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

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

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

This Scandinavian alternative is not a bargain-priced Ikea piece. Words and pictures by Mitchell Weitzman Long live the wagon. While there might be some tasteless leftovers from the years of the forgettable 'station wagons,' wagons should not be disregarded. In fact, newsflash: wagons are even cool. No, not small little hatchbacks but proper wagon estate cars. If you don't believe me, just take a gander at this Volvo, because when a wagon looks like the Volvo V90 then yes, they are indeed very, very cool. This isn't your grandma's old Oldsmobile station wagon. Heavens no. Instead, the designers from a region known for their scaled-down and clean simplicity have bestowed us with a sexy and endearing shape that also happens to be extremely practical. Wagons are practical, after all, because instead of a trunk, they are blessed with gobs of volume for whatever you desire; Taller items have trouble fitting in trunks, but they do just fine in the back of a wagon. Though, lest we forget, wagon is too common of a name for a vehicle like this, rather henceforth we shall call it its proper nomenclature: an estate vehicle, a name made popular in England. While estates have been all the rage in Europe for decades, they have never caught on in the United States in recent years mainly due to the average American's distaste and memory for the old heavy and ghastly station wagons of yore. Shoot, you can even buy a 600 horsepower nuclear estate from Audi or Mercedes. Wake up, America! Okay, so this Volvo is sexy, especially in the menacing Onyx black paint. Look, if Darth Vader were to make a run to the store, this is what he'd take. Or maybe one of Sauron's Nazgul, too. I could only imagine what it might look like with glossy black wheels to match. In car design, it historically is an attractive element to visually stretch or lengthen a vehicle. Not literally make it longer, but to use design to make it appear longer. The long flowing and slightly sloping roof that makes an estate vehicle does just that, but without making it porky; long and sleek is the goal. From the side profile, the rear hatch tapers towards the roof for added aggression. Avoiding vulgarity, the Volvo, in true Swedish fashion, finds itself not festooned with gills and grills galore, but rather it's a soft and simple execution. This is good car design and if you argue otherwise you need therapy. Volvo has moved decidedly upmarket throughout the last decade and now finds themselves right in the wheelhouse of BMW and Mercedes in their offerings and prices. Yes, this V90 stickered for $68,435 as equipped which is a lot, but it earns the price tag upon initial ingress. The adorning blonde Nappa leather is as soft and supple as you can imagine and seems to wrap you up like your favorite blanket. Everywhere your eyes gaze and your hands touch just feels impressive and of an esteemed quality. The metal speaker vents for the Bowers & Wilkens are particularly classy. This might be a rather expensive car, but looking at and just being inside is extremely convincing. The large screen is what attracts your eyes at first glance, appearing almost like an iPad embedded into the dash, but not like an aftermarket garage hack-job in the slightest. Using it to control radio, your phone, navigation and other tasks took some time to get used to - Quite a lot of time actually. I eventually got the knack for it, but be warned that there is a learning curve to it, but with some use it luckily becomes easy and is beautiful to behold. Weirdly, the screen grants the access to rapidly fold the rear seat headrests...while you have passengers. This provided many laughs during my week as various noggins were slyly bonked from behind. Seats, every seat that is, were found to be supremely comfortable with appreciable shoulder support for the driver. An extending bottom portion provided extra support for those with longer legs, too. It's a long thing at 194 inches total and useful 115 inch wheelbase to give more room in the second row. The cabin was also quiet as a luxury car ought to be. Quite simply, it's a beautiful interior in every sense of the word and easily holds up to the asking price. Though, a trim piece did somehow come loose during my time (just popped back in luckily) and also I can't help but feel the steering wheel should be electronically adjusted and not manual. The other annoying bit is an awkward engine start and stop procedure as you turn a weirdly shaped dial aft of the shifter. It feels odd in your grasp and in use; Turn it right to start and to stop is also right. Oh well. Under the long hood is a transverse-mounted engine of peculiar peculiarity. Boasting just four cylinders and known as the T6, this unit is both turbocharged and supercharged, juicing up 316 horsepower and 295 lb-ft of torque. This has been a Volvo hallmark for years now, with the idea being that you get the efficiency of turbocharging and reusing your waste, but also the immediacy and response of supercharging. This can otherwise be known as twin-charging. Does it work? Erm. While the four-pot is indeed responsive and as lag free as a turbocharged car can be, I did find it wanting in the power department and also economically. 0-60 MPH was dealt with in 5.8 seconds as aided by clean getaways from the all-wheel drive, but it never really feels that fast. Once up and over 50 MPH, it's just not quick enough for something that costs this much and also looks this good. Around town and slower roads, the supercharged aspect pays dividends in regards to feeling perky and responsive to get you on the move. The eight-speed transmission also gave faultless and smooth shifts. While the EPA might rate this Volvo at 32 MPG on the highway, I never saw over 28 on a long freeway trip cruising on I-5 at a modest 72 MPH, which proved to be rather disappointing. In mixed driving, the mean could only muster 22. So, here's another case of a four-cylinder engine underperforming in efficiency testing. I actually have no idea how the EPA reached their numbers unless they tested it downhill. BMW's six cylinders give not only truly outstanding performance, but also better mileage. It is smooth for a four cylinder powerplant at least and the Volvo does well to shield you from unwanted noises from it under acceleration. Now, why might you want a wagon 'estate' car rather than an SUV? Well, the V90 drives like a car, not an overweight high-riding utility vehicle. And rather well, too, does it drive. Don't expect it to light your undergarments on fire with this one (though the heated front and rear seats do work well), though, as that wasn't the design brief. However, steering is nicely weighted and judged even if it's as mute as a mime. Point the wheel in your desired direction and the Volvo responds quickly to your itinerary, it's as easy as that. The ride quality could be softer, but it strikes a balance between ride comfort and control over the chassis through corners with more speed. This is the R-Design, after all. Adding to that, this V90 was specced with the optional air suspension that works to adapt to driving conditions and modes. Aided by the all-wheel drive system underneath, on snaking canyon roads the Volvo was more than adept at quick changes in direction and never struggled for grip nor traction. Balance is decent and it hides the size and weight rather well, too. On these tight and tricky roads, there isn't much in the world that it couldn't keep up with. Unfortunately, it's just not entirely involving nor fun, even with the V90 engaged into the sporty Polestar drive mode. However, I think capability is the more meaningful attribute for a vehicle of this class, and capable the Volvo is. What it never feels like, though, is a large and lumbering SUV, which is why the estate makes all the sense in the world. As far as comparable alternatives go for an estate car, there isn't much to choose from. BMW doesn't sell their rendition in the United States. Audi offers an A6 allroad, Jaguar did make an XF Sportbrake (since discontinued for, you guessed it, slow sales), and Mercedes has the E450 All-Terrain Wagon. All of these offerings start at a higher entry point than the Volvo, which can be had for as little as $58k with the T6 engine. Options pumped this tester up to $68,435 signed, sealed, and delivered, but you could, for example, remove the Bowers and Wilkins for $3,200. On the contrary, most of the German alternatives will reach the low to mid $70Ks to match the equipment level onboard the 'Swede. While both the Audi and Benz do provide some off-road cred, Volvo has their own 'Cross Country' version with a lifted suspension for a more go-anywhere lifestyle. For a luxury estate vehicle, the Volvo has a lot to offer while standing out from a typical sedan or SUV. The estate makes a lot of sense to me: you get the practicality that comes with an SUV, but it's still very much a car underneath and drives like one. And plus, it looks fabulous and is highly exclusive (how many have you seen on the road?). I do reckon this Volvo could use a bit extra power and should achieve better fuel mileage, but on the whole the V90 is another polished machine out of Scandinavia, one that more should pay attention to. 2021 Volvo V90 T6 R-Design AWD Price As-Tested: $68,435 The Road Beat Rating: 4/5 Pros: Beautiful inside and out; wagon practicality Cons: Isn't cheap; four cylinder weak on performance and economy Verdict: Make wagons great again

