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2019 Acura MDX A-Spec, Still Best in Class, but now with competition Words and Pictures by Larry Weitzman This is my third go around with the third generation MDX and not much has changed except for the addition of the A-Spec model which essentially is an appearance upgrade for the SH-AWD (Super Handling, All Wheel Drive) for the MDX. These upgrades include bigger exhaust tips (which are too short as you can see, they are add-ons), some trim pieces done in a black chrome and two actual handling upgrades, bigger wheels and tires. The A-Spec gets 20X8.5 inch special “Shark Gray” alloys shod with higher performance, huge 265/45X20 inch tires instead of either 18X8 or 20X8 inch wheels shod with 245/60 or 245/50 series rubber. Ok, enough with tires. Acura became Honda’s luxury brand in 1986 in stand-alone stores and is still going strong after 34 years. But Honda is an enduring product going back to 1958 in which Soichiro Honda introduced the World to the Honda Cub, a small motor scooter, that is still in production today in its basic, original form some 60 years later and is the World’s most produced model of motor vehicle surpassing the 100 million mark over three years ago. MDX is a large midsize SUV at 196 inches long on a 111-inch wheelbase. And it is beamy at 78 inches. That allows for a huge track of 66 inches. Its lines are edgy, but it still has too big emblem smack dab in the middle of its Acura signature five-sided grille. Overall, the best design feature is the Acura’s LED head lights which turn night into day. Its window line is decent, but overall while it has some edgy lines, it looks a bit bulbous. But don’t let that dissuade you from the MDX as everything else about the MDX makes it a best in-class vehicle, i.e. performance, handling, ride, safety, features, interior and bang for the buck put it at the top of the mid-size luxo class under $60,000 (these A-Spec stickers for under $55K). Under that wide hood resides an Acura/Honda 3.5L SOHC 24 Valve, directed injected, normally aspirated V-6 that belts out 290 of the biggest horses the Road Beat has ever encountered at 6,200 rpm. Torque falls into line for this size V-6 at 267 pounds of twist at 4,700 rpm. It sends that power to all four wheels all the time (with a computer system sorting out how much torque to each wheel) via a nine- speed torque converter auto cog-swapper. The whole unit is mounted sideways in the engine bay. But here is where it gets interesting. MDX can run 0-60 mph in a scant 5.74 seconds. Backing that world class performance up are 50-70 mph simulated passing runs of 2.84 and 3.82 seconds respectively with the later run being up a 6-7 percent grade. Mind you MDX is no light weight, tipping the scales at 4,275 pounds and it still posted world class numbers. In comparison to another AWD midsize CUV that has a 291 hp V-6 with an eight-speed tranny and carries about 4,300 pounds, the MDX simply smokes it as the other 291 hp CUV posted numbers of 6.97/3.49/5.30 seconds. While the other CUV had still very good, responsive performance, it doesn’t compare to the MDX. It is not the tranny difference. What it appears to be are the size of the horses, one being average ranch horse and the MDX using Hanoverians. In reality the MDX’s 290 hp feels more like 340 hp. However, that other CUV, an entirely new entry into the large midsize CUV market is the equal overall (on balance) to the Acura at a lesser price. It’s named after the cliffs bordering the Pacific Ocean known as Pacific Palisades or maybe the amusement park in New Jersey made famous by the Freddy Cannon song, Palisades Park. It’s twin brother, named after a famous Colorado ski resort also equals the MDX on balance at a lesser price. Fuel economy is about what I expected with an EPS rating of 19/25/21 mpg city/highway/combined. Economy was virtually identical with my last test two years ago with a 70-mph level highway two way run of 26.4 mpg. Overall, in 400 miles of driving the MDX averaged 22.4 mpg. Those numbers are essentially identical to my prior MDX mpg numbers. Incidentally, that other CUVs mentioned in my performance comparison, had mpg numbers of 2-4 mpg better than the MDX. With bigger tires and wider wheels handling is even more sports sedan like. A-Spec has superbly weighted steering, phenomenal grip and superb roll control, making it one of the best handling CUVs on the planet and tops in its class. All components are state of the art. Turning circle is a reasonably tight 38.7 feet. Ride quality actually felt smoother and quieter for what was already an extremely smooth and quiet vehicle. Although on the quiet side, the V-6 has some nice exhaust tuning almost imitating a V-8 and never becoming obtrusive., There is no wind, road or tire noise. Safety is all-in, down to the lane keep assist function. Four-wheel discs are strong and as mentioned before, the auto dimming headlights are fab. Getting up to speed on its use did take a couple of days. A-Specs also get a beautiful and sublimely comfortable Alcantara interior is done in a dark charcoal suede center bounded by red leather trim. Real luxury, real comfort. Instrumentation is complete with a big speedo and tach flanking the sophisticated info/trip computer. As with all Acura’s, materials are of superb quality. The center stack gets two screens, one for NAV and the other for the sound systems and climate. There are no mice to complicate its use, but getting up to speed did take a couple of days. Cargo capacity is about average, but fuel capacity is large at 19.5 gallons. MDX starts for an FWD unit at $45,395 including the delivery ($995) from its East Liberty, Ohio assembly plant. AWD adds $2,000 to the price plus about an mpg. The A-Spec will add $8,500 to that number but it comes with oodles of additions, but it will perform, ride and handle essentially identically. That number for the A-Spec is $55,895. My tester had a $400 premium paint package bringing the total price of admission to $56,295. In its class, Acura is still one of the two best. I’m just not a lover of its looks. Specifications Price: S44,050 (MDX FWD) to $58,500 plus $975 for the boat Engine: 3.5L SOHC, 24 valve, direct injected V-6 290 hp@ 6,200 rpm 267 lb.-ft. of torque @ 4,700 rpm Transmission: Nine-Speed torque converter automatic Configuration: Transverse mounted front engine/FWD/AWD Dimensions: Wheelbase 111.0 inches Length 196.2 inches Width 77.2 inches Height 67.4 inches Ground clearance 7.3 inches Track 66.3 inches Weight 4,275 pounds Weight Distribution (f/r) 57/43 percent Fuel capacity 19.5 gallons Passenger volume 132.7 cubic feet Cargo volume behind third row seat 15.0 cubic feet Wheels 20X8.5-inch alloys Tires 265/45X20 Turning circle 38.7 feet Performance 0-60 mph 5.74 seconds 50-70 mph 2.84 seconds 50-70 mph uphill (6-7 percent) 3.82 seconds Top Speed Probably way too fast for me. Fuel economy EPA rated at 19/25/21 mpg city/highway/combined. Expect 22-23 mpg in rural country, suburban driving. 27 mpg on the highway at legal speeds.

