however, I quickly became a believer. Compared to a standard RAV4's measly 203 horsepower and the 219 horsepower RAV4 Hybrid, this Prime model moves. It's quicker than turbocharged Mazda CX-5 and BMW X3 even. The last RAV4 Hybrid I tested did the 0-60 MPH deed in a relatively glacial 7.3 seconds for comparison. What's also good in the powertrain department is the normally wheezing and annoying Toyota four banger engine noises have been hushed to a degree, taking on a lower frequency grumble that's far more aurally pleasing. That's actually not the right word choice as it's not pleasing, but rather it's just no longer bad, and you instead can completely ignore it. Transitions from hybrid mode to full-on EV mode are seamless enough to rarely ever notice and the CVT transmission does its diligence to never interfere the way they used to a decade ago. All-wheel drive ensures traction is available at all times and the immediate thrust of the accompanying electric motors make for serious and instant haste. This powertrain setup promises about 40 miles of electric range, granted you choose to plug it in at home overnight, in which case a regular plug outlet will require roughly 10 hours to fully recharge the 18-kWh battery pack. Or, you can never charge it, of which will turn the RAV4 Prime into operating exactly like the regular RAV4 Hybrid. Driven this way, I averaged 35 MPG during my week with this Supersonic Red example and achieved 36 MPG on a long highway haul to Monterey and back. Both of these numbers are close enough to be considered identical to the last RAV4 Hybrid I tested (34 overall, 36 highway). At least you can choose how you want it to behave. If you have cheap electricity and/or solar, then charging might not cost you anything to enjoy it as a full, silent EV if you so desire. But, make no mistake, it's not very fast in EV mode. The lows The interior is perfectly fine, but far from anything exciting or having that wow factor. It's definitely not a 50 grand interior - not even close- but, again, it's not technically 50 large as said earlier, so I can kind of let it pass. But still, if the sticker price nears that big 5-0, I would expect some kind of improvement or really anything to separate it from lesser RAV4s besides some basic red stitching. On the flip side, it is a comfortable, spacious, and quiet environment that made 8 hours of driving in one day feel plenty relaxing, though a RAV4 Hybrid accomplishes the same. Toyota's Entune infotainment system resides in the center of the dash and continues to look woefully outdated now (it was already outdated two years ago when the current generation RAV4 launched) and is in desperate need of an update to stay relevant in an otherwise technologically advanced car. While you can certainly drag race four-cylinder, base Mustangs (and even the Supra 2.0...), the performance enhancements to the RAV4 Prime end there. Handling hasn't been fettled with to turn this into a backroad stormer, a la a pseudo M or AMG. That's not to say that the handling is rubbish, because I have found all RAV4s to drive and corner rather decently and with reassuring steering, but it's disappointing there's not a sharper chassis to match the enthusiastic acceleration. With all that responsive speed on tap now, navigating backroads means you now can have much higher approach/entry speeds to corners, but the RAV4 can't corner any quicker than the lower models. With hundreds of pounds of extra weight to carry from the battery pack, it actually has less grip than regular and Hybrid models...So what you get is what feels like a wallowy old beast, with suspension too soft for that sort of driving. It's not noticeably worse than other RAV4s, but it can be perceived as inferior just because its handling and cornering abilities now don't match the power of the powertrain. This won't be a demerit for likely 98% of people, who will all drive it normally and relish in its strength of merging onto freeways. Options Being a Toyota, many active safety systems are included as standard with this XSE adding cross-traffic and parking assist functions. A 10-inch head-up display, huge and pretty panoramic sunroof, 360 degree bird's-eye camera system, and an upgraded 6.6 kW onboard charger are all part of a $3,765 Premium Package. The onboard charger bit means that you can take advantage of 240v chargers to reduce a full charge time to 3 hours. This package also includes a digital rear view mirror, but I horribly disliked that gadget as it gives no perception and reference to space. Maybe it'd be great for, and only for, spying on people behind you in traffic. A further $1,620 premium audio option brings a JBL stereo system that I was quite underwhelmed with personally. All told, a Prime XSE starts at $41,425 and this tester climbed to $49,577 with destination. A lot of options for a Toyota - when did they become the Japanese BMW? A similarly specced Hybrid XSE will run about exactly $10,000 less on the window sticker for what it's worth. Optimus Prime? Or prime folly. There's no doubt that this Prime model is the best RAV4 Toyota currently makes. It's also the most expensive, but yet isn't, after incentives are accounted for that is. To be plain and simple, if the rebates and tax credits didn't exist, then there would be no place in this world for the RAV4 Prime at the asking price. I just wish it distinguished itself better from other RAV4s with both sharper handling and a more luxurious interior. While those incentives do exist, the RAV4 Prime is a compelling compact SUV that can embarrass some sports cars at traffic lights and gets great economy. If you buy one yourself, I have no doubt you'll highly enjoy it. 2021 Toyota RAV4 Prime XSE As-tested price: $49,577 Pros: Laughably quick acceleration; great economy; government incentives Cons: If you don't charge it, same economy as a regular Hybrid; handling doesn't match the power Verdict: The best RAV4 comes at a price.