Honda's popular crossover tested in top-spec Touring trim Words and pictures by Mitchell Weitzman Honda's CR-V crossover shares a ubiquity rivaled by few. Like a Subway restaurant, you see them everywhere, and you can count on any of them for their affordable dependability (as long as Subway doesn't drench your Classic Italian in mustard). In fact, Honda sold nearly 400,000 CR-Vs in the United States last year, trailing only arch nemesis Toyota's RAV4 in sales, but not by much. For reference, there are only 24,000 Subways in the country. After spending a week with the Hybrid Touring model, I found it to be an appeasing car, doing most everything well, but not anything particularly great. Possessing a singular or, dare to dream, plural attributes that score as excellent could make a vehicle like a CR-V too interesting. Playing it safe with a sales leader is never a bad play. Why risk an unnecessary fake field goal? This being a hybrid, you probably want to know the fuel economy - that is the point of buying a hybrid, right? Well, this hybrid does return good efficiency, but I'd hardly call it great in this new decade. The EPA rates the CR-V Hybrid at 40 MPG city and 35 highway, but in my modest driving, I averaged only 32 overall and the freeway at 70 MPG returned only 31. Good numbers these would have been ten years ago, but now, and compared to a RAV4 Hybrid, they are underwhelming. It is still better than the non-hybrid CR-V, but it's not significantly better. Performance and the nature of the hybrid powertrain are seamless, being remarkably better than the agricultural creations of yesteryear. Power delivery is smooth and uninterrupted in regular driving, highlighting the benefits of what a hybrid system can offer. Pulling away from a stop, the CR-V feels almost eager even. Because of this and the decent throttle responses, the CR-V makes day-to-day driving an easy and thoughtless experience. At higher speeds, the Honda begins to show a lack of grunt. 0-60 needs 8 seconds, but 50-70 is a long 5 seconds, and 50-70 uphill a dramatic 8.6 seconds as the CR-V Hybrid struggles to make progress above 50 MPH. It's clear that hills are its mortal enemy. Wound all the way up, the smooth inline-four cylinder engine makes a ruckus as the CVT transmission holds engine speed at constant redline, but it is both less grainy and less annoying than the buzzy blenders found in hybrid Toyotas. So that's good at least. Though, if cruising and you mash the accelerator, there is a prolonged, multi-second delay before anything happens and it gives you the full beans - more like half-baked beans. Having the driving mode in a so-called 'sport' decreases the lag when nailing it, but it's still noticeable. The CR-V hybrid is not capable of any kind of extended EV mode that some others are now sporting. Where a RAV4 Hybrid was able to drive up the quarter-mile hill in my neighborhood on my way home completely in EV mode, the CR-V Hybrid would never switch to electric; I only ever noticed the complete reliance of battery power through parking lots. Allowing for more electric-only driving would surely increase the MPG, which is perhaps the RAV4 Hybrid's party trick in the gas mileage race. Road manners are well behaved for the most part, with decent steering and handling for this class of car. AWD provided extra surety and erased any chance of torque steer from the front wheels wriggling the steering wheel from your hands. It'd be silly to talk about the CR-V Hybrid's handling like I would a sportscar so I won't, but it just doesn't provide the same confidence and natural ability as something like a Mazda CX-5 does. Conversely, on a long trek through the golden plains north of Sacramento, the CR-V did feel solid on the road, absorbing bumps well despite (and thanks to) the Hybrid's stiffer suspension needed to combat the extra weight of the battery and hybrid system onboard. Being stiffer allowed for better control than what I remember the last CR-V I drove exhibited. View All Photos Inside you'll find quality materials throughout, this being the top-shelf 'reserve' or 'barrel select' of CR-Vs. You'll be treated to a leather steering wheel and leather-trimmed seats. Padding on the door panels and other materials felt and appeared to be nice for price point, I think even besting a RAV4's interior trimmings. The overall cabin design motif is safe and modern, though the onboard infotainment seems last-generation. It's okay, Toyota's own RAV4 infotainment is at least generation older still. Adult passengers had no complaints about space in the back seat and found it a pleasant place to spend time on a journey to Sacramento for boutique frozen yogurt. The rear cargo area will easily accommodate anything from your bi-weekly run to WinCo, but it is marginally smaller than the non-hybrid variant. All the safety bells and whistles to protect you are, of course, included in this Touring model, combining adaptive cruise control, blind-spot monitoring, and collision warnings. However, the rear view camera is atrocious. It looks like the video of an iPhone, like, the first ever iPhone. And at night, the digital noise renders it almost useless. I also noticed the hollowness of shutting doors on the CR-V, an underlying trait to remind that this is an affordable car. I do have to point out the annoyingly bad center console design, though. It's an armrest that folds up to reveal a sliding tray, as the armrest itself offers no storage. So to access anything, you have two steps: Fold the armrest up, and then slide the tray. You can use the tray for setting belongings, but then they annoyingly slide around. If they slide onto the rear half of it and you go to open it, you'll slide the front piece into your things, potentially crushing your glasses when you want to access the main storage. Ask me how I know this. What's wrong with a normal armrest/storage combo? I do think buyers will prefer the looks of the CR-V to the edgy, incongruous angles of the RAV4. In Sonic Gray (a pale gray with a hint of blue to it), I rather like the appearance of the CR-V, especially with the attractive 19" wheels on this Touring example. Compared to the round blobs of CR-Vs past, it's a thoroughly modern design that does well to tread the path of being inoffensive, but not boring. Perhaps the biggest selling point of this particular CR-V is the as-tested price of $35,950 all fully-loaded. A more comparable spec of RAV4 Hybrid will be several thousand dollars more, with flagship Limited models costing well into the $40,000s. So, for what you get, this is good value. Shame it doesn't provide more value in the way of better fuel economy. While it is a more efficient CR-V, it is noticeably off from the pesky RAV4 Hybrid's MPG benchmark. So there you have it, a perfectly capable hybrid crossover that does the basic duties of a car entirely fine and well, but lacks any real spark to inflict real desire. But, for those needing a nicely equipped and nice looking crossover/small SUV with good gas mileage, in that perspective, the CR-V Hybrid makes a lot of sense. The Road Beat Rating: 4/5 As-Tested Price: $35,950 Pros: Good economy, well equipped and well priced top-spec model Cons: Good, but not great economy, lacking performance Verdict: A favorite for a reason, the CR-V Hybrid does most things well, but lacks any shining virtues View All Photos

A Strangely Unconventional Offering from Corporate Convention Words and pictures by Mitchell Weitzman Brands like Toyota are usually not known for taking risks. Simply put, they don't have to, not when they're the biggest automaker in the world. But Toyota has been on a design renaissance that would see 2005 Toyota boardroom time travelers call out heresy and threaten to burn at the stake. Today, most all Toyotas have edgy designs that show some excitement is harboring inside that corporate façade. The C-HR is rather interesting, though, because it's based on a concept that debuted in 2014. In that sense, this could be one of the earliest examples of the design trend that has propelled Toyota these past few years. C-HR stands for Concept High Rider, but is unfortunately too close in name to Honda's equivalent, the HR-V. That aside, the C-HR is a compact crossover thing. I don't mean that harshly because the C-HR in my eye is actually good looking; It looks like a future Martian rover of sorts. It's a lot hard lines here and there, but somehow it looks crazy enough to be good. And that's the best part of the design, because this is 'safe Toyota' making a positively weird and crazy appearing machine. The Nightshade trim is new for 2021 and adds gloss black accent pieces to add more visual flair. In this Supersonic Red example, it does give a further and attractive bump in aesthetic tension. It also makes a Nissan Juke, another odd looking offering, look like straight regurgitation. This design does have some drawbacks, namely being the interior space and visibility. From the driver's seat, checking over your shoulder takes several very concentrated takes to make sure you're not missing anything. Luckily, blind spot monitoring was included on this C-HR. The other issue is space, because with that raking and tapered rear, the cargo space that you'd expect on a crossover just simply isn't there. I think a Corolla actually can fit more in its trunk. At 173" long by 71" wide, it's not actually that compact on paper, the length being similar to an old BMW 3 series, but you wouldn't know it after ingress. For a vehicle in this seriously attainable price bracket, interior materials are more than acceptable, though they do fall slightly behind that of a similarly priced Corolla. I'm glad this C-HR had a more pleasing steering wheel to grasp rather than the 40 grit sandpaper wheel that gets placed in other affordable offerings. There are some more funky elements to be found in its quest to be hip, such as a cubist texture on the door panels and some odd imprints on the headliner. I'm all about some creativity inside and so these obscurities are more than welcome. The seats are decent yet not anything worth writing home about, but rear seat space is definitely compromised from the exterior shape. For example, a friend's Honda HR-V has loads more room in both the back and cargo volume. Performance is...poor. Actually no, it's not poor, it's frankly awful. 