Search Results

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

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

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

SRO's GT World Challenge series came to picturesque Sonoma Raceway and provided spectacular multi-class racing of all your favorite cars. With this coming weekend's race at the Circuit of the Americas, it's a good time to revisit the prior round of the Fanatec GT World Challenge America at the scenic Sonoma Raceway for a quick series prep and why you should watch it (psst: all races are streamed on Youtube for FREE, links at the end). Sporting organizer SRO runs some of the best GT racing on the planet. With the formerly known and amazing Blancpain GT Series evolving into the GT World Challenge Europe, SRO now has multiple spinoff series running simultaneously in America, Asia, and Australia. Featuring GT3 machinery in the premier classes, it's a global spectacle of all your favorite cars in racing form. GT3 racing itself developed from the FIA GT3 Championship of the late 2000s, itself the understudy of the GT1 and GT2 cars of yesteryear, but now with more manufacturer involvement than either of the former classes ever saw, GT3 has become a leader in diversity and talent behind the wheel. GT3 has come so far as to even replace GTLM in the IMSA WeatherTech Series starting next year with a new Pro class for GT3 cars. For your viewing pleasure, I've attached over 100 of my favorite shots in this article from this most fabulous weekend of motorsport. This spring, I was lucky enough to attend and photograph the first race of the year for the GT World Challenge America series at Sonoma Raceway (also still widely called Sears Point or Infineon Raceway) for my first taste of the series. But, it's not only just GT3 racing here in the states as there are several support series filling the paddock each race weekend. Along with the headlining series, there's also the newer GT America, featuring a shorter sprint format with a single driver and fields both GT3 and GT4 cars. GT4 America is a format for only GT4 cars and has two drivers in each entry for a one hour race distance. The racing is rather intense as the field is huge and the balance of performance ensures any car can take top honors. Typical cars include Aston Martin Vantages, McLaren 570S, Audi R8s, Porsche Caymans, BMW M4s, and Toyota Supras. GT4 cars have far less aggressive aero compared to their big-brother GT3 counterparts and make less power as well and closely resemble the road-going vehicles they're based on. The TC America class runs cars built to TCR spec, or the same as in the FIA World Touring Car Cup. Also a sprint race with single drivers, cars are much more similar to what you see on the road everyday, with Honda Civics, BMW 2-series, Toyota 86s, and even a couple Nissan 370Zs. Skip Barber's Formula 4 series also follows along with their own series to bring open-wheel single seaters into the mix. Each series has two races per weekend, with one on Saturday and the second coming Sunday. And then of course the headliner, GT World Challenge America: all GT3 cars with two drivers each and a one hour race distance. All the present racing leagues attract a wonderful crop of current sports car racing drivers, with legends like Bill Auberlen competing in a BMW GT4 car, Bathurst 12-hour winner Jordan Pepper and Blancpain Series champion Andrea Caldarelli teaming up in a Lamborghini Huracan GT3, IMSA champion Colin Braun and Le Mans 24 Hours winner Ryan Dalziel each in Mercedes AMG GT3s, and Le Mans and Nurburgring 24 winner Jeroen Bleekemolen in a Porsche Cayman. That's just a taste of some of the talent that these race weekends attract. After such a long and weird 2020 that saw most racing delayed to summer or later, it's refreshing to have track action back on a regular schedule in 2021. The thrill of standing only mere feet from angry, snarling racing cars carries an emotion that I had not forgotten; Not much else comes close to the rush! While Sonoma Raceway is a venue I've frequented at least dozen times in my life, I've never been to the rolling hills of wine country in the spring, and it made me wish spring could last all year here in Northern California. Instead of the dead and brown grass, dirt, and heat of summer when Nascar runs here, Sonoma in the spring is greeted by beautiful green grass and daisies more reminiscent of a track in a far different time zone. As a photographer, it allowed me the chance to create some of my favorite and most artistic shots ever in my short career as a racing photographer. Also, the morning and late afternoon light was amazing to play with and utilize, making for epic and dramatic shots of backlit racing cars with the tarmac seemingly glowing like silver and gold. My favorite cars from any series here? It has to be the Lamborghini Huracan GT3, made particularly exciting by the lime green livery of the K-Pax racing entry that would go on to win both rounds of the World Challenge America. The look of a Lamborghini with even more outrageous bodywork plus a big wing is hard to resist. Oh, and the diabolical V10 scream has to be heard to be believed. If you think seeing one go by you on the motorway in normal life is an event, it doesn't compare to one at full-chat blazing by at over 100 MPH and only a few feet from you. More of that, please! The Porsche GT3R is quite epic, too, with the howling flat six rattling ear drums all across the track. While the Sonoma race is already relatively old, occuring last month, each series described and pictured here is racing again this coming weekend, April 30-May 2 at the Circuit of the Americas in Austin, Texas, home of the current United States Formula 1 Grand Prix. You can stream live and also watch all past races here https://www.youtube.com/gtworld/featured and for FREE. And here is a link to all sessions from Sonoma https://www.youtube.com/playlist?list=PLnnFwnhryIkQKI1JSRd_PoKjiWus7aHrC. Perhaps the biggest victory of SRO is in the accessibility of the racing by bringing it to the entire world on YouTube, whereas many others require costly subscriptions. Thank you SRO for bringing the exciting world of GT racing to the states and putting on another great show for race fans all over. Have a favorite photo(s)? DM me if you'd like to purchase full-resolution downloads.