Mazda Miata RF Club Automatic by The Road Beat - Sports car brilliance disarmed by a drowsy automatic Words and Pictures by Mitchell Weitzman I’m not a good bowler, never have been. In fact, I’m lucky to crack 100. Luckily, most of my friends aren’t talented at the Dude’s favorite game either. But, what we never do is put up the bumpers. Why? It makes it boring and takes away the skill and drama of it. Plus, I rather enjoy seeing my bud hit the gutter so hard it jumps into another lane. Disarming a brilliant and pure sports car with an automatic slushbox is the automotive equivalent of putting up the bumpers. Miatas are not for everyone, I get it. There are legions of fans throughout the world though, followed by legions of animosity towards them, but who also have not driven one. I for one have always been a fan of their simple purity and delicious handling. Yes, they’re not fast, but they’re more than just about raw power. The Miata was a second-coming of the traditional British roadster, with a focus on lightness, driver connectivity, and powering the rear wheels at a time when most affordable cars all switched to front-wheel drive. Fast forward twenty years to the current ‘ND’ generation Miata, and we have this RF Club before us. This new model would seem as sacrilege in the eyes of its grandfathers. What, with a heavy folding hardtop in place of the regular canvas soft-top, and an interior anointed with creature comforts like heated seats, bluetooth, Apple Carplay/Android Auto, and even a lane departure warning system, it all adds extra pounds. But, let’s be real here, as the RF’s metal roof only adds morsels of weight to the car. In fact, this car as equipped is still under 2,500 pounds. And that’s a modern car with all sorts of safety equipment and new crash standards. It is one of the lightest new cars you can buy today. And, the RF looks downright svelte in this rightfully-named Soul Red paint. Looks are subjective, but this is a very good looking ride either top up or top down. The flying buttresses on the rear deck harken back to classic Italian coupes, as does the fastback profile. It’s a very graceful looking bit of kit, being neat and tidy, like a well-trimmed bonsai tree cut by a katana. Graceful is hard to come by in Japanese cars currently, with more adopting the aggressive, (and at times, vulgarity) of new Civics and Camrys. The inside has enough to make it modern, but this is not the luxury that Mazda bestows on its 6 sedan and CX SUVs. But hey, compared to the original, it’s a penthouse draped in George Costanza’s favorite velvet. The seats offer a lot of support even if it feels like the top half curves away from your back. Hands on the leather-wrapped wheel and it just feels like it’s exactly where your body belongs. An interesting touch are the inside upper portions of the door, which have body-matching Soul Red. This looks cool when viewed from outside, but it can cause unwanted reflections while driving. Not sure I would want one with that option. Mazda’s infotainment is easy to use with its rotary-knob controller, but can be somewhat laggy sometimes if we’re nitpicking. But in the middle lies this Miata’s one weakness: an automatic gearstick. Just as I got excited to get under way in this new Miata on my favorite local roads, I underestimated the disappointment that came with slotting it into ‘D’ and letting the old 6-speed torque converter automatic slush me away. You’re already buying an uncompromising, impractical, and noisy sports car, so why have an automatic in one? It betrays the entire ethos of this vehicle. Even with the greatly precise and tactile steering, neutral and adjustable handling, it feels neutered. You know the dementors in Harry Potter, the ones that suck out your soul? Exactly. It’s not even a terrible automatic - a dual-clutch would be better - but this is not how a Miata is meant to be driven. Okay, automatic gripes out of the way, let’s get on then. Yes, it’s got a fabulous chassis. What’s even more delightful on the road though is the lack of harshness. The suspension is almost soft, allowing more body roll than one would expect of a sports car. However, on the road this allows more adjustability and forgiveness, as well as the ability to lean harder on it and explore the limits at non-outrageous (illegal) speeds. Overall grip isn’t huge with skinny 205 width tires, but the way the car breaks away is so natural that it seemingly encourages hard cornering at every conceivable opportunity. On the track, which Miatas are known for, it would be too soft, but that’s nothing a set of sway bars can’t fix if Laguna Seca is in your future. For a comparison of this car’s handling prowess, I daily drive a Nissan 370z, which isn’t perfect by any means. But, as similarly priced sports cars go, the Miata has an immediacy and eagerness to the steering and chassis that a 370Z lacks. The 370z also weighs nearly 1,000 pounds more and you can feel it, lumbering around lazily and sloppily as you push it harder. This is why weight is so important. And, because it’s so light, you don’t need ludicrously stiff suspension to attempt to control it, which is why the Miata has a better ride quality. Powering the RF is is an inline-four like all Miatas before it, but now with a lot more horsepower at 181. The ND originally launched with 155 in 2015, but a mid-life update gave a decent 26 horsepower boost. Redline is a high 7,500 RPM from the the high-compression SkyActiv engine, but it doesn’t exactly beg for revs. It’s surprisingly torquey at 151 foot-pounds, giving it decent enough oomph at lower RPMs. And for a four-cylinder, it’s reasonably refined, avoiding the nauseous buzzing vibrations and agricultural sound of other manufacturers’ similar engines. Freeway mileage was excellent, teetering right on 41 MPG and averaging 31 in my commute without even trying. As far as raw measurements go, that leisurely automatic prevents hard launches and snappy gear changes, so 0-60 took 7 seconds with 50-70 passing needing 3.7. The standard manual allows for far quicker acceleration, shaving a full second off this automatic's 0-60 time as seen in prior testing. Either way, it just doesn’t feel fast enough in 2020, and just frankly not fast enough to make the automatic interesting in any way. Other cars have moved on to be so much quicker now that it really exposes the need for more power. 220 would be perfect. Normally, I’d defend a naturally-aspirated engine, but this one, while smooth and flexible, lacks the charisma of older, screaming V-Tec Honda engines. A turbo Miata is likely the way forward for the next generation. Now, the road manners. With a folding hardtop, one should expect this RF to be quieter than the rag-top brethren. And you would be correct, but don’t think it’s now some luxury cruiser. While not silent in any sense of the word, it is noticeably less loud with the roof up on the freeway next to the rag-top. I tried the roof folded open on the freeway one morning and instantly regretted it, such was the wind noise, so I’d reserve the roof down more for cruising at 60 or less. The Miata RF Club is a sports car through and through, albeit one blighted by the dreariness of an automatic transmission in this example. That aside, I will be grading this car’s star rating with the automatic not considered. As a manual, it’s a solid 4 star car. The automatic…don’t ask me what I’d give it. The biggest shortcoming of this Miata, though, is the price. As equipped, it’s $35,185. That’s a lot for a Miata, or anything this impractical and with a little four-cylinder. A Mustang GT and LT1 Camaro start at essentially the same price. Heck, a Nissan 370z starts at significantly less. It’s a lot either you look at it, but none of those offer wind in your hair thrills while carving up the twisties. And if you do want that, there aren’t any other real roadsters to choose from besides the wildly more expensive Boxster and Z4. While the Club is seen as a top-tier trim on the regular Miata, the RF is only offered in Club and Grand Touring (add another grand…) trims. It just doesn’t seem like good value compared to the soft-top that comes in over $3,000 less for the equivalent Club. But, whatever you do, just please buy one with a manual and enjoy the open top thrills the way it was meant to. If you’re planning on a Miata with an automatic, you might as well go for the superb and dynamic Mazda 6 sedan instead. -The Road Beat 2020 Mazda MX-5 Miata RF Club As-tested Price: $35,185 The Road Beat Rating (manual): 4/5 Pros: Wind in your hair motoring, keen and resolved chassis Cons: Needs more power to keep up with hatchbacks, RF is expensive Verdict: As long you get the manual, the Miata retains its open-top thrills in a sexy, but expensive package. #theroadbeat #theroadbeatcarreviews #mazdamiatareview #mazdamx5review #mazdamiataRFreview #2020mazdamiatarfreview