0-60 MPH happens in a beard-growing 10 seconds and 50-70 MPH an unsurprising 6.1 seconds. Uphill, that also stretches to 10. Yikes. A Honda HR-V definitely has more kick to it and so did the Hyundai Venue I tried earlier last year. Pulling away from traffic lights, the C-HR feels easily adequate in normal driving and accelerating, but the fact is if you decide to put the pedal to the metal, there is literally no change in acceleration. So basically, you're using almost max acceleration everywhere. Some blame can be put to the continuously variable transmission (CVT) that acts as a defective plunger to the engine's flow to the wheels. The fact is that a modern 2.0L inline-four with dual-overhead cams should provide more momentum than this, and a measly 144 horsepower rating does no favors, but the frank explanation is that the C-HR is just too slow. The motor also sounds a bit thrashy at higher loads and suffers from some coarseness. What the little tractor engine is good for is efficiency. I saw 38 MPG at 71 MPH on the freeway and my overall was fluctuating between 28 and 29. Even if the engine is working hard at basically all times to move you, it's not using much fuel. I seem to remember the range computer estimating under 300 miles of total range, though a 13 gallon tank should offer nearly 400 miles of range in mixed driving at my consumption. So the range is there, but the computer is extremely conservative and led me to believe the tank had but 10 gallons for capacity. How's it drive? Adequate. Yes, adequate. There's not much to expect from this class of vehicle and this price point, but the steering is accurate (if numb), and body motions are mostly well-controlled and resists exhibiting bad behavior when testing it. It's just boring is all. The Hyundai Venue displayed a marked exuberance and desire for quicker driving on winding roads, and the C-HR failed to deliver those same unexpected thrills. It's plenty competent and shows the same consistency and progress as other recent Toyotas in regards to driving dynamics (last generation cars were woefully underwhelming), but it lacks the sense of fun that the daring exterior suggests. In day to day driving and occasions, yes, the C-HR is more than fine. Road manners are benign and friendly and it's easy to drive, even at freeway speeds. Road noise is noticeable, yet not intrusive (something the Venue suffered from), and it handles bumps decently without wallowing about. The normal driver will like how the C-HR handles your everyday tasks, just plan your overtakes accordingly. Like really, put some thought into them and make sure you have room. So what we have here is what appears to be a mixed review, but that would be unfair. Toyota has to be applauded for the risks it took with the C-HR, as this is a funky Toyota that would cause its ancestors to have a cardiac arrest over. It's just a disappointment the driving characteristics are not as fun as the edgy and space-like looks would suggest. But for those not needing the last word in space, but wanting that has the higher seating position of an SUV on a budget, the C-HR could be an alternative and a way to stand out. However, usually space and practicality are the main reasons for wanting a crossover. 2021 Toyota C-HR Nightshade. As-Tested Price $25,665 The Road Beat Rating: 3/5 Pros: Looks from out of this world; Affordable Cons: Slow. Like, really slow; A crossover with little practicality Verdict: An interesting looking Toyota, but impractical and uninteresting to drive

South Korea's answer to the performance sedan. Still want that BMW? Words and Pictures by Mitchell Weitzman I know what you might be thinking, but no, it’s not a Hyundai. Well, it sorta is, but who freaking cares when the result is this damn good. BMW, Audi, and Mercedes, get your binders out and start taking notes. This is a vehicle that may come from the corporate confines of Hyundai/Kia, but this is an absolute exercise in how to retain the artist's vision; when a director gets final cut privilege per say. Let's start with the real winner here: the consumer. The Genesis G70 tested here had every line-item checkmarked and the MSRP just barely breached fifty grand ($51,245 to be exact). And for that you get an artisan interior that sparks conversation and monstrous performance from the husky power plant. That's 365 horsepower to be exact, though it feels like it could be more. So, for 50k, you could have a four-banger 'entry' German-made sedan, or you can have this incendiary tire-melter from Genesis. What's a Genesis again? It's the newly-formed flagship brand from South Korean auto giant Hyundai/Kia. While it's confusing because there used be a Hyundai model called the Genesis, they have separated the name into its own luxury brand. And yes, this is real luxury. Performance is huge thanks to those 365 horsepowers from the 3.3L twin-turbocharged V6 that's delivered in turbine-like fashion. There's power everywhere and it just seems to go and go and go. 0-60 MPH happens in just 4.5 seconds and you'll see triple digits appear with ease if you’re not careful - Ask me how I know. Torque is a similar 376 ft. pounds that's available just above idle, letting the Genesis put big horsepower to the road from low engine speeds whenever you desire. Sounds good in the cabin, too. Though, be careful what you desire, as the G70 (at least in RWD form here) is an absolute oversteer weapon. On one of my favorite sharp and wide corners, a slight prodding of the throttle in third-gear at maybe 20 MPH brought the rear around faster than you can say twerk. So be careful before you decide to be a hero and turn off all the driver aides for the first time. Handling is precisely neutral, and is one of the best balanced new cars I’ve driven. Go ahead, read that sentence again. Look ahead through a corner, point the nose in the direction of your sight, and the front darts for your apex while tenaciously resisting understeer. And when you do push, it's the rear end does most of the talking, courtesy of its limited-slip differential. This makes for an incredibly involving driving experience with diehard rear-wheel drive sensations of the best kind, if maybe not for the faint of heart given its playfulness and desire to oversteer. This is further exacerbated by a throttle that, in sport mode, is just a bit too sensitive which can make fine tuning with your right foot more challenging. But, that's what makes this cornering experience so enlightening and vibrant, because here is a luxury sedan that doesn't take the safe route. It takes the rules and crumbles them up and then, like a middle-schooler, shoots a spitwad of it back at the German's faces. Respect, Genesis. As your experience behind the wheel increases, so does your confidence. You learn to feel the communications from that resolute front axle and really lean on it. As you do so, you get this this wonderful pendulum-effect from the rear as it steers you around, right on the edge of adhesion and a Ken Block style smoke show. It's not a go-faster appliance as much as you have to treat it with reverence, but when you do, you can engage and join it in its utmost irreverent antics. Steering has a heft to it that I particularly enjoy, and builds in resistance as steering is applied. It's quick, too, but manages to relax itself on the motorway cruising. Brakes have a strong and firm feel in the pedal, a hallmark feature and necessity in a performance car. The bright red Brembos bring the heavy 3,800 pound G70 to a halt from misdeeds with ease. The ride is stellar, too, as over imperfect asphalt, the suspensions shrugs off and shields occupants from impacts. The tradeoff is not completely flat cornering, but the small amount of body roll that is there is what helps make the G70 so lively on the road and more communicative to the driver. This RWD Sport also came with grippy Michelin Pilot Sport 4 summer tires which compliments this harmonious package so well. The good news doesn't seem to cease. The interior, for example, is a delight. Okay, so the radio and Nav screen is a bit tiny today and looks a few years out of date, and I dislike that the door panel switches don't light up when you open it up at night and try unlocking the other doors. But, it's easy to overlook these minor bits because the rest is simply a masterpiece. To start, the beautifully quilted Nappa leather seats with red contrast stitching are immensely satisfying. You'll also find an abundance of metal which adds a further elegent twist. In short, nobody who looked inside was less than wowed. Those same flashy seats are also extremely comfortable as two passengers and myself had little to complain about on a three hour highway drive. I do think the seats could have just a tish more lateral support, but then I'd be splitting straws. It’s also very well put together inside and more than quiet on the freeway which allows hush whispers from rear to front occupants. But really, open the door for the first time, and I guarantee you'll be impressed. The exterior shape is a job well done, too, though I dislike the boomerang vent in the side that is a wannabe copy of the vent on an old BMW 4-series. It's a simple and tidy look that doubles as elegant while also being purposeful. The bad news here is that there's a refreshed version coming this year and that one looks even better and even more tailored. Onlookers all commented on the color, too, being a chalky finish called Siberian Ice. And yes, the comments were all positive; such a great alternative to boring white. Fuel economy could be better I must admit. While highway MPG at 71 MPH was exactly 30 MPG in top gear, the average consumption was just 22. Now sure, this is a performance sedan with bombastic performance, but a BMW 340i I drove a couple years back on a long freeway haul achieved a stellar 36. The same can be said for the eight-speed automatic onboard. It's more than decent in practice, but shifts are not quite as snappy nor smooth compared to vehicles with the ZF eight-speed in so many other applications (including BMWs). I also didn't like that you can only truly take manual control of the trans when selecting the entire car into the 'sport' mode. Most automatic gearsticks have a dedicated slot for -/+ manumatic shifting, but this was absent in the Genesis. Overall, this Genesis G70 is an amazing car for only fifty grand as equipped for this test. For a sports sedan, it’s hard to recommend anything else when you consider how much you get for your dollars. Toss in the excellent driving dynamics that have been bestowed upon the G70 and the deal is so much sweeter. Normally in a value-play package like this, there must be compromises. But what are the compromises, a smallish nav screen and some unlit door buttons? That's it. This is not a parts-bin special, but a homogenous creation destined to instill the thrill of driving back into reasonably-priced luxury sports sedans, a trait and identity that has been filtered out by so many competitors. Add in Hyundai's and Genesis' proprietary 10 year powertrain warranty and it only adds to the value to buy new. When you realize a loaded up M340i BMW costs well over sixty grand these days, it makes it easy to buy just with your head. But, give the Genesis a drive and you'd want it with your heart, too. 2021 Genesis G70 3.3T Sport The Road Beat Rating: 4.5/5 As-Tested Price: $51,245 Pros: Performance, driver involvement, stupendous balance Cons: An updated one comes soon, telling people it's not a Hyundai Verdict: Not just a value package, but a sports sedan to shake the foundation