Despite the F Sport name and the charismatic color and creases, the UX 200 F Sport is far too slow to be the compelling hot hatch substitute it could be. I had high hopes for the UX 200 on first arrival. With the F Sport badging on its rear, and wearing the now-signature blue Lexus F paint, I was hoping for something fun. Following in the vein of such creations like Mercedes' GLA, the UX isn't quite an SUV/crossover, but it's larger and higher than a hatchback. Maybe call it a crossback or crosshatch? Anyways, while it certainly tries to look the part and with 'F Sport' adorned all over it, it's far from the 'hot' crosshatch it aspires to be. Now, Lexus has always played the luxury game well; try to think of any recent Lexus that didn't feature a quality and luxurious interior because you won't. But, luxury is only one part of the game here, as an as-tested price of $42,250 plus the provocative looks and name should have certain implications and expectations. Whereas the handling is actually quite decent and honest, the biggest culprit is in the weak engine. While I'll always be a proponent of the naturally aspirated motor, this is a case where naturally aspiration just isn't the answer. Two-liters in this instance only nets you 169 horsepower and 151 pounds-feet of torque. In something like a Miata, this would be perfectly adequate for fun, but not nearly enough for the Lexus' mass, which is still not entirely immodest by any means at an estimated 3,300 pounds. Sure, F Sport is more a trim package and not a full-fat F model like the RC F, but there should be more oomf than this severe disappointment, even from the standard UX 200 models. With such little motivation, 0-60 MPH happens in a blood-blisteringly slow 8.8 seconds. There's no other way to look at it; it's dreadfully slow. Transmission duties belong to a CVT with ten simulated ratios that still are somehow not enough to instill any level of spark to the UX, as all ratios feel strangely still wrong. Here's a comparison that particularly sinks the UX: a BMW X1, with its base and only engine, is over TWO seconds faster to sixty. There'll be more comparisons to BMWs smallest crossover, don't you worry. At least the fuel economy is moret than decent, averaging 27 and pulling 35 on the freeway. For all the lack of power though, I would have expected even more. I reckon this I-4 is the same powerplant that can be found in Toyota's Corolla Hatchback, as they share same power ratings and capacity. It's barely enough in Toyota's most aggressive Corolla, but in a larger shape like the UX, it falls completely flat. Here's an idea, Lexus/Toyota, put the new GR Yaris' turbo three-cylinder under the UX's bonnet... Handling, like other F Sport models I've recently sampled, luckily remains good. The steering wheel is a little fat, but still feels good in the hands with satisfyingly perforated leather, and gives thorough control over movements when the road starts to bend. The weighting has a surprising heft to it, which is all for the better as it gives a sense of purpose and refrains from feeling like a fragile toy. And this is where it's such a shame because the UX does handle rather well. The balance is there as is more grip than you'd ever require on the street, which allows a rapid pace through winding turns. While it isn't entirely playful in corners, there is a precision that's readily present and available as the front-wheel driven chassis digs into the pavement. Yes, it's front-wheel drive, but with the lack of power you'd never know it or need it. Furthermore, the ride quality isn't bad either, as the dampers do their best to shrug off imperfections in the road. It's a good performance here and is the shining light of the UX, but it's the sole