The Road Beat - Toyota Prius AWD-e, An off-road hybrid? Words and Pictures by Larry Weitzman As most of you know I am not a big fan of electric vehicles. They are expensive to build and have limited utility creating range anxiety. If Tesla didn’t have government and utility subsidies of about 25 percent of the purchase price, they would have folded long ago. Even though their stock is over $240 a share and their market cap nearly equal to Ford’s, they have yet to turn a real profit and that’s with receiving $two Billion in government subsidies directly and indirectly in the last six or seven years. Over the last five years losses totaled over $3 Billion including the income from subsidies. And that’s not counting discounted electrical rates to the purchaser, another expensive ratepayer subsidy. But, the Prius AWD-e hybrid is a different animal. You will never run out of electrons because of its 1.8L 96 hp (at 5,200 rpm) four-cylinder engine tucked under the hood that meshes perfectly using a CVT transmission with its three-electric motor/generators of 31, 71 hp and 7 hp respectively. But the maximum combined hp is limited to a total of 121 hp which will not exactly create escape velocity. Outside the Prius looks right out of the Jetsons. To call it beautiful would be an overstatement, but if you want to be recognized as driving a hybrid, saving the world, then this is your ride. From the rear, it somewhat reminds me of a 1959 Chevy with its aircraft carrier flight deck. While it may not look sleek with its big, busy front end, its coefficient of drag is a minimal 0.24. While a compact car in size (180LX69WX58H inches), inside dimensions are mid-size. Electricity is provided by an on-board Nickel-Metal Hydride battery of about 1.3 kWh. It is charged by the engine, but mostly be regenerative energy from coasting and braking. The battery powers a front axle electric motor primarily and the rear motor from 0-6 mph and then as necessary up to 43 mph. So Prius operates as an AWD vehicle full time at very low speeds and when necessary at speeds up to 43 mph. As to performance, the AWS-e averaged 9.91 seconds in 0-60 mph runs which is very comparable to a regular Prius. Passing times in hybrid mode from 50-70 mph was 5.49 seconds and the same run up a 6-7 percent grade lengthened that time to 9.92 seconds, again very comparable to the current Prius Prime which averaged 9.71/5.38/10.20 seconds. The CVT has a gear called “B” and it really does a nice job of recharging the battery and controlling speed in a long downgrade. But here is the deal, it feels spunkier than those times reveal, even when pure electric. In normal or even somewhat aggressive driving the Prius will surprise you, especially from 10-50 mph. Yeah, sure there isn’t much left after 70-75 mph, but the Prius is not about racing and if you compare it to the sedans of the 1970s or earlier, the Prius rocks pretty good. But buying a Prius AWD-e is about minimizing gasoline energy use which it does admirably. Hybrid highway full economy is just a bit better than the EPA data which indicates fuel economy numbers of 52/48/50 mpg city/highway/combined. At 70 mph, the Prius averaged 53 mpg in two, two way runs. In 120mile trip during late morning rush hour, Prius averaged 55.9 mpg. Overall fuel economy in over 400 miles averaged 52 mpg. In 53 miles of aggressive driving including all acceleration testing the Prius averaged 47.9 mpg. That is remarkable. However, the fuel tank in remarkably small at 10.6 gallons. Handling will surprise most drivers as it could be called nimble. Sure, standard rubber is tall and comparatively skinny 195/65X15 tires, but it has fully independent suspension. And while certainly not a Mini-Cooper, it acquitted itself well when pushed in the twisties. Steering, however, has an unusual rubbery feedback, like there is some sort of robotic system in charge. I just overpowered it. As “Dirty Harry” said, “A man got’s to know his limitations. Ditto for the Prius. It certainly exceeded my expectations and what I thought its limitations would be. Prius rides superb. It is a supple well controlled ride best demonstrated when leaving a driveway that had 45 degree angled four inch curbs as it absorbed the bump better than most every vehicle ever tested and equaling the best such as a Lexus RX450h. It’s a bit cushy, but I doubt any Prius buyer will take his car to the race track or ever participate in a traffic light grand prix. Prius buyers are interested in comfort, quiet and technology. it’s so quiet, tire noise becomes a bit apparent. However, when ascending grades the engine becomes a bit intrusive as it races at high rpm a result of the CVT. At the end of a long uphill grade, I thought a newly stitched shirt would also pop out of the glove box. It sure sounded like it. While wind and engine noise are well subdued on level driving, tire noise can be an issue on coarser roads. Maybe it is the low rolling resistance tires. I’ll take one mpg less fuel economy and quieter tires. As a leader in technology, Prius has all the safety features and four-wheel disc brakes with every acronym. Headlights were excellent. Inside is a Toyota quality interior with top quality materials. The comfortable seats were done in Toyota’s quality SofTex leather like material and were quite comfortable. Rear seating is also decent. Trunk is huge. Instead of a conventional binnacle in front of the steering wheel it uses a centered dash which uses letters and digits that are too small, but the info that is accessible is amazing, not just fuel economy, but daily driving fuel economy, a driver’s rating system for economical driving and so much more. It is quite the “entertainment system.” Pricing for this line of plug in hybrids starts at $28,820 for the Prius AWD-e plus930 for the boat from Japan. My tester had an #800 HUD display $899 alloy wheels and a few other small items bringing the total to $32,195 all in. But, heBut, here’s the deal. This AWD Prius is about half the price of an AWD EV and it costs less to drive, about 6 cents a mile. An EV where I live costs from about nine cents in winter a mile to 12 cents in the summerre’s the deal. This AWD Prius is about half the price of an AWD EV and it costs less to drive, about 6 cents a mile. An EV where I live costs from about nine cents in winter a mile to 12 cents in the summer. And there is no range and refueling anxiety. Case closed. EVs can’t compete. Specification and performance figures below. Specifications Price $27,965 to about $36,000 Engine and motors Gasoline: 1.8L Inline four cylinder DOHC, 16 valve 96 hp @ 5,200 rpm 105 lb.-ft. of torque @ 3,600 rpm Electric Three motor/generators 31 hp and 30 lb.-ft. of torque, 71 hp and 120 lb.-ft. of torque and 7 hp and 40 pounds of torque. Battery 1.3 kWh NMH battery with an output of 25 hp. Transmission Continuously Variable Configuration Transverse front engine and motors/front wheel drive Dimensions Wheelbase 106.3 inches Length 180.0 inches Width 69.3 inches Height 58.1 inches Track (f/r) 60.2/60.6 inches Ground clearance 5.1 inches Fuel Capacity 10.6 gallons Passenger volume 93.1 cubic feet Cargo volume 24.6 cubic feet Weight 3,375 pounds Wheels 15X6.5-inch alloy Tires 195/65X15 Turning circle 33.5 feet Coefficient of drag 0.24 Performance 0-60 mph 9.92 seconds 50-70 mph 5.49 seconds 50-70 mph uphill 9.92 seconds Top speed Estimated at 115 mph Fuel economy EPA rated at 52/48/50 mpg city/highway/combined. In suburban driving expect 52-55 mpg and on the highway (level) at legal speeds 53-55 mpg.