Lexus' small utility vehicle has a hidden talent awaiting emergence. Words and pictures by Mitchell Weitzman I went into my week with the NX 300 carrying low expectations. After all, it's just another corporate utility vehicle/crossover from a big player that's designed to appeal to anyone. The best way to appeal to a mass audience, unfortunately, happens to mean ramping up the level of boringness. After the first drive, I thought the bouncer had limited capacity early. It took a little deeper digging to have the party opened up to its real max capacity. Another important question is whether adding 'F Sport' to the name is another boardroom marketing gimmick, or if this NX is capable of producing something special behind the wheel. You know what is not boring on first impression? The looks. When Lexus first debuted the large, gaping grille years ago, I thought it was hideous on every car that met its fate. At the same time, they had to be commended for not conforming and doing something different, which is boldly un-corporate. Oh, how the times have changed. I happen to now like the aggressive nature of it as it has been reworked and with complimenting sharp body lines. So yes, I like the way this Lexus looks with the purposeful stance and growling demeanor; I'll even call it striking in the best sense of the word. The paint this example is wearing is called Atomic Silver, and it's probably my favorite silver on any car at any price right now. It has so much character to it and sometimes the reflections shine back like chrome. Inside, the creativity continues to the tune of red leather seats. Okay, the overall design of the interior is a bit too...practical, but it's easy to spice things up and show intent. Case in point: red leather. It's a bit over the top for most, but vehicles in this class need a little over the top-ness in order to stand out in such a crowded segment. Now to be fair, the red probably isn't for anyone, but the fact it's offered is a revelation and statement of intent from Lexus to do what others are afraid of. The overall quality and materials used are also a massive step up from the recent RAV4 Limited I tried, too. Otherwise, the ergonomics are mostly fantastic with easy to reach and operate air conditioning controls that are wonderfully close to 3 o'clock on the steering wheel. The classic Lexus satnav nightmare continues, but with a better placed 'mousepad' for control than the last Lexus I tried (The LC 500 was on the right side of the shifter, and this NX is on the left). After some use over the past few Lexus test vehicles, I'm starting to finally get the hang of it. The one incredibly questionable button is the location of the heated steering wheel switch. It's as far as any button can be from the steering wheel, and the wrong side of the dash. It should be on the wheel, or by the heated seats below the nav screen. However, it's above your left knee. Did they forget about it? The other item that struck me odd was the relatively flimsy gear knob; Would like something with more heft and less play to match the rest of the solid build. F Sport bucket seats provide great comfort and the support where needed. The leather is also shockingly soft. I did find the head restraint was slightly too far forward, but the first time placing my bottom on the seat was like sinking into your favorite recliner at home. Also impressive was the lack of noise on the freeway. You can talk at whispers and hear anyone in the car, representing a remarkable improvement over that same Toyota RAV4 Limited I had just prior. Rear seats had plenty of space for anyone, even in this 'compact' crossover. Cars seem to be growing larger with each passing year and this Lexus is no exception. For numbers, this 'compact' NX measures 183 inches long by 73 wide. A 10 year old 'mid size' Lexus RX 350 is 188 by 74, so the new compact is virtually the same size as the older mid size. Rear cargo is also more than enough for any of your daily doings. For propulsion, NX models are available in hybrid or conventional combustion. This NX 300 features a 2.0L inline-four cylinder aided by turbocharging to boost horsepower to 235 and 258 pounds of torque. This gives enough motivation for a seven second run to 60 MPH while 50-70 MPH takes 3.8 seconds for passing maneuvers. For the asking price of the NX, this performance, while adequate, is not a shining feature in the slightest. German alternatives from BMW and Mercedes will reach 60 from rest a second faster even with similarly spec'd engines. For bopping around in the real world at least, the Lexus never needs extra power, moving with ease in your day's journeys. Fuel economy did disappoint on the other hand, with freeway mileage reading 27 and then just 22 overall. For an engine of this size and of its more modest performance figures, I would hope for at least 25 overall and over 30 on the highway. The biggest blame for these metrics could be the presence of an older six-speed automatic that necessitates higher engine speed (RPM) at higher cruising speeds. So now, this is where things get rather intriguing because I didn't have the highest hopes for the Lexus after my first couple drives to just work and back. On a return trip, I used a favorite freeway exit to take the long way home, which happens to be a wonderfully winding b-road with a 55 MPH speed limit. So I move the delicate gearstick into +/- mode (like most passenger cars, the Lexus is also backwards aka wrong in terms of which direction is upshift and downshift), move the driving mode into sport+, pull the downshift paddle and nail the throttle. After a brief pause of customary turbo lag, I'm greeted by a new guttural intake growl and a louder exhaust courtesy of the sport+ switch. I know the sound is likely all fake, but it's a rather good and purposeful sound; trust me, you'd like it. The boost hits and you ride the midrange punch all the way up to 6,000 RPM where the exhaust morphs into a rasping howl. I thought this was a dressed up boring family car? Not from the noises emitted it ain't. For a little four-banger engine, it's got mightily impressive aural qualities. The transmission might only consist of six forward gears instead of the usual standard eight these days, but it shifts smoothly and works well even if it isn't super snappy to manual responses. The steering wheel is wrapped in a perforated leather and is thick in size. In the hands, it just doesn't good, but it feels right. I also like that the steering is not hyper-sensitive, being more relaxed in nature with a slower ratio, which allows for easier highway driving and more adjustment when the going gets curvy. At the first bend, the wheel weights up just as I'd like to and requires a tad more input, but I like giving the extra input. There's no feel, yet I find the effort communicative in its own way. Anyways, the nose changes direction, and with throttle applied, the NX trounces through with ease and composure. Cornering feels impressively flat from the driver's seat, made all the more impressive given the forgiving ride quality over all bumps. I continue for the next few miles playing with the paddle shifters, relishing in the boosted power available in the workable 3-4,000 RPM range, and the Lexus' ability to tackle corners in ways that other practical cars wouldn't dream of. Brakes also had a firm and confident feel to them. On this road, especially with the imperfections in the surface, there isn't much that this Lexus couldn't keep up with. Everything just seems to flow together so nicely and with ease - I was having a hoot to say the least. Any concerns of this being a woeful wallow were nixed in just five short miles. There is one pronounced drawback, though: torquesteer. The NX 300 is available in either standard front-wheel drive or optional all-wheel drive. You can guess which I had...In my opinion, the F Sport should be made only available with all-wheel drive. Sure, the torquesteer did make for a somewhat more lively driving experience as you wrestle the delivered boost, but a $50,000 car shouldn't have torquesteer. On a sharply tightening freeway onramp, I did run into power-on understeer as the front tires were overwhelmed. So the simple answer then is to spec all-wheel drive with yours for an extra $1,400. Also, it must be said that the NX 300 F Sports starts at only $40,000, as this loaded tester came with ten grand in options that you may or may not want. My time with the NX 300 F Sport first started with skepticism followed by enjoyment after discovering the talents hidden beneath its appealingly corporate ambitions. Backroads confirmed that the F Sport badging is indeed earned, I now can only imagine what a real 'F' NX would be like. With a few compromises made to everyday comfort, including some sticky summer tires, a firmed-up suspension and, more importantly, at least 300 horsepower and 300 pounds of torque, it would make this an evermore beguiling machine and help increase the desirability of the 'F' badge. I like the Lexus' breadth of ability and the way it can act as the comfy cruiser or bomb down canyon runs at your desire; there are not many other small SUVs that can do that short of something with an AMG, M, or Audi S badge. Yet compared to my memory of the last X3 30i I drove, the Lexus has it beat for involvement and enjoyment behind the wheel, and with more composure through corners. The price isn't exactly the value play that I hoped for at the asking price fully-equipped, but the build quality and the way the Lexus drives certainly does leave a lasting impression. Just make sure you get the all-wheel drive model. Oh, and Lexus, how about an F Sport model with more power, eh? Get 300 ponies in the stable and then the Germans will be in real trouble. 2021 NX 300 F Sport Price As-Tested: $50,215 The Road Beat Rating: 4/5 Pros: Snazzy styling, on-road dynamics Cons: Could use more power, torquesteer Verdict: A striking, dual-faceted alternative in the small SUV section