shining light. So it's not all bad, but now we have come back to more troubling parts. While the interior feels well made with generous amounts of leather, I didn't particularly like the design inside; One of my passengers said it even gave her anxiety. The door panels are rather bare, but then in the middle you're attacked by an onslaught of buttons and a screen that's too far away. It just doesn't appear cohesive and feels like important bits were just slapped here and there like sticky notes. I like dramatic interiors in cars, but this isn't dramatic, just odd and out of place. A good example are the media controls, which besides the terrible infotainment system that continues to infect all new Lexuses, is a strange volume wheel placed on a bulbous shape that extrudes from the center armrest. It's awkward to use and raises questions like, "who the bloody hell thought this was a good idea?" Then there's yes, the infotainment screen, controlled by a mousepad that's too sensitive and inaccurate and most vital tasks are buried in endless menus, including even climate control options. Look, I've gotten used to it from other Lexus cars now, but nobody else comes close to it in terms of the labyrinth of confusion it endlessly imposes. The leather F Sport seats are comfortable and provide great support, but were not the best for longer hauls. Also, the head restraint pushes your noggin too far forward. But they're wonderful too look at and the leather is exquisite. The other glaring issue inside is the lack of space. Now the front seats, they're mostly exempt in this regard. But, the second row is entirely too cramped. The compact Hyundai Elantra sedan I had the week prior had miles more space arears. A friend spent two hours one trip in the back and was not happy about it at all. The sloping and low roofline contributes to a rear cargo hold that is also less spacious than alternatives. Not saying it's small, but others have noticeably more. It comes as no surprise as the UX shares the same wheelbase and underpinnings as the compact Toyota C-HR. What's funny though is that in isolation I would have sworn the UX is massively larger than the C-HR based on the looks alone, but the overall length is just six inches more due to longer overhangs and just an inch wider. In the end of the day though, is this worth over $15,000 (60%) more than a C-HR that isn't that much slower? That's where the asking price here of $42,250 starts to seem like a bad deal, even with the luxury touches. It's a conundrum to think about the UX 200 because on one hand it is a convingly premium product owing to flashy looks (you either like the looks or you don't, but either way they are flashy in the same way expensive watches can be flashy and vulgar) and a luxury leather-clad interior, but practicality is severely lacking and so is any trace of performance. And that's a shame since the handling and steering are both good and could easily handle extra grunt. Simply, there are too many compromises. If it was at least fast then you can forgive the lack of space, but it's both slow and impractical. While I applaud Lexus for taking risks again and again with the in-your-face designs that do thoroughly stand out, it's just frustrating to see models held back by a lackluster powertrain. Give it a powertrain that works, and this could be a compelling hot crosshatch. Until then, for similar money, a BMW X1 drives exceedingly well, is more spacious, and absolutely kills it in performance. 2021 Lexus UX 200 F Sport UX 200 base price: $34,900 F Sport As-Tested Price: $42,250 Rating: 2.5/5 Pros: luxurious interior, honed chassis Cons: Slow, cramped rear seats, too expensive, the infotainment controls Verdict: Well made, but too many compromises