2020 Lexus NX300h, All Lexus, Still the Same Words and Pictures by Larry Weitzman This is my third go around with the NX300h. My last review was about 27 months ago and not much has changed. It seems for almost every Toyota, there is a Lexus. With the Lexus NX300h that impression might had some merit. The new NX series, originally introduced for the 2015 model year has some relationship with the Toyota RAV4 (which happens to be the biggest selling compact SUV), did share some structure, wheelbase and a few internal components. But with the new RAV4, that has changed and the NX is still related to the past gen RAV4, but with the hybrid NX, it no longer shares the RAV4 updated drivetrain. So now the NX’s body, most of its suspension components and the engines are either completely unique or only bear a small resemblance. Of course, there is absolutely no resemblance in the looks department. NX is sleek and edgy, with its familiar Lexus trademark grille. From the side, the front end stands out, having and almost “nose cone” look. Stand back and check it out. Those edgy character lines add a clever sharpness and purpose making the NX a standout looker. Only the prominent grille detracts, but only slightly as its headlight assemblies make up for what the grille overpowers. Size wise, the NX is a compact SUV with a wheelbase of 105 inches while stretching out to 182 inches. Part of its muscle cones from its broad shoulders with a beam of 74 inches. Track is a wide 62 inches front and rear. Powering up the NX300h is a 2.5L Atkinson cycle inline DOHC 16 valve four pumping out 154 hp @ 5,700 rpm and 152 pounds of twist at 4,400 rpm. In addition are three motor generators, one acting as an engine starter and generator for both the main systems and the nickel metal hydride battery energy cell. There are two other motor/generators, one with a max hp of 141 hp driving the front wheels and a second, a 67 hp unit m/g driving the rear wheels. But the reality is that the battery’s max output is 40 hp which means total output from all sources is 194 hp. The engine drives the front wheels via a CVT. The new fifth gen RAV4 Hybrid with its newer powertrain has a total combined hp of 219, with the gas engine making 176 hp. One of the beauties of this hybrid system is that the rear wheels are only powered by the electric motor, so there is no drive shaft or other mechanical connection from the front engine creating simplicity and saving weight. Performance is virtually identical to my last go-round with the NX300h. It knocks of 0-60 mph in a satisfying 7.53 seconds and a level 50-70 mph simulated pass takes just 4.22 seconds and the same run up a 6-7 percent grade requires 6.48 seconds, all times from a high-performance SUV. Two years ago, the NX300h posted numbers of 7.56/4.12/6.46 seconds respectively. The throttle is very responsive and mid-range is strong. Interestingly Lexus in its press materials lists 0-60 mph at 9.1 seconds. Maybe they need to recalibrate their stop watch as it runs a bit slow or maybe they were towing its maximum allowable load of 1,500 pounds. Fuel economy benefits from its hybrid powertrain are demonstrable, having an EPA rating of 33/30/31 mpg city/highway/combined. However, the NX does a bit better with a highway mileage of 36.6 in actual testing at 70 mph. The engine spins a low 1,700 rpm at that speed. Overall the NX averaged about 28 mpg in country, rural driving where there is little stopping and brake regen. It will run pure electric under very light throttle at speeds below 45 mph. That is a 3-5 mpg improvement over its conventional counterpart with more performance. Fuel capacity is only 14.8 gallons a little over a gallon less than its conventional counterpart. Bigger would be better. NX is sporty as is the handling. It has all the ingredients, state of the art suspension, including double wishbones in the rear. Steering is a quick electric power rack at 2.68 turns lock to lock. Its 18X7.5-inch alloys are shod with 225/60 series rubber allow for a reasonably quick turn in. It’s only debilitating number is its considerable mass of 4,180 pounds making it more difficult to change directions. But it does change directions with agility quite well when pushed in the twisties and you will enjoy driving the NX when the road begins to bend. Because it’s a hybrid it should be smooth and quiet, adding very to both adjectives. It will run as an EV for up to a couple of miles at speeds below 45 mph with a feather foot. Ride quality is on the firmer side, but it certainly won’t cause additional bathroom breaks. It handles bumps and other road imperfections like a Lexus. Safety is basically as good as the operator, but Lexus has installed every safety system one can think of. All the acronyms are present. The lane keep assist was to me a bit intrusive, so I turned it off, but NX hybrid is a very nice drive with strong brakes and excellent, optional triple beam headlights. Inside is a quality Lexus interior of NuLuxe faux leather, soft touch and switchgear, including an electronic tach when using the sport driving mode, switchable on the console. But also, on the console is the touchpad radio controls which need to go away. It is most difficult to operate and distracting. Price of admission for this near luxo CUV/SUV begins at a reasonable $39,070 plus $1,025 for the boat from Tahara, Aichi Japan. Options including the Triple-Beam LED headlights with AFS (meaning they turn with the vehicle) adds another $1,515 and the NAV system is another $1,860. Other options brought the total Monroney to $49,902. You will want most of the options on my tester so figure a price approaching $50 large. Specifications Price $34,480 to about $45,000 plus $925 for destination Engine: 2.5L DOHC 16 Valve inline four 154 hp @ 5,700 rpm 152 lb-ft of torque @ 4,400 rpm Permanent magnet electric motor (2) Nickel Metal hydride battery output 67 hp Maximum combined output 194 hp Transmission: CVT Configuration: Transverse front engine/ FWD/AWD Dimensions: Wheelbase 104.7 inches Length 182.3 inches Width 73.6 inches Height 64.8 inches Track (f/r) 62.2/62.2 inches Ground Clearance 6.9 inches Weight (fwd/awd) 4,055/4,180 pounds GVWR (fwd/awd) 5,090/5,200 pounds Tow capacity 1,500 pounds Fuel Capacity 14.8 gallons Cargo capacity (second row up/down) 16.8/53.7 cubic feet Wheels (std/opt) 17X7/18X7.5 inches Tires (std/opt) 225/65X17; 225/60X18 Steering lock to lock 2.68 turns Turning circle 37.4 feet Co-efficient of drag 0.34 Performance: 0-60 mph 7.53 seconds 50-70 mph 4.22 seconds 50-70 mph uphill 6.48 seconds Fuel economy EPA rated 35/31/33 mpg city/highway/combined. Expect 36 mpg on the highway at legal speeds and 28 mpg in aggressive suburban driving.