Can a minivan be desirable? Words and pictures by Mitchell Weitzman Minivans have never been a vehicle you truly desire. Nobody wants a minivan; you 'acquire' one because frankly, you have to. Minivan sales have stalled on the whole in the past few years thanks to the rise of the crossover pretend-SUVs, but still persist for the right customers who want the most space possible. You can't fault the crossover, though, being better to look at and (mostly) better to drive. There's also that stigma and lack of coolness associated with these people-carriers that's hard to shake. So let's see what the pinnacle of Honda's long-serving and best-selling Odyssey has to offer the world in its quest for minivans to remain relevant. For starters, it's absolutely enormous both inside and outside. I swear my friend's mom's old 90s Nissan Quest was at least 2 feet shorter, but somehow the Odyssey is less than 10 inches longer and only 4 inches wider at 203 x78 inches, but gigantic inside in comparison. Kudos to engineers on maximizing the dimensions to their fullest extent. The cabin is larger than some New York apartments, and the front two rows are quite comfortable with expectedly lounge-like leg space. The third row is okay, but far better than comparable crossover SUVs as an adult can occupy it without misery. The second-row captain chairs slide side-to-side (MagicSlide) and do fold, but not completely flat like a Pacifica. They can be removed, however, leaving enough room for a dance party. The third row does fold and disappears entirely in as little as 2 seconds thanks to a handy pull design. With those folded flat, cargo volume is quite impressive. The space and the associated practicality are the main selling points of the minivan, and the Odyssey excels in both areas with aplomb. Unfortunately, the Odyssey does not do so well in other areas, which came as a surprise given Honda's typical consistency in their product. The engine is a large and naturally-aspirated 3.5L V6 that revs strongly all the way to the redline as it makes 280 horsepower. 0-60 MPH is dusted in just under 7 seconds and makes the big Honda feel impresively fleet when flattening your right foot, more exhibited by the swift 3.5 second 50-70 MPH passing pull. The engine is smooth and makes a good noise, too, unlike small and grainy four-cylinders. With that power though, the Honda contains and unrestrained throttle, ones that's too sensitive and would cause wheelspin pulling away from a stop (it is front-wheel drive only). I was surprised that the traction control would let this happen as I'm sure it would freak out most moms. Luckily, there was very little torque steer after that, but odd to experience tires spinning so easily. In contrast to the V6's smooth nature, the 10-speed automatic regularly showed some minor clunkiness, with noticeable shifts in every gear. Switching from drive to reverse and back also gave some shudders. The 9-speed unit in the last Pilot I tried didn't do any of this. Maybe car journos doing 0-60 launches hasn't helped. This is a Honda, though, and Hondas have built a reputation for their stout ability to keep performing. We've all heard stories of those with old Accords that they'd change the oil once every 50,000 miles or even more, and they just kept going and going. Cruise control also had odd behavior. On its own, set at 72, and with no cars in front, the Odyssey would easily lose up to 5 MPH on downhill to uphill transitions. So it'd lose it at the bottom and then have to reaccelerate up the hill; I'm sure that doesn't help economy. I found this so annoying that I decided to not use cruise control to avoid the deployed parachute effect. Also, if cars were following behind, they'd get on your rear like they're using the Odyssey's boot as a scratch and sniff card as it slows. On flat, level freeway at 71 MPH, the Odyssey did return a stellar 30 MPG average. My average was only 23 in mixed driving on mostly country roads. Not bad for a big capacity V6 and a vehicle this vast, but the new hybrids from Toyota's new Sienna and Chrysler's Pacifica promise to return considerably more on the combined rating. However, they lack the punchy character of the Honda's V6. Though, it must be said, I think most minivan customers are chasing practicality, and economy is more practical than performance in a minivan. Let's head back inside that enormous cabin. This Elite model represents the best Odyssey you can buy, featuring all the bells and whistles and screens you could want. The rear occupants have a folding down TV albeit with only the screen size of an iPhone Max. There are accompanying headphones (there's a speaker system that allows the driver to talk to those wearing the headphones which is clever) to go with, but are rather large and cumbersome compared to small ear buds. But, the TV screen looks 15 years old, and most parents are giving kids iPads these days anyways so I'm not sure I see the point of the rear screen anymore. Besides, it also means there's no room for a large panoramic sunroof that would be much more enjoyable for everyone. The infotainment system up front, besides radio and navigation, also let's you monitor the rear seats via a camera system. Cool to show your friends, but in practice, really? Are your kids that ill-behaved as to need to watch them on camera during a drive? Talk about distracting for the driver. I think it's more a selling point type of gimmick than something to be taken seriously. Maybe some will love the idea, but I just don't quite see the necessity. Maybe if I had kids of my own then my opinion would change on the matter. Because this an Elite, and there's no easy way to say this, but it costs an eye-rubbing $49,335 as it sits. As such, you'd expect the inside space to be properly luxurious for an expensive Honda, but it mostly just feels like an expensive Honda. The leather is decent and most things are well-padded and soft, but this isn't a fifty grand interior. I felt the same way about the Honda Pilot. Also, the radio/infotainment screen is small with too many onscreen buttons that make using it less than easy. We might have crossed another year into the 2020s, but the Odyssey can't escape from feeling very much last decade. Can't forget the looks as this is a minivan, of which the styling of minivans are a main reason for their derision. While the shape has gained sharper creases to increase tension, it still looks like a minivan, which means it kind of resembles a potato. But then again, as far as minivans go, it does look rather taut. A minivan starts its life as a rectangle, so to have some character in the design and flow to it is nice. On the road, the Odyssey drives just fine and simply adequate. There's no real eagerness for corners, but then why should it; it's a minivan. On tight corners of a favorite back road, the minivan displayed better balance than expected, but the tires gave up grip early, so don't get overly ambitious with corner speeds. For what it's worth, though, I reckon I could enter the Odyssey at a track day in an intermediate group and not be the slowest on the track. I did find the steering to wander a bit at 70 MPH and the lane assistant driving aid made it even worse, causing it to veer towards exits multiple times. That was turned off permanently. I also received multiple warnings while driving by parked cars that I was no way close to hitting; also annoying. Ride quality is exemplary, making speedbumps vanish, so that was quite nice. Wind noise is a mixed bag, though. Normal road and wind noise was okay, but at speed, there was a low-frequency rumbling that sounded like buffeting that would rear its ugly head. I found myself checking for a cracked window multiple times, but the buffeting persisted on the highway. I don't know how that passed the wind tunnel tests, and I wasn't crazy, as my passengers heard it, too. Of course, being a family-centric vehicle, it's a top safety pick with 5 star crash ratings and all the obligatory safety equipment onboard. With so many crossovers and SUVs available now, I'm not sure why you'd choose a minivan. I'm also a single male adult in his 20s with no kids, the exact opposite of a potential minivan buyer. At this Honda's high asking price, you'd have to conscientiously choose it over so many other options, and in many cases, you're paying more for a minivan. The Odyssey is the best-selling in the segment currently, and has been for a staggering 10 years running with incredible loyalty, but unless you have lots of kids, that's literally the only reason I can think of why you'd want a minivan. And even then, nobody wants a minivan, you only need a minivan. With Toyota's new Sienna out now with edgy looks inside and out, all-wheel drive, and with hybridization promising 10 MPG more overall, the Odyssey will need to do more to keep its lead in the people-carrier segment. As far as living with the minivan for a week and experiencing just how large it is on the inside, if you need the space, and I mean really need it for kids and such, no SUV comes close to the volume a minivan like the Odyssey offers. 2021 Honda Odyssey Elite As-Tested Price: $49,335 The Road Beat Rating: 3/5 Pros: Enormous space and practicality, gutsy V6 Cons: Unexciting to drive, cruise control issues, interior lacks pizzazz. Verdict: The most practical vehicle you can buy, just a boring one.