It's not perfect, but it's a lot of car for under $25,000. Hatchbacks for the win! A review of the 2021 Volkswagen Golf 1.4T TSI by The Road Beat. Volkswagen has decided to kill the entry-level Golf hatchback in the United States. What a shame. The GTI and R models will live on, but the TSI, as tested here, is the last of the breed in America. The Golf 1.4T TSI isn't affordable perfection, but it's pretty dang close. The venerable hatchback that has inspired so many over the decades is still here in an age where crossovers (fake SUVs) have seemingly taken over due to consumer's distorted perspectives. Better and more fun to drive than its stilted and ungainly crossover counterparts, the Golf is here to show just how practical and effective a hatchback still is in 2021. Yes, it has its problems, but for the attractive entry price, it's hard to do better. What is it? Volkswagen's Golf hatchback, a vehicle that started life many many decades ago. Through various generations, we are now at our eighth-generation of flavor, long renowned for their style, practicality, and fun-to-drive road manners. The Golf also spawned the feisty GTI along the way, a legendary hot hatchback. This Golf, the 1.4T, represents the entry Golf, doing with much less power and finesse compared to the genre-defining Golf GTI. No bother, though, as the GTI gets its fun from the roots that stem from base Golfs such as this. A dinky little 1.4-liter turbocharged four-cylinder might not sound like much on paper with its measly 147 horsepower, but it's 184 pounds of torque mean it's a flexible little motor with usable horsepower that's ready to motivate surprisingly well. 0-60 MPH does take 7.6 seconds, but its midrange grunt makes it feel swifter. Unfortunately, this example had an eight-speed automatic instead of the grin-generating six-speed manual, but the core values of the Golf still make for a fun car. Fun fact, I took this Golf to Monterey Car Week, where it was constantly surrounded by expensive supercars. Yet, even around such royalty that you see during Car Week, the Golf was an enthusiastic ride no less. It's all relative, of course, but you'll understand shortly. What's hot As has already become obvious, the main draw to the Golf is its joyful driving nature. While the steering effort might seem too light at first, and without dignifying feedback, once you aim the nose at a twisting stretch of road, the modest Golf comes alive and does, well, Golf things. It might be light, but the steering is accurate, with direction changes coming with an honest and earnest response. Tossable is a great way to describe this platform, allowing you as the driver to just will the car towards apexes and rely on the impeccable balance. Yes, there's a noticeable degree of body roll, but it allows you really lean on the outside corners as the suspension loads up. This also brings the gift of knowing what the car is doing under you, instilling confidence to tackle endless bends. Understeer is tough to come by, and I only found it when torturing the front tires; There's a very approachable limit and you have to make mistakes to go past it. What's quite incredible, and something I've noticed on other Volkswagen's, is its ability to generate traction out of corners even with the throttle firmly on the floor. Being front-wheel drive, it ought to be easy to overwhelm the front tires - especially when cornering hard - but ask and you shall receive, with the Golf putting power to the asphalt and pulling you out of corners. Torquesteer is also irrelevant because it doesn't exist here. Volkswagen really knows how to make a front-drive chassis work. Some chassis technology that certainly lends some help is the so-called XDS cross differential system, which is responsible for being able to effectively distribute power across the two front wheels. Instead of sending power to only the overworked outside front corner, this allows a spread that puts power where it's needed. Also of note is the independent suspension at each wheel. While you might not know, many front-wheel drive economy cars do not have independent rear suspensions, but according to VW's press kit, the TSI like this even has an advanced multilink rear setup. On a brilliant section of Highway 68 that runs from the famous Highway 1 and into Pacific Grove, I was able to hustle the Golf hard enough to chase a Cayman S. Sure, the Cayman could have run away, but if you know what you're doing behind the wheel, it's good fun annoying people that don't know how to use their quicker cars on tight, challenging roads. You've probably heard the phrase slow car fast and, while I prefer a fast car driven fast, the Golf does its duty to epitomize its place as one of the ultimate steers due to its ability to achieve loads of fun at more attainable speeds. I definitely can't gloss over the gas mileage because it's, well, amazing. At 70 MPH on level freeway, the little Golf stretches a single gallon over 50 miles. 