Though it does have its caveats in the form of aging technology, the important part remains in that the Mazda 6 is the best driving entry mid-size sedan on sale today. I've long been a fan of Mazdas, even the fun old 'zoom-zoom' adverts I saw as a kid. Going back about 5 years ago when I first tried the modern Mazda 6, I was floored at how a seemingly 'normal' mid-size sedan could drive this well, and with the typically taunted and tyrannical front-wheel drive to boot. Simply put, a front-drive Mazda 6 had better steering and handling than a new BMW 3-series at the time. Today, the 6 is mostly unchanged and while its peers have made large strides to match the Mazda's road superiority, a quick revisit reminded that the 6 is still king. Now, what do I mean by normal? It's the type of cars that normal people buy to do normal stuff with. In other words, it's a car one buys because they need a car to get from point A to point B, whether that's to work, dropping the kids off at school, or a Dutch Bros. run. Not meant to be a fun and compromised sports car, they address the primary function of the automobile which is transportation; the classic horseless carriage. While many are perfectly content with driving a machine devoid of any and all feeling and passion, there are others that appreciate the sense of fun that a car can instill inside you. That's where Mazda comes in, and has come in time and time again to differentiate themselves from the corporate characters of the world. There are many reasons why not to choose a Mazda 6, such as the Honda Accord, Toyota Camry, and Chevy Malibu to name a few. But, there are several very big reasons why you would want the Mazda 6. The Way it Drives The biggest selling point of the Mazda 6 (and all current Mazdas for that matter) is in the way it drives. You can't help but get the feeling that the engineers behind the 6 are the type that partake in track days and frequent their local 'touge,' that is, the snaking mountain passes in Japan that form the setting for the cult show Initial D. These are the type of people that just love driving and so they pass on their passion to you, the consumer; There isn't a piece of the 6 that feels unnatural. From the first quarter-turn of the wheel, you're greeted by an intimate level and sense of intuition that resonates through the whole car. The steering, brakes, throttle - everything feels at one. Find your own local touge, such as Highway 193 and Marshall Grade Rd in the Northern California foothills, and the 6 sheds its so-called normality and unsheathes the hidden katana underneath. Even if the 6 isn't overtly stiff to retain an excellent ride quality for everyday journeys, the methods in which the chassis maintains control in cornering is an enlightenment and proves that cars can both handle and be comfortable. Over bumps and undulations, the damping is wonderfully judged to maintain this composure, especially mid-corner ones that cause dedicated sports cars to unravel. The front end is decisive and thoroughly resists the understeer that befalls most all front-wheel drive cars while providing real and tactile feedback to the driver. The rear follows all commands beautifully, too, and as you get into a rhythm you start to marvel at how well the 6 manages quick direction changes and seemingly plants itself through the faster bits. There's body roll, sure, but it's this degree of roll that adds to the organic sensations when the outside corner weights up from lateral loads, also making it more playful. This is a car that you can lean on and trust. Torquesteer is not on the 6's agenda, masterfully denying the chaotic wriggling of the steering wheel that cars like their own MazdaSpeed 3 of yesteryear would suffer from. However, occasionally there are reminders that the only driven wheels are ahead of you, with slow and tight second gear corners as an example. Throw it in hard and with conviction, as the neutral balance allows you, and the Mazda obeys your command. But, get on the throttle hard and early in a hairpin and the inside front wheel will start to spin as the weight shifts to the outside; tough to beat physics (It would be really interesting to see some type of fancy electronic LSD on the nose to combat this in future models). Besides that specific scenario, it's hard to know it's not RWD. In anything minus hairpins like above, the front wheels put power down with ease and help pull you through a corner even with this being the most powerful engine option currently available at a peak 250 horsepower. The base naturally aspirated engine would likely never show even a milliliter of front wheelspin. Besides tossing around and enjoying mountains roads, in the more often normal driving, the 6 is a superlative machine as well. The ride quality is excellent as already stated, meaning you and other occupants will be comfortable over most all road surfaces and keeps the adverse effects of bumps and potholes away from you. At 70 MPH on the freeway, the 6 is quiet and allows hushed conversations for a more relaxing trip. At speed, too, Mazda's 6 is stable and tracks perfectly straight on highways with no wandering or constant corrections needed. Do I need to say more? The 6 drives wondrously well and will make naysayers believers of the zoom-zoom faith. The Interior Many, my friends included, have always refused to believe when I would tell them how nice Mazda interiors are. Consider several converts made then. The basic layout and design of the 6's cabin isn't outwardly exciting by any means, and lacks the extravagance of, say, Hyundai's new Sonata, but the materials and craftmanship stand alone at the top. The leather seats and microsuede trim are exquisite for a car at this price point while hard