Road Beat Archive, February 10, 2020 Volvo XC90 T6 WD R-Design Words and pictures by Larry Weitzman Volvo brought us the XC90 in model year 2003 and it won the Motor Trend SUV of the year. It was a trick vehicle and one of my favorites, especially when equipped with the spectacular 4.4L, 311 hp Yamaha V-8 engine. It was about the perfect SUV with great styling from Volvo designer, Doug Frasher, a man responsible for many great Volvo designs including the S80. Three years ago, Volvo brought us a new and improved XC90, a designed that bears strong resemblance to the original Frasher design externally, but is effectively a whole new ride, with new technologies and new engines. The sweet inline sixes are gone as well as that incredible Yamaha created V-8. This new ride was designed Thomas Ingenlath with the inside being done by Robin Page. It is the epitome of beauty. Volvo now makes some of the most beautiful cars in the business as this XC90 doesn’t have a bad line in sight. All proportions are perfect, with an upright strong look that is not too muscular but yet still bold while incorporating the refined Volvo design clues like its signature grille. It has grown about five inches in wheelbase and length now at 118 and 195 inches respectively. Width is up by about an inch at 76.  Co-efficient of drag is a low 0.33. But powering almost all Volvos is a 2.0L inline DOHC, 16 valve four-cylinder engine in several forms. This XC 90 tester had the ultimate version with both supercharging and turbocharging that at peak power of 5,700 rpm produces 310 hp and 295 pounds of twist at an extremely low 2,200 rpm. It is, of course, direct injected. Factory performance numbers show a 0-60 mph time of 6.5 seconds.  My last XC90 with the same powerplant turned in a 6.75 seconds 0-60 mph time. I found that this XC90 was more responsive, turning in a quicker 6.45 second run, beating factory testing. It was also significantly quicker in passing performance with runs of 2.98 and 4.37 seconds in 50-70 mph acceleration on a level highway and up a 6-7 percent grade. My prior test numbers were 3.62 and 5.08 respectively. It is responsive with that low peak torque and because of the supercharging there is absolutely no turbo lag, but this is a big, heavy rig topping the scales fully decked out as my tester was at 5,365 pounds. But all is not good. As I wrote, it is very responsive with excellent passing times from 50-70 mph on a level highway and up a steep grade (6-7 percent) of 2.98 and 4.37 seconds respectively. Under light or normal loads, the engine is smooth, but pouring the coal to it and at low and high rpms it can become somewhat coarse and hoarse sounding. Not a good vibe in a $71,000 ride. A 3.0 liter “V” or straight six would do much better. In addition, the throttle was anything but linear. Only under light loads was there a smooth flow of power, but when the engine room is asked for more like “all ahead half,” it sometimes acts reluctant and then all of a sudden you feel like you’re at flank speed. Perhaps Volvo should contact BMW and do what Toyota did for their new spectacular Supra, buy the BMW 3.0L turbo inline six with 335 hp. It would be perfect in this Volvo. The eight-speed automatic worked perfectly and was extremely smooth in its operation. Interestingly, this Volvo is rated at 18/26/21 mpg city/highway/combined in fuel economy. My testing showed at a steady 70 mph on a level highway produced slightly better at 27.3 mpg. In all around suburban, rural driving showed 20-21 mpg, about what the EPA numbers show. Engine turns a slow 1,825 rpm at 70 mph. Now we get to the drive, handling if you will. And there is a lot to talk about. This Volvo has all the creds to be a great handling, State of the art, all independent suspension, quick steering at 2.9 turns lock to lock and 275/35X22 inch series rubber mounted on 22X9 inch wheels (an $1,100 option over the standard 20-inch wheels). It has plenty of cornering power, but driving this Volvo gives you an artificial feel with too much intervention by the electronic systems. The steering is too easy with almost no feel and feedback. The ride is smooth and mostly quiet except for some engine noise intrusion. There is no wind and tire noise. The lane keep assist wasn’t as particularly annoying (as in my prior XC90 test). I used to think Volvo bought the rights to the Hal 9000 computer from Stanley Kubrick from his 2001 Space Odyssey film. But it feels like someone else has their hands on the steering wheel. If this is autonomous or semi-autonomous driving, you can count me out. Even the braking system which used to go off with its panic warning in the heads-up display when not warranted appears to have been subdued. But Big brother still has too much control for my liking. It’s like the difference in Boeing jets and Airbus jets flight control systems. The Airbus systems are too computer controlled. Boeing still prefers the pilot to be in command (At least before the MAX and its MCAS system). Airbus computer systems have actually caused accidents as the pilot didn’t know how to override it as may have happened in the new MAX, but those MAX accidents had a much easier intervention system. Safety is perhaps Volvo’s tag line. The way it drives leads me to think it’s overdone. Don’t get me wrong, it’s a super safe vehicle, but I find it too intrusive for drivers who like to drive. Volvo’s huge brakes are super strong. It’s loaded with airbags. Its structure is strong and designed to protect occupants. It has great headlights and now there is an auto high beam system. It also had adaptive lighting that turned with the steering angle, another plus. Inside is another area where Volvos really shine, with some of the finest and thickest Nappa leathers you will find and comfort galore. It is large with three rows of seats. Instrumentation is excellent with a big tach, speedo and heads-up display. The trip computer is there but it is a bit lacking because although it has many lines of information, it seems to default to just one line of continuously displayed info. Not the best. And then there is the center stack topped by a big touch screen that about half the time doesn’t seem to react to my touch. That is very distracting. Touch screens may work well on a computer but when you are driving a car, fuhgeddaboudit. Buttons and knobs still work best. Volvo’s system, while full of wazoo, is wanting. Price of admission is also not for mortals with my R-Design topping out at $74,725 with the $995 boat ride from Gothenburg, Sweden and all the goodies which were many. That Gothenburg is important in that you can make the $3,200 Bowers and Wilkins sound system sound just like the Gothenburg concert hall. I couldn’t find any bass and treble controls however; Volvo and Bowers and Wilkins won’t let you do that. There was also the $5,700 R-Design package, $2,400 Advanced Package and a bunch of other items bringing the base price of $56,300 to that near $74K price tag. I have said enough. Specifications Price $56,300 to about $75,000 Engine 2.0L inline four-cylinder DOHC, 16 valve, direct injected turbo and supercharged 310 hp @ 5,700 rpm 295 lb.-ft. of torque @ 2,200 rpm RPM @ 70 mph 1,825 rpm Transmission Eight-speed torque convertor automatic Configuration Transverse front engine/FWD/AWD Dimensions Wheelbase 117.5 inches Length 195.0 inches Width 76 inches Height 69.9 inches Ground clearance 8.9-10.5 inches Trach (f/r) 66.0/66.1 inches Weight 5,365 pounds GVWR 6,832 pounds Trailer weight 5,951 pounds Steering lock to lock 2.9 turns Turning circle 38.7 feet Wheels 22X9 inch alloys Tires 275/35X22 Fuel capacity 18.8 gallons Cargo volume (behind first row/second row/third row) 85.7/41.8/15.8 cubic feet Performance 0-60 mph 6.45 seconds 50-70mph 2.98 seconds 50-70 mph (uphill) 4.37 seconds Top speed 143 mph governor limited Fuel economy EPA rated at 18/26/21 mpg city/highway/combined. Expect 20-21 mpg in rural country driving. Expect 27 mpg on a level highway at 70 mph. 4