50! On the fast paced Interstate 5, that number fell to about 44 at 77, which is still fantastic work. During the 600 miles I spent with the Golf overall, I recorded 35 MPG, but that also included hours of super slow city driving and stop and go traffic. If mileage is something you're after, the Golf delivers. For what it's worth, a Jetta with the same engine, but with a six-speed manual, in my stead also recorded 50 MPG on the freeway at 70 MPH whilst averaging 37 MPG. This engine delivers the economy. Being a hatchback, space inside is generous due to the practical nature of the design. Open the rear, and you're greeted with a large volume of cargo storage despite the small 168" length. Front and rear seats are similarly spacious, maximizing possible cubic feet from the simple, boxy shape. Hatchbacks are practical and they always will be. What's not Like I said, it's not perfect unfortunately, despite being practical and great fun to drive. Granted, this has to be taken into perspective given the car's cheap $24,990 asking price as-tested. However, I did find myself disappointed with the quality of the interior, with a few too many hard plastics. Other new cars now with similar prices have an interior put together both nicer and with high quality materials, too. Some examples of cheap build quality include a reflector mounted on the inside bottom of the door that fell off more than once when closing the passenger door. The roof-mounted grab handle for the driver was also loose and it drooped constantly rather than staying flush on the roof. Pushing it back up was merely met with a slow sag back south, being uncomfortably close to my head. I will say the steering wheel feels great in the hands at least. The seats are fine, but I did find them too flat and lacking adjustment. They didn't cause particular grief during a long, four hour drive, but more shape would be welcome, not to mention lateral support when cornering with purpose. There was a lever on the side bolster to actually present some manual lumbar adjustment, but the edge of this handle was quite sharp from a pronounced edge courtesy of cheap manufacturing process. This lever, when left in certain positions, literally cut my elbow several times from rubbing against it when getting out of the Golf. I decided to leave it in the no lumbar setting which cured that odd issue as it moved the edge out of the way. Maybe it's just how I get out of cars? But that's just how I get out of pretty much every single car ever. And this isn't a criticism so much as a suggestion, but get the manual. This a fun car, so make the most fun possible by grabbing one with a stick shift. The automatic is fine, really, but VW's manual is delightfully easy to control and is a great first stick shift for newbies to learn on. It's still basically great Yeah, the interior issues bugged me, but those can likely be easily sorted. I was just disappointed to see issues like that on such a new car with low miles, though. Apart from those niggles, the Golf is an attractive-looking, attractively priced, and attractive-to-drive hatchback that is easy to enjoy. I can only wonder why Golfs have been so popular through the years? Either way, there are alternatives, such as Hyundai's funky Veloster. Honda did make a popular (yet ugly) Civic Hatchback, but the redesigned Civic is yet to spawn its own hatchback version, so you'll have to wait for that one if it comes or not. All things considered, for practicality and fun on the cheap, the Golf is tough to beat. What a shame the suits have decided to send it to the chopping block at the end of this year in the States. Oh well, at least the speedy GTI and R models will continue to live on. So, if you want a new Golf at this price, you better hurry. 2021 Volkswagen Golf TSI 1.4T As-tested price: $24,990 Pros: Fun to drive; practical hatchback; 50 MPG Cons: Some teething build quality issues Verdict: The VW Golf is widely loved for a reason