plastics are kept to a bare minimum; Everything just feels comprehensively expensive inside. Also of note is the fact the seats are trimmed in Nappa leather. Do you know how much you have to spend on a BMW to have Nappa leather? As you reach to for things, you notice the buttons and switchgear feel substantial with satisfying action and clicks, and I like the metallic trim on many. Driver comfort is huge with a great and supporting seating and driving position to boot. It's really hard to not be impressed with the shear quality on tap inside the Mazda which has led many, including myself, to compare modern Mazda interiors to those of BMW even. Looking through the pictures or even peering through the window you might find yourself unimpressed. But, I assure you, once you're inside and comfortable you will begin to appreciate this understated luxury excellence. Understandably, this 6 is the most expensive one you can buy so of course it's the nicest. Even then, at the $37,290 asking price as equipped, the interior is a absolute treat to spend time in for the money. Is it Fast? Not crackingingly fast, no, but far from slow. The engine here is the optional 2.5L turbocharged 'SkyActiv' inline-four that boasts 250 horsepower on premium pump gas and an assuring 320 pounds-feet of torque at 2,500 RPM (these numbers are on premium gas. The fat-free stuff reduces you to 227 horses). Sending that power to the front-wheels is an older six-speed automatic transmission that works surprisingly well still despite the age of the unit. I found grip to a be non-issue even from a stop and traction control switched off, and so with a little brake-torquing, the 6 made its way to 60 MPH in 6.4 seconds. Impressive for the class, but neither is it groundbreaking. In other words and in reality, it's more power than anyone needs on the road. For myself though, on those twisting mountain roads, the 6 has such fantastic handling and balance that it could easily handle - and I would welcome it - another 50+ horsepower. The real treat and sweet spot of this powerplant is the meaty midrange that the turbocharging bestows upon it. From 2,000 RPM and up, the big torque number means there is significant horsepower already available which helps pull you along effortlessly. Switch the transmission to manual mode and third gear whisks you along quite nicely with plenty of punch when exiting corners. I do find the automatic transmission provides effortlessly smooth up and downshifts, and while the trans feels solid and resolute when operating via paddle shifters or switching from Drive to Reverse, the unit is an item that can use a refreshing. When doing acceleration testing for instance, shifts near redline at wide-open throttle were on the leisurely side. I admire Mazda for sticking with a tried and true transmission, but perhaps it's time for an update. The six forward gears (instead of seven or eight) also result in a higher cruising RPM at 70 MPH which hurts freeway fuel economy. Still, highway MPG was a still impressive 35 with an average of 27 during my stay, but a new set/additional gears would yield better results. What Needs Fixing Unfortunately, it's not perfect. Luckily, to me at least, I would rank the following items as the least important of how I view a car, but for someone else it might be a deal killer. To be blunt, the 6 has far antiquated electronics in the way of its infotainment system. A year ago when I last had a Mazda 6, I found myself not bothered in the slightest by this, but after driving more and more cars in the passing time, I've come to realize just how old it really is. For starters, the screen is far too small at eight inches and with graphics that lack resolution. The controller is a rotary style knob near the shifter, and while I like knobs in other infotainment applications, the order of many pages can be confounding. The organization of the menu system is there, but in some instances you have to skip forward and then go backwards too often. The new 10" system in the latest Mazda 3 I just had was a more pleasant experience overall and I hope it makes its way into the 6 sooner than later. The rest of the cabin is so sultry, yet the screen is like a zit on Margot Robbie's otherwise flawless appearance. Being so small, it also just looks old, like straight from 2015. Likewise, the reverse camera is too low of resolution and needs a similar update. Mazda, I love you, but the 6 and that classy interior deserves a larger and modern entertainment operative, something to dazzle. But, It's Still Wonderful In light of those derelict electronic fixtures, I adore the Mazda 6 because this is an otherwise by-the-books transportation device that has been invigorated with a real sense of class and soul. The fact it drives as excellent as it does is a testament to the mission statement that Mazda stands by and for. With a few minor tweaks and updates, this mid-size sedan would stand atop the food chain with nobody else even remotely close. Until then, while others beat it in technology and the presentation of said tech, nothing is better at delivering a driving experience with such natural verve and swagger. 2021 Mazda 6 Turbo Signature As-Tested Price: $37,290 Pros: Stellar handling and driving dynamics, good performance, high-quality interior Cons: outdated infotainment Verdict: Try one. Dimensions: Length 192" Width 72" Height 57" 2021 Mazda 6 Photo Gallery

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

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

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

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

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

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