The Road Beat Archive, January 27, 2020 A tiger, or is it just a domestic feline? Words and pictures by Larry Weitzman Let’s get one thing straight, all Honda Civics are “super” cars. All Civics get the fabulous 1.5L turbo charged DOHC, 16 valve engine with a minimum of 174 hp. That’s a lot of moxie for cars that weigh 3,000 pounds or less. The Si is Civic’s super “super” car with a six-speed manual (only, no auto available) and 205 hp at a low 5,700 rpm. Honda didn’t even stop at the Si as they also make an ultra-super, “super” car, the SR, with 306 hp. After you finish with this Road Beat, you will able to imagine what the SR can do. Back to the phenomenal Si. First about the only differentiation from the rest of the Civics, including the fantastic Hatch Sport version which stickers for a shade over $21 large, is some badging and a blacked-out grille. There have been some external enhancements, like new LED headlight assemblies which look fabulous and turn night into day. This Si was done in a (Ferrari like) red. If you want to be seen from five miles away or are extremely safety conscious, this is your color. People with 20/400 vision will see this car from a good distance. Ok, enough about the color. Being made in the four-door, it is about half a foot longer than the coupe version (dimensions are 183X71X56 inches LXWXH) and the interior is almost big enough to qualify as a mid-size vehicle (just 0.3 cubic feet short on volume). This Civic Si is about driving fun, and I would have to give it a fun quotient on the 10 scale of about 12. Civics look quick standing still. Their design is sleek and slick with a strong, edgy character line giving it some shape and muscle, with strong wheel wells and shoulders. It is the best looking Civic ever, even though the grille might over power the rest of the design, at least in the SI, it’s done in black. It has a spectacular powertrain, its 205-horsepower mill (at a low 5,700 rpm) plus a massive 192 pounds of twist from a low of 2,100 rpm to 5,000 rpm.  At 5,700 rpm it is still pounding out 189 pounds of twist, demonstrating almost no fall off or loss of cylinder efficiency at peak hp meaning it’s still pulling like a freight train right to its red line of 6,500 rpm where a rev limiter abruptly interrupts the fun. At max boost the turbo is pumping out 20.3 psi. It drives the front wheels through a six-speed manual cog-swapper via a limited slip differential. If rockin’ is what the Civic does then it’s theme would be Mississippi Queen by Mountain. One of the changes to make the Si even a bit quicker for 2020 is a six percent higher numerical final drive ratio which quickens the accel while shortening the gears. Zero to 60 mph arrives now in just 5.82 seconds. A level simulated pass from 50-70 mph happens in just 2.87 seconds and a six percent grade only slows that number to 3.87 seconds. Turbo lag isn’t, but it takes about 2,000 rpm before it begins to boil and by five grand things get nuclear. In normal driving 1,200 rpm will be ok in the first three gears and add about 500 rpm for each of the next three gears for reasonable performance.  Twaddle along in sixth gear at 1,500 and moderately accelerate away without downshifting is routine. Cog-swapping is a hot knife through warm butter. Clutch? What clutch, barely necessary. I usually split shifts because of the torquey engine going first, second, fourth and sixth, mostly sans clutch. Remember, gearing is shorter than the last Si test two years ago. The prior Si recorded 6.20/3.02/3.92 seconds. The new gearing makes a difference, but not in its actual fuel economy. Diving the Si hard is guilt free. The EPA rates the Civic Si at 26/36/30 mpg city/highway/combined, down by 2 mpg in each category. However, in real world numbers they are almost identical. The Civic Si returned 41.4 mpg in a two-way run on a level highway at a constant 70 mph which is identical to my prior Si Road Beat. Overall in extremely aggressive driving for about 300 miles, the Civic averaged 31.8 mpg including the performance testing. I told you this Si is absolutely guiltless. I could probably do 40 hard laps at Thunderhill Raceway and still have enough fuel to make it home (150 miles). Rpm is 2,800 at70 mph which is 200 Rpm more than my last Si. And what an absolute blast this Si would be at Thunderhill. Si stands for Simply Incredible. It has all the creds, super quick, variable ratio electric rack and pinion steering (2.11 turns lock to lock), low profile, fat summer high performance tires  (235/40X18), fat anti-roll bars at both ends, state of the art independent suspension with adaptive damping, huge disc brakes, adaptive dampers and real sport tuning to give it an edge, true sports car feel, agility and ability. It simply follows your commands and inputs perfectly with no vices, twitches or missteps. It is water through a proverbial hose that just doesn’t want to let go in the twisties, all the time maintaining a flat attitude. Fabulously fun. Weighing 2,906 pounds helps too. Ride quality won’t impress your grandmother. It sits low so getting grandma in the car, never mind out of the car might be a problem. The ride is firm and tire noise is an issue on rough or coarse roads. The body is solid and while compliant in the bumps, it is firm and only reasonably quiet on smooth asphalt. Let’s leave it at that. There is no compromise in safety with most of all the basic acronyms. In another model year upgrade, Honda Sensing is now standards meaning it even has Lane Keep Assist and Road Departure Mitigation. But Civic, in addition, has that wonderful side view camera when making right turns. I love that feature. Headlights are fabulous, with excellent width and depth. Inside is a quality interior with Si exclusive buckets that are perfect for aggressive driving or the long haul. While they are heated, they are not power but have a height adjustment. All appointments are first quality and the instrumentation is complete. A huge centered tach surrounds a digital speedo and info center. The center stack does its job and functions are now becoming second nature. Now here is the deal, this sports rig stickers for the bargain price of $25,000 plus $930 for the truck/train from Alliston, Ontario Assembly plant. My tester was the HPT with costs $200 more, HPT meaning high performance tires. There are, as with most Hondas, no options, $26,130 is the deal. It’s quick and its fun, with no guilt, either in acquisition or gas consumption. Kudos to Honda and in Red (Honda is known as “Big Red”) everyone within five miles will see you coming and mostly going. Specifications Engine: 1.5L turbocharged, direct injected, DOHC, 16 valve inline four cylinder 205 hp @ 5,700 rpm 192 lb.-ft. of torque @ 2,100-5,000 rpm Redline 6,500 rpm Fuel requirement: regular unleaded Transmission: Six speed manual Configuration: Transverse mounted front engine/front wheel drive Dimensions: Wheelbase 106.3 inches Length 182.8 inches Width 70.8 inches Height 55.5 inches Track (f/r) 60.5/61.2 inches Weight 2,906 Weight distribution (f/r) 60/40 Fuel capacity 12.39 gallons Trunk capacity 14.7 cubic feet Passenger volume 95.0 cubic feet Wheels 18X7.5 inch alloys Tires 235/40X18W Steering lock to lock 2.11 turns Turning circle 37.8 feet Performance 0-60 mph 5.82 seconds 50-70 mph 2.87 seconds 50-70 mph up a 6-7 % grade 3.87 seconds Top speed 150 mph easy Fuel economy EPA rated at 26/36/30 mpg city/highway/combined. Expect 32 mpg overall and 41 plus mpg on the highway at legal speeds.