Toyota's ambitious Camry TRD is the best driving Camry ever, but other areas hold back this questionable Fast and the Furious prop car. A Camry with a wing you say? Heresy! The Toyota faithful, lovers of the most anonymous and boring cars in existence would never want that atrocity. Except they did apparently. The Camry TRD, with its fixed rear wing and aggressive bodywork, has proved a hit for Toyota. It represents great value, and it offers a certifiably TRD sporting chassis underneath. But, there's a but. Unfortunately, there are many key areas that hold back this ambitious would-be sports sedan, and they do enough to undermine it and make it nothing more than a dressed prop car from a Fast and Furious movie. What is it? The Camry TRD. Basically, Toyota's TRD department, Toyota Racing Development, has fettled the Camry with a sports-minded suspension to make this the sharpest driving Camry ever. To go with it, Camry TRDs receive a shouty bit of bodywork, with a deep front fascia, side skirts, and a fixed rear wing. No, not a spoiler, a wing. Red highlights are sprinkled about, from the red TRD stitching on the head restraints, red seatbelts, and red pinstriping along other exterior pieces. The attractive wheels are matte black (wish they were gloss black) items also bearing the red TRD logo. It looks unlike any Camry ever before it: mean. Why a typical Camry owner would something mean is as good as anyone's guess, but it shows that Toyota has the cajones to try something ambitious with their best-selling sedan that always carried the excitement of cheap mild cheddar. However, there are lots of bits, rather integral bits mind you, that have not received the TRD treatment. This absence is what holds back the Camry TRD as a pretender rather than the bona fide Tillamook sharp variety. What's hot Veracity, that's what the Camry TRD steers with. While all new Camrys do drive surprisingly well, especially when compared to their boring ancestors, the TRD sets a new standard for Toyota's front-wheel drive family sedan. Weighting is natural and not too light, but also not tiringly heavy. Response is linear and true, with the Camry TRD changing directions nicely and with a vigor when asked. Approach a corner quickly and the front tires dig into the tarmac without fuss and whisks you right to your apex and onto the next. This, in a Camry? Yes. You will find understeer eventually, but the basic handling balance is that of a convincing neutrality and with a perfect amount of body roll for the street. What I really liked in this regard is just how organic it felt from the wheel. Right from the first get-go, I got the sense of feeling that "yeah, this is what a car should feel like." TRD is responsible for stiffening the suspension in all the right places to give this level of control to the driver. Yet, despite these improvements, the ride quality is still everyday usable without feeling harsh in any way. This tuning is very akin to BMWs of old, you know, the good ones. Under the hood is Toyota's familiar3.5L V6 with 301 horsepower, which is unchanged from the standard V6 Camry. This tried and true motor is wonderfully smooth, foregoing the coarseness that has plagued V6 engines of old. Delivery is like a graph with a slope of one, with an equal rise and run. Put your foot down and power gradually increases all the way up and builds to a steady crescendo of power up top. The V6 also sounds rather good, emitting a smooth growl with a restrained yowl at the top end. 0-60 MPH happens in 5.8 seconds, which is at least competitive with other mid-size competitors, but not class-leading. Gas mileage was great, though, with an average of 26 MPG overall and 35 MPG on the highway. Minus the wing, I do like how the Camry TRD looks and with its two-tone paint. The appearance is sharp and definitely stands out among other transportation pods. Price concerned, the TRD does represent good value as this tester rang the as-tested price to $34,282. At under 35 grand, the TRD is far from the most expensive Camry you can buy, with that honor being reserved for the more luxurious XSE. Toyota definitely could have goofed and priced the 'sporty' be-winged model much higher, but have shown restraint and met this attractive price point. In actuality, it's one of the cheapest V6 Camrys you can buy, which must certainly have helped with how often I see the Camry TRDs on the road. What's not Like I said earlier, there are faults to consider with the Camry TRD. While the Camry TRD has a potent chassis underneath, there several factors that undermine this would-be sports sedan. For me, the most glaring issue is the eight-speed automatic transmission. Shifts are smooth if on the lazy side, but the real disappointment comes from the cheesy, plasticky paddle shifters behind the wheel, and not because of their material, but because they're actually worthless. What do I mean by that? Despite the gear lever having a +/- mode and the paddle shifters, there is zero way to have manual control over this transmission. Slide the lever over to manual, start pulling paddles, and no matter what, the moment your right foot passes even just a third of throttle travel, the Camry TRD will override you and downshift. On a backroad, driving with an enthusiasm that a sport-minded