It's magnificent, yes. What else did you expect? Words and pictures by Mitchell Weitzman. It's rare to be wowed by something so genetically mundane as a Lexus. However, I remember seeing the Lexus LF-LC concept for the first time all those 8 years ago at the Pebble Beach Concours D'elegance and being confoundedly wowed. Besides the hyper-expensive LFA supercar, Lexus wasn't supposed to make cars this exciting. When the LC 500 (LC means luxury coupe) finally came to fruition several years later with essentially the exact same styling as that striking concept, I was beyond excited. I honestly didn't think Lexus had the cajones to build it, yet fast forward to this strange year and we now have a convertible variant. And I'd be lying if I said this wasn't my most looked-forward to car of 2020. Is it brilliant and yes, magnificent? Rhetorical question. I mean, just look at it. With the roof chopped off, this has every bit of presence and visual tension as any $300,000 Bentley or Ferrari front-engined convertible. It's hard to explain why the LC looks so good in my eyes. If you isolate certain elements, it has an almost 'suggestion box' quality; a mish-mash of different ideas. But on the whole, it looks harmonious and the business. The oversized Predator grille works even. My favorite aspect is the hugely accented and satisfying rear wheel arch. Shakira was right because the hips don't lie. Pop the fabric roof up and it doesn't suffer from awkward convertible roofs like others fall victim to. Think first-generation Porsche Boxster; that's an awkward roof. By the way, that paint is called Infrared. As a statement piece, the Lexus garnered many admiring stares on every trip. The looks aren't the reason I'm excited for a convertible version of something like the LC 500, though. Rather, it's the Targaryan dragon-like atmospheric V8 under the hood. Containing 5-liters of could instead be described as magma, this masterpiece bequeaths any form of turbocharging for good 'ole RPMs and displacement. What's that have to do with a convertible you might ask? Easy; With the roof tucked neatly in its trunk, every time you stamp on the throttle you might as well be leading the Duke of Wellington's cavalry into the Battle of Waterloo. Actually, it's more akin to a battery of howitzers. With that canvas top hidden, you don't just hear this thunderous attack as much as you're part of it; It's the difference of being in the bleachers verse on stage. It's also incredibly addictive. My first two days of driving only netted an average consumption of 12 MPG. Trust me when I say you would be tempted to drive in the same manner. This is easily one of the best aural performances of any stock, production vehicle you can buy right now at any price. It also serves a not so subtle reminder of why the V8 is such a beloved configuration, but don't think for a second it sounds like an old lazy muscle car. Combined with such a charismatic engine and marksman-esque up and downshifts with an obligatory .50 cal crack near the redline, this is the theatre that makes petrolheads go weak in the knees. More on that motor: it makes a herd of 471 horses at 7,100 RPM along with 398 foot-pounds of torque at 4,800 RPM. Free of restraint, the V8 revs cleanly and with eagerness all the way to over 7,000 angry RPM. While flexible at all RPMs, the intensity really starts to build over 3,500 RPM, when the exhaust opens up and the intake honk begins its Hans Zimmer-like crescendo. The transmission is a responsively quick 10-speed automatic; no need for a dual-clutch 'box here. What's better is how hard this engine pulls all the way to the rev limiter, meaning you can work this engine hard and use all of it. The benchmark 0-60 MPH took 4.8 seconds and 50-70 2 seconds flat. On paper there are much faster cars for sale; A new base Porsche 911 will walk away from it. But, it never feels slow because it's anything except that. Just watch the speedo and you'll be amazed how quickly the speed builds. Once you have the engine ramped up to max attack, you're never left wanting for more power - just the next gear. While turbocharging would give more pace, the character and sounds are undeniable and now makes for a unique engine in this segment. The hybrid LC 500 is good, too, but it ain't this. During my tenure with the Lexus, I was (somehow) blessed with never ending November blue skies and sun, so of course the roof was removed for about 85% of my driving. 45 degrees morning? Who cares! With the windows up and the heated seats, heated steering wheel, the neck warmers, and the normal heat on, I would begin to sweat even. I kid you not, this convertible on the freeway and with windows up has less wind noise than most other coupes or cars of any kind. I don't understand the aerodynamic trickery here, yet the isolation from wind noise is astonishing not to mention the heating abilities to help you survive winter. Sure, if you want your hair to blow around like Fabbio, just lower the windows. I took the LC 500 on one of my favorite roads called Wentworth Springs. It snakes up along at elevation from small Georgetown all the way in the thick of the Tahoe National Forest near the eponymous great lake. My friend decided to come along in his modified Porsche 911 Carrera S, one of the 997 variety. With the sun out and those heating amenities on duty to combat the 50 degree Thanksgiving air, the thrills of open-top motoring cannot be second-guessed. Add to that the open, beautiful environment around you, immersing yourself in the deep blue sky above and the tunnels of trees, a convertible just makes sense right here right now. Why would you ever cover up the world around you? Wes Bentley's character in American Beauty says at one point, "There's so much beauty in the world." From this vantage point, it's easy to concur with this sensory overload. Apart from mountain cruising, the Lexus belies its dimensions to delivery a scintillating driving experience through the bends, too. It's a large car, 187 inches long and 75 inches wide, (without the mirrors) and one that hits the scales at over 4,500 pounds at the curb. Yet somehow, the steering is wonderfully direct and intuitive in response and weighting despite a lack of feel. The wheel itself is magical to grasp and with purposeful and positive paddle shifters at fingertips' reach. Tuck the nose into a corner and the mass of the Lexus seems to disappear with a front that goes for an apex like white on rice (though I think some Lexus owners like their whole foods quinoa, too). There's a bit of roll, but that's only because this is a luxury GT car meant to also provide excellent ride quality (which it does). Plus, the roll feels only natural. It shouldn't have this much grip and willingness to turn, but it's there. Up the pace and you can start to feel the front scrub into mild, but controllable understeer. The Michelin Pilot Super Sport ZP run-flats had enough grip, but it would nice to experience the Lexus with new Pilot 4S tires. Once you find that dichotomy in its front balance, you learn to live right on the edge of the understeer where you're able to exploit and exercise the impressive rear end grip and Torsen limited slip differential to rifle you out of corners. I never did find it to be an oversteer monster in this drive, but it can be if heavily provoked with your right foot. A favorite wide, hairpin was the perfect place to test this, and it resulted in a beautiful and graceful powerslide accompanied with the V8s artillery fire. Brakes provided firm and consistent pedal feel with prodigious stopping power from the 15.7" steel front rotors. They never faltered on the tighter, consecutive corners of Wentworth Springs. These sections had a process similar to this: Full-throttle, crack the whip into the next gear, ease firmly onto the brakes, trail-brake slightly as you turn in to control the weight and feel it load and unload the suspension, get the nose settled and pointed in the right direction, and then start squeezing the power on and on to the exit and repeat. It's easy to repeat and terrific fun. Now, this is a convertible, which means that by removing the roof you are sacrificing rigidity. Can you feel it in this driving? Barely. Only in the most technical sections was my friend able to slightly eek away in his track-ready 911 (that also weighs literally 1,500 pounds less). Over harder bumps, you do get a faint of shudder through the chassis as a result of flex, and the ride might be marginally worse than the coupe (convertibles typically have stiffer suspension to compensate the loss of the roof and weight gain), but it's hardly noticeable, not when you're having this much fun. It's an achievement to deliver such a relaxed ride quality while retaining such great cornering composure still. I haven't even begun to talk about the interior yet. Like the prior hybrid coupe I tried, this is a cabin space made to dazzle, and boy do I mean dazzle. Sure, it might cost over $100,000, but this could be the interior of a car costing 3 times that. That's how good this interior is. The leather could be from Buckingham Palace for all I know and the seats have endless support yet afford the same relaxation of your favorite La-Z-Boy recliner. The entire interior seems as if it was crafted together by the best surgeon in Beverly Hills; nipped and tucked to