Road Beat Archive, July 29, 2019 Toyota 4Runner TRD Pro Review - Matching the Image Now in its tenth year of the fifth generation (The 4Runner started production in 1984), the 4Runner continues to be a solid, consistent seller for Toyota with a growing following, last year selling almost 140,000 units, more 4Runners than ever before, at least since 1994. That’s almost triple the 4Runners sold in 2013 when I reported about 51,000 units sold for that year. Even more remarkable with sales being stolen by its similarly sized CUV sibling, the Camry based Highlander. They are totally different vehicles with no relationship between them and effectively no parts bin sharing. 4Runner remains a real truck-based SUV, borrowing heavily from the stout Tacoma truck line with a true body on frame design that is about as bullet proof as an M1A1 Abrams tank.  The shape is rugged boxy with a higher belt line giving the 4Runner a chopped look.  Squared off wheel wells with blisters and complex head and tail lights add to its statement that the 4Runner means serious business. Most people are impressed by its strong aggressive looks. It is muscular. Coefficient of drag is a relatively low 0.36. While it may look big, it is a true midsize at 191 inches long riding on a wheelbase of 110 inches. However, it is wide at 76 inches and tall at six feet with the roof rack. But with that width comes a cabin with almost five feet of shoulder room and a track of over 63 inches which pays dividends when doing the twisties. The cassis from the 4th generation introduced in 2002. Under the hood is the familiar 4.0L DOHC 24 valve V-6 making 270 hp at a low 5,600 rpm and a stout 278 pounds of twist at 4,400 rpm. This engine also dates from 2002. Interestingly, the Tacoma has switched to the car based 3.5L V-6 which produces more peak power (278 hp, but less torque, 265 pounds). Why not the 4Runner? The V-6 sends its power to either the rear wheels or four wheels via a five-speed auto tranny. The Tacoma gets a six-speeder auto cog-swapper. While not a six or more speeder, the five-speed unit does a great job. A six speeder wouldn’t make much difference with this engine’s broad torque curve, which is table-top-flat from 1,800-5,200 rpm. Temperature during the road test was over 100 degrees which may have some effect on diminishing performance. Zero-60 mph times averaged 7.95 seconds. Passing performance was quick as well with a 50-70 run requiring 4.17 seconds and the same run up a six percent grade slowing that time by almost two seconds to 5.87 seconds. Excellent times for a 4,750-pound vehicle but slightly off the numbers from 2014 which were 7.78, 3.98 and 5.78 seconds. While Temperature can make a difference, the difference in the numbers is insignificant. EPA rates the 4Runner at 17/20/18 mpg city/highway/combined.  The 4Runner averaged 17.7 mpg in 480 miles of overall driving including 20 percent highway, San Francisco stop and go, and coastal highway traffic with some rural two lane. At 70 mph on a level highway it returned 22.1 mpg (runs are done two ways to correct for winds and elevation changes). One saving grace is the 4Runner’s huge 23-gallon fuel tank. Suspension duties are handled by a stout fully independent double wishbone set up in front and a four link extremely well controlled live or solid axle in the rear. Fox 2.5-inch shocks with coils are in all four corners. Seventeen by 7.0-inch alloys mount huge 265/70 series Nitto Terra Grappler. Helping off road control is the CRAWL system to match terrain with five speed levels which keeps off roading smooth and under total control. In addition, it also has a Multi-Terrain system which adjusts wheel slip to match the terrain selected. Handling, enhanced by very quick steering, 2.7 turns lock to lock, is very good. When pushed hard in the corners you can feel the wide 265/70 tires working when changing the direction of a nearly 5,000-pound vehicle. Surprisingly, body roll is controlled. Because of its tall sheer size, while handling is powerful, it feels a bit cumbersome when pushed in the corners with significant understeer. Ride quality was extremely smooth on the interstate to a muted firm in more difficult road conditions. While it wasn’t jarring it could be jiggly. Only when the engine was pushed hard did engine noise enter the cabin, but in normal driving it is very quiet, no wind, road or engine noise. The engine turns a slow 2,000 rpm at 70 mph. It is stiff, but reasonably comfortable ride. Unless you love the looks or need an impressive, truly capable “real” off road vehicle, perhaps a mid-size Toyota Highlander might be a better choice in a SUV/CUV. But Highlander won’t go where the 4Runner can. Brakes are powerful with vented discs well over a foot in diameter in all four corners. All the acronyms are standard along with plenty of airbags including a roll sensing side curtain bag for all rows of seats. With the TRD Pro upgrade, seats go from cloth to a very good synthetic leather called SofTex that will have you second guessing as to whether it’s leather. They seem more comfortable with excellent support. The instrument panel is a joy to use. Yes it has all the bells and whistles but it is very intuitive. Instrumentation is complete and extremely legible and usable as you would expect. Rear seating is huge also meaning cargo room is copious, about 90 cubic feet behind the front seats and almost 50 cubic feet behind the second row. A third row option is available as is a slide out rear table, very convenient for tailgating or loading and unloading. Pricing for the TRD Pro starts at $46,415 plus $1,045 for the boat ride from Japan. The only option was the $350 sliding cargo deck and you are at $47,810. Everything else is standard including NAV, sunroof, backup camera, the connectivity to talk to the space station and power heated front seats. My unit was done in a deep enamel Voodoo Blue, nice. In 35 years the 4Runner has matured nicely, without much change in the last 18 years through the fourth and fifth generations with sales ever accelerating. Specifications Price $47,810 TRD Pro Engine: 4.0L DOHC 24 valve V-6 270 hp @ 5,600 rpm 278 lbs.-ft. of torque @ 4,400 rpm Transmission: Five speed electronically controlled automatic (V-6) Transfer case (switchable locking) Part time AWD shift on the fly with low range (2.566 reduction) Full time AWD single speed with locking center differential (Limited) Configuration: Longitudinal mounted front engine/ rear wheel drive, all wheel drive Dimensions: Wheelbase 109.8 inches Length 191.3 inches (TRD Pro) Width 75.8 inches Height 72.0 inches (with TRD Pro roof rack) Ground clearance (4X2/4X4) 9.0/9.6 inches Weight 4,750 pounds GVWR (Trail) 6,300 pounds Track (f/r) 64.1/64.1 inches Steering lock to lock 2.7 turns Turning circle 37.4 feet Fuel capacity 23 gallons Cargo capacity (second row up/folded/third row option up) 47.2/89.7/9.0 cubic feet Wheels 17X7.0 inches Tires  P265/70X17 Tow capacity 5,000 pounds Coefficient of drag 0.36 Performance 0-60 7.95 seconds 50-70 4.17 seconds 50-70 uphill 5.87 seconds Top speed Who cares? It will cruise effortlessly, quietly and smoothly well above all legal speed limits in the United States. Fuel economy EPA rated 17/20/18 mpg city/highway/combined.  Expect 18-19 mpg in rural country driving and 22 mpg on the highway at legal speeds