car likes to be commanded with, this means you can never utilize the midrange power that this big V6 offers. So, try and select third gear at about 3 to 4,000 RPM, put your foot down and the car instead will kickdown to second on you. It's absolutely maddening, and I'd even go as far to say dangerous. Using the midrange in corners allows so much more adjustability with the throttle and to control the chassis, but the transmission logic decides to take control from you altogether. So I ask, what is the point of even having them? Every other new non-Toyota I've driven that has a manual way of shifting gives you real manual control, but I guess not for Toyota. What a shame. The lacking commitment to fun continues with the traction and stability controls, which are intrusive to say the bare minimum. Can you turn them off? Sorta. To disable the nannies completely, you have to be completely stopped and hold down the button. If you're rolling, you can't do it at all. What you can do is disable traction control partially with a single click, but even then you have to be going under 30 MPH. But, the catch with that is the moment you're above 30, all the aides just come back on. So you can partially disable traction, but only when below 30...right. Oh, and the brakes felt rigid and wooden. You get used to it, but the first few uses were quite disconcerting. The interior is a standard Camry affair, albeit with a few dressed up pieces that I find tacky. I'm fine with the red TRD logos stitched on the front seats, but the red seat belts are laughable. With an interior borrowed from the lower-tier SE model, there is a pronounced amount of hard plastics used throughout that do seem disappointing compared to rivals. The price is still good value technically because of the chassis and V6, but the interior quality does disappoint overall. What worried me were the rattles the driver's door produced on the motorway, as well as the metallic rattle and tininess when shutting the front doors at perfectly reasonable and even light forces. The rear doors made a distinctly different and more secure sound. The side skirts also rattled with each door close. Other bits inside that annoyed me were no automatic front dome lights. Instead, only automated lights between the front and rear seats were present. And to go further with lighting, the door lock and window switches have an ambient lighting for nighttime use to decipher which are which. However, when you open the door to enter at night, those switches do not light up like they do in other cars, making them quite hard to see. Once you start the car, then they turn on, but considering how often one opens the door and then has to unlock the rest of the car for passengers using the inside switch, I found it annoying. I guess muscle memory would eventually take over. Like most other Toyotas, the center display screen looks about ten years too old and it and the aesthetic of both the hardware and software needs a desperate update. It's fine to use, but it just isn't pretty. My biggest complaint on the inside, though, is with the seats. Sure, they're comfortable items, but they offer zero lateral support, being the same seat as other Camrys, just glammed up with fancy trimmings. So, when attacking turns or cloverleaf onramps, you're left having to brace yourself from falling out of the seats. Hyundai's Sonata N-Line has fantastic sport seats that are unique items from the standard model and provide gratuitous support for fun motoring. So, it's no good then? The principles are good, but it's the details that leave much to be desired. Toyota has done a bang-up job in making the Camry TRD a canyon-carving machine with its approachable, confident steering and handling. But, if it wants to have real sporting intentions, then why have they left an automatic transmission with zero logic in its programming? Seats that can't hold you in place worsen the experience further making for a car that can't realize its aspirations, rendering this attempt as a pretender. The lack of manual shifting and worrying about holding yourself in place just about completely zap any fun out of spirited driving. The bones are there to make a compelling and legit TRD offering, a Camry sports sedan, but it has sadly been diluted and dumbed down with oversight and micro managing. If you all you want is a Camry that looks cool and sporty (granted you like the wing), then it's the perfect car for you. If what you want is a mid-size sedan with real sporting intentions, then you'd best look elsewhere. 2021 Camry TRD V6 As-tested price: $34,282 Pros: great steering and handling; smooth V6 Cons: Idiotic transmission programming; unsupportive seats Verdict: Close to greatness, but watered down.