perfection, except none of this is fake. Oh and the driving position is the pinnacle of perfect. I do recommend the rather expensive touring pack $5,290, which gives the bassy Mark Levinson stereo, heated steering wheel, and neck warmers. Mainly, you'll want it for the additional cozy warmth in the cold months. There are some detractors inside, however. The infotainment system to control the radio and climate, like most modern Lexuses, is awful. The use of an indirect mousepad can cause severe distraction in the quest (struggle) to change anything. I'm surprised there hasn't been a class-action against Lexus yet... But get your presets and let the troubles fade away, at least until you have to gingerly adjust the neck warmers on and off again. On rough freeway and with the roof in place, there were some rattles and noises that were not present in the coupe, though this should not be alarming as it expected in a convertible. What is shocking is how well the fabric does to isolate you from noise. Yeah, it's easily the quietest convertible I've ever been in from road and wind noise. The next on the negative list are the rear seats. More like what rear seats? as they might as well not exist. My 6 foot tall friend somehow managed to Houdini his way back there and the result was laughable. The front passenger had to move their seat so far up as to lose their own legroom, but the worst was that with the roof down, his eyes were above the windshield. So, hopefully you like bugs and possible stones tossed up at you. With the roof folded away, he had to bend his neck and hunch in an awkward and painful manner. So yeah, don't sit back there. Oh, the trunk is too small, too, so pack light for Santa Ynez. On that same gentle freeway cruise to wine country and the tasting rooms, you'll be delighted to know the Lexus won't binge away your gasoline quite as quickly. With the aid of the transmission's 10 gears, the LC yielded 30 MPG at 70 MPH. Yes, it'll border on single digits when you're having fun, but wafting around at speed returns impressive efficiency with the tall 10th gear. In normal driving, really trying to drive normal (and that isn't easy in this), I did see 22 MPG at least. The Lexus LC 500 Convertible is a special vehicle. It's also a car that makes you special. Strike that, it makes you radiate with vibrancy; I was positively beaming after every drive and run through the gears. With the roof down, it exemplifies an already exemplary car by opening and exaggerating a new worldly sense above and around you. One hundred and change might sound like a lot, but for what this car can do and the quality infused throughout, it's actually a bargain. 2021 Lexus LC 500 Convertible Road Beat Rating: 5/5 As-tested Price: $113,320 Pros: That engine, the theatre, just look at it Cons: Erm, outdated radio controls Verdict: A near-perfect luxury GT car, and a rightful worthy Lexus Flagship View Full Photo Gallery Here

The most accomplished crossover you can buy Earlier this year I had the pleasure of sampling the CX-9, Mazda's flagship three-row SUV. I found it to be beautifully made, beautiful to look at, and beautiful to drive. I wrote that it was better to drive than most cars, let alone SUVs. It should come as zero shock then that the little brother CX-5 is basically the exact same story from head to toe. And after recently spending time with the most expensive examples of Honda's CR-V and Toyota's RAV4, neither stand a chance in terms of opulence nor dynamics to this mighty Mazda. It's like facing Rafael Nadal at Roland-Garros; nobody comes close. Approaching the CX-5, it looks exactly like a shrunken CX-9, especially in the same stirring Soul Red paint, which is no bad thing because of Mazda's trademark artisan curves and creases. Mazda has a stronghold on luxury-infused interiors on their modestly prices vehicles, and so as expected, the CX-5 Signature is endowed with an elegance using materials more fitting of upscale German contemporaries. The one thing I will say is some of the padding and the leather seats were somewhat slippery. Maybe it was just too new, as this particular one had just 400 miles on the odometer. Comfort is great in any seat along with decent space throughout. I find a RAV4 more spacious, including the cargo area, but Mazda makes a larger SUV if you so desire. This is supposed to be a compact utility vehicle after all, as others have seemingly increased in size to no end. Compared to the RAV4 though, and spending time behind the wheel of both, the Mazda is simply in another grade above given the legitimate luxury onboard. And that's just the inside environment; I have not even gotten to the driving bit yet! I am yet to try Kia's new Sorento and Hyundai's Santa Fe, but both will have to try more than their best to compete with the Mazda's class. The real separator of what makes this Mazda so exemplary is the way it goes down a road; any road. On the highway, it drives arrow straight and is remarkably quiet (yes, luxury car quiet, shocker). And if you find yourself on a winding mountain road, the CX-5 is attracted to apexes like a large magnet. The handling balance shouldn't be this good in a mid-size crossover like this. Turn-in is keen and eager to change to whatever direction you desire. Body control is equally impressive and even more so when you consider the suspension is never harsh over bumps in normal driving, being actually smooth and compliant. On a long, looping cloverleaf freeway onramp, the CX-5 displayed great adjustability. After turn-in, I steadily applied a progressing throttle which invoked small traces of mild understeer. As the corner's radius decreased towards the exit, I backed off the throttle which revealed a lovely bit of lift-off oversteer. This allowed the nose to find grip and have the rear rotate to aim straight for the apex which allowed me to pin the throttle and ride the way of turbocharged thrust all the way to the end. It's characteristics like this that place Mazda's vehicles high above any potential opponents; it's that good around the bends. Mazda's well-tuned all-wheel drive system also contributes to ensure optimal grip and power distribution in any scenario. This CX-5 had the newer 2.5L turbocharged inline-four engine that churns out 250 horsepower at a low 5,000 RPM on premium gas (227 on regular), and a mighty 310 pounds of torque from just 2,000 RPM. These figures obliterate the top engine outputs from a CR-V or RAV4. And as facts go, the numbers back it up, with 0-60 MPH being dispatched in a 6.4 seconds and 50-70 just 3.4 seconds. A RAV4 struggles to break 8 seconds to 60...So it handles, and it's fast. Great! An older six-speed automatic does the shifting in an age of eight gears and CVTs, but the old six complies with smooth and quick shifts. It may only have six forward ratios, but it works harmoniously with and while matching the turbo engine's powerband. It's particularly responsive to manual gearchange inputs, too, when using manumatic mode. What's more is that Mazda's turbo creation uses an unusually high compression-ratio (for a boosted engine) that grants quick throttle responses and urgency. With the large torque output, the motor is generously flexible as it's able to produce big horsepower at reasonable RPMs. Lock yourself in third gear at 50 MPH, nail the accelerator, and the CX-5 simply takes off. Fuel economy is the only metric that is not best-in-class, but still more than respectable. 70 MPH cruising yielded 30 MPG and averaged 24 during my time in mixed driving. While I enjoy the six-speed unit in practice, it does prohibit better highway mileage by running at a higher engine speed. Maybe a seven-speed with the same first six gears and a seventh gear overdrive could be something worth exploring for better high-speed mileage. Competitors may garner better economy, but then again the tradeoff is the relative artillery firepower in performance that the mainstream Hondas and Toyotas just don't have in their vocabulary. Pricing for this Signature CX-5 comes in as-tested at $39,225. It's not the cheapest thing, but a RAV4 Limited can easily cross $40k these days while a far less capable CR-V doesn't even breach $36k. The only reason you should consider an alternative to the Mazda is if you want a Hybrid vehicle, both of which Toyota and Honda offer with substantially improved fuel economies. But, after just your first short drive in a CX-5, you will be able to see what makes this vehicle so desirable. The Road Beat Rating: 4.5/5 As-Tested Price: $39,225 Pros: Stellar interior, handling, and performance Cons: Fuel economy can't match rivals Verdict: Like most Mazdas, it's the best vehicle in its class.