Road Beat Archive, January 12, 2020 By Larry Weitzman Mitsubishi has done it again. It has produced the new compact Mitsubishi Eclipse Cross and given the auto buyer another great choice in a compact CUV, and its priced to make it a very attractive choice. It is different looking, with sharp, unique lines and shapes to give it an edgy, sporty look perhaps trying to demonstrate a relationship to the terrific former sports car, the Eclipse. There is no relationship to the Eclipse as much as I would like to tell you, but it’s a sharp vehicle in its own right. While a bit different, it promises a more sporting drive. I like its new design and shapes, it works. But as to other relationships, the Eclipse Cross is based on the Outlander Sport chassis and that is good as my previous test on the new Outlander Sport was all good. However, the engine for the Eclipse Cross is all new and different as is the new transmission. Eclipse Cross is small, with a length of just 173 inches on a long 105 wheelbase. It is actually a couple inches longer than the Outlander Sport but its virtually identical in width at 71 inches while standing 66 inches tall. As to the all-new drivetrain, the new engine is a diminutive 1.5L DOHC, 16 valve, direct injected and turbo charged inline four that puts out 152 hp at 6,000 rpm and a stout 184 pounds of twist from 2,000 rpm to 3,500 rpm. Throttle response is strong just off idle. It powers all four wheels via an 8 speed CVT tranny. CVTs don’t have real planetary gears, but are controlled by belts on pulleys. This set up has eight preselected pulley diameters that use paddle shifter fixed to the steering column so they don’t turn with the steering wheel. This is an excellent design as you always know where the paddle shifters are. Kudos to Mitsubishi. Not only is it extremely smooth, but when you drive even just using the fully automatic “D” which most drivers will use 98 percent of the time, it feels like a geared automatic “shifting” imperceptibly three or four times as the Eclipse Cross accelerates, which it does smartly. Tip-in is strong as is part throttle response and there is NO turbo lag. Many times, I found myself backing off the throttle as part throttle sometimes gave me more then I wanted. Performance is much more responsive this time around. It sure feels like more than 152 horses up front as the numbers reflect a 0-60mph time of 7.72 seconds and passing times from 50-70 mph of 4.54 seconds on level ground and 7.29 seconds up a steep grade. The strong throttle and initial tip are now reflected in those times. Prior test numbers from a year and a half ago showed 8.79/4.80/9.26 so this ride had numbers a full second quicker to 60 mph and two seconds quicker when running 50-70 mph up a steep grade. In my prior Road Beat I wrote “for about the same dollars you can buy a Mitsu Outlander Sport which is almost identical in exterior dimensions and uses the same chassis, but it uses the Mitsu World engine, a 2.4L inline four of 168 hp and it out performs the Eclipse by about a second in the three performance parameters while equaling the Eclipse Cross in fuel economy maybe even an mpg better.” This new test changes all that as the Eclipse Cross equals the Outlander Sport in the numbers, while feeling more responsive, so there is no sacrifice to be made for the Eclipse Cross to get its very edgy, Avant Garde look. The Outlander Sport, while very attractive, doesn’t have the pizazz. And the throttle feel of the Eclipse Cross is better than the Outlander Sport. Don’t you hate having to make choices, but at least in this case they are both so good. My Eclipse Cross was an AWD version which Mitsu calls all wheel control. It sends power to the wheels via a neat CVT that acts like an eight-speed cog-swapper except it is incredibly smooth in its operation. It’s a nice unit. Eclipse Cross is EPA rated to return 25/26/25 mpg city/highway/combined. 25-26 mpg is the overall number the Eclipse Cross returned for me in 400 miles of driving although, at a constant 70 mph and spinning 2,150 rpm it returned an average of 28.4 mpg or about 10 percent better than the EPA number. Fuel capacity is good at 15.8 gallons. Handling is quick. Big tires (225/55) and good looking 18X7-inch alloys, quick steering (2.9 turns lock to lock and all independent suspension add up to strong cornering power like that of a sporting sedan. The only thing I notice was a hint of oversteer in exiting tight corners in max performance driving. Cornering speeds were better than expected (refer to the sporting sedan handling, above). Impressive and nimble and almost entirely benign. Ride quality is firm and extremely quiet on smooth roads, but when it’s the coarse stuff some road noise enters the cabin. The 1.5L turbo engine does work hard when pushed, but at least its smooth so the engine noise is less annoying. But in relaxed cruising on the highway at 70 mph, the quiet was deafening. The quiet was actually noticeable. Kudos again to Mitsu. Of note is the Eclipse payload of over 1100 pounds. Safety is complete with done to the blind spot warning system, lane keep assist and most every other safety acronym (ABS, TCL, ASC, etc.). Standard LED headlights with the SEL are excellent especially with automatic high/low beams. All wheel disc brakes are large and strong. The seven-inch color screen at the top of the center stack comes with a wide angle rear view camera and a 360 degree view as well. A wonderful feature when parking. Inside are very comfortable heated front leather chairs and a binnacle full of all the right gauges, a tach and speedo separated by an info center. The HVAC controls and simple and easy enough, but the radio/sound system could use some work. It acts like a Lexus with a touch pad to control it, but I preferred to go direct to the big color touch screen. This time around it was easier to use and the Fosgate sound was fantastic. While I didn’t connect my phone through Bluetooth, it would connect when I plugged my charger into the dash for charging, a nice feature for friends who phones connect to the system when plugged into the charger. Rear seating is copious and cargo space is listed at 49 cubes behind the front chairs and 23 cubes behind the second row, almost identical to the Outlander and actually more cargo volume than listed for my recently tested and more expensive Volvo XC40. Now to what the Eclipse Cross is all about, value. My SEL AWD model stickers for just $28,595, a $1,400 upgrade over the SE model and worth every penny. It had two PIO options (PIO meaning port installed options), a rear tonneau cover ($190) and the obligatory embroidered floor mats ($145), plus $595 for the exquisite Red Diamond paint and $2,100 for the Touring Package bringing to total with the $1,095 for the boat from Okazaki, Japan to $32,720. And remember Mitsus come with a 10 year/100,000-mile powertrain warranty.  It’s a lot of CUV for the money and worth looking at, especially if you like something fun, edgy, sporty and a bit different. If not look at the Outlander Sport which is a solid, takes no chances ride. Specifications Engine: 1.5L MIVEC, DOHC, 16 valve, direct injected, turbo 16 valve inline four cylinder 152 hp @ 6,000 184 lb.-ft. of torque @ 2,000-3,500 rpm est. Transmission: CVT, Eight speeds in sport mode Configuration:Transverse mounted front engine/FWD/AWD Dimensions Wheelbase 105.1 inches Length 173.4 inches Width 71.1 inches Height 66.3 inches Ground clearance 8.5 inches Track (f/r) 60.6/60.6 inches Weight 3,516 pounds GVWR 4,630 pounds Weight distribution (f/r) 58/42 percent Fuel capacity 15.8 gallons Cargo capacity (Rear seats up/down) 22.6/48.9 cubic feet Wheels 18X7 inches Tires 225/55X18 Turning circle 34.8 feet Steering lock to lock 2.9 turns Performance 0-60 mph 7.72 seconds 50-70 mph 4.54 seconds 50-70 mph (uphill 6-7%) 7.29 seconds Top speed Does anyone care? Fuel economy EPA rated at 25/26/25 mpg city/highway/combined. Expect 25-26 mpg in rural/country/suburban driving and 28-30 mpg on a level highway at legal speeds.

The Supra Strikes Back. After two decades, the Supra is, finally, back. Does it live up to the hype of its movie star predecessor? Words and pictures by Mitchell Weitzman “It’s just a BMW, isn’t it?” Every Supra owner will indubitably be asked this annoying question at some point, likely many, many times. And that’s a real shame because, regardless of the backstory of how the new Supra came to be, it’s a wonderful sports car for the road. Yet, you might have noticed the real name of the Supra is the GR Supra. What is this GR you speak of? Is it the noise it (or you) makes when accelerating? No, GR stands for Gazoo Racing, the official factory skunkworks/racing division of Toyota. They are responsible for Toyota’s dominating TS050 Le Mans prototype and their title-winning World Rally Championship Yaris. The branding of GR in the United States is weak though, and is likely just a cause for confusion to the average person; not even close to the same weight of an M or AMG badge. I’ve delayed too long already because, spoiler, the new Supra is good. No, it’s great! But not quite perfect, at least not yet. The prior MkIV Supra is a legend of car folklore, immortalized by a certain Vin Diesel and Paul Walker film. As a result of this celebrity, its shapely body, a massive wing, and an engine that could withstand 1,000 horsepower, it achieved rapid collector status. To say there are expectations on this new replacement is a vast understatement. Those in the YouTube comments or an all-too-specific Reddit page will be quick to compare the new with the old, but it’s honestly not worth it. Having been so long between iterations, it’s more akin to apples and oranges. On to the new Supra. It’s a sport car, right? A sports car must be desirable and evocative, but the original press photos left me in doubt with simply too much going on in the design. Seeing the GR Supra in the flesh, though, it looks great. Yes, it’s a little fussy with some fake vents here and there, but it looks purposeful and even menacing. The rear three-quarter is my favorite view with the wide, taut hind haunches leading to a sloping hood that disappears from view. Tungsten Silver is nice, but I prefer Turbulence Gray, as the darker shade produces more contrast and shadows created by all the curves and creases. I like the three dimensional tailights and the neatly integrated, flipping rear spoiler. The front bumper has two vertical slats in the center that are reminiscent of a 2012 Formula 1 car’s front wing and uprights. Cool. So it looks good, but how does it go? Power comes courtesy of a 3.0L turbocharged inline-six, rated for 335 horsepower and 380 pounds of torque in this 2020 model. 2021 sees power bumped to 382 with torque unchanged. However, 335 does not disappoint. In fact, they’re definitely lying; Put your foot down for the first time and you’d swear it’s pushing 400 horsepower. Independent dyno testing has further confirmed this theory. An inline-6 is a naturally balanced and smooth engine, so unlike a thrashy and vibrating V6, this mill feels and sounds like a Bergonzi in the hands of a maestro. Sibelius’ Violin Concerto, anyone? It’s a remarkable revelation. Meanwhile, a ZF- sourced 8-speed automatic (where's the manual?) connects all that power to the rear wheels. While not a dual-clutch, it fires off shifts with the same tenacity of one, but is smoother around town and pulling away from stops. How fast is it? 0-60 is done in four seconds flat, 50-70 passing in two, and only 2.6 up a hill. That's fast, but do I have to comment on the launch control, though, which proved finicky. The first attempt was easy, just click a few buttons and away you go. But, immediate, subsequent launches initiated brake stands. Good if you’re into roasting Michelins. So it’s fast, making power with a Faulkner-esque sound and fury. The midrange is huge. Boost builds quickly, so lag is almost an obscurity; Even 5th gear at 3,000 RPM is ridiculously rapid. It does falloff ever so slightly above 6,000 RPM, but still pulls hard to the redline. Brakes are strong and progressive, but grabby at slows speeds. This made coming to a smooth stop difficult the first few tries. How does it tackle corners? The steering may be numb, but the combination of a well-judged, neutral weighting with such natural linearity and response, it feels like telepathy. If you can think it, it will do it. This is further enhanced by the Michelin Pilot Super Sports’ huge grip and traction, too, while body roll is not in its vocabulary. A driver’s car this is, with the front end doing your every bidding and the rear following suit. If you want the rear to play, forget the baton and just command it with your right foot. A beautiful symphony to conduct. I drove the Supra up scenic Wentworth Springs Road to Ice House Road/Reservoir and then back down to US 50. Look on a map and you’ll mistake it for a Swiss Alpine Pass. Climbing to 5,000 feet, these are the mountain roads a true sports car is destined for. It certainly kept my friend in his modified Porsche 997 911 in check, and the Supra had its number on corner exits with the boost on the boil. Corner, accelerate, brake, corner, accelerate, brake, corner, repeat, repeat, and repeat. Nirvana defined for driving enthusiasts. But, there is a but. On these winding roads, the Supra is fantastic as already stated. But really push it, explore its capabilities and boundaries on sections you know well, and it just doesn’t quite hold up. You begin to notice that things become slightly sloppy, with the steering becoming soggy and losing precision while the rear skits and skirts about under load. Mid-corner bumps don’t help things either. It’s a shame, because it’s so good up to this point. Up to 8/10ths on public roads, it’s brilliant, but past that there is work that could be done. While it should be said that 9/10ths and above should be reserved for the track anyways, how it would behave at these extremities does leave a little doubt. I guess I’ll just have to find out for myself, hopefully soon! As Supras are popular to modify, a good set of coilovers could do wonders. Inside, the cabin is comfortable with a fantastic driving position and gripping seats. There is, however, a lot of plastic behind the seats which can creak over bumps. Otherwise, the rest of the cabin is put together wonderfully well and with quality leather draped throughout. The center- residing infotainment system is the best I’ve ever used, and it has all the usual Toyota active safety components. If set in its proprietary sport mode, the exhaust emits childishly fun cracks and pops, but can drone on the freeway. Best to switch it off at those points then. I almost forgot to mention the fuel economy; HOW IS THIS POSSIBLE? 70 MPH cruising yields 36 MPG, while the overall average was 28. Slow commuter cars don’t even get this good. Let alone a 4-second rocket like this. How??? Now, how do you answer the opening question, is it a BMW? Err...yes. Open the door, and you are greeted with Made in Austria by BMW. Look under the car and you’ll see BMW logos stamped everywhere. That best-ever infotainment system? A BMW product. The engine? BMW. But it DOESN’T MATTER. Without BMW’s help, this fundamentally great sports car wouldn’t exist. You want a new Supra? Here it is, so deal with it. More so, don’t buy it because it’s a Supra, but because it’s a desirable and capable sports car. It might be built on a BMW assembly line, but Toyota does claim to have tuned it to their liking, whatever that means. At the end of the road, though, you can't help but admit that it still drives like a BMW, which is no bad thing since it's then one of the best driving new BMWs on sale today. So what we have then is a comprehensively accomplished sports car, and one that’s priced right, too, starting in the low 50s. The only flaws are a chassis that just barely starts to unravel from the ultimate vigor of the hardest of driving. It’s properly fast, looks great, and attracts the stares (the good kind, mind you). The only real competition comes from maybe its first cousin once removed: the BMW M2. The new 2021 is supposed to have small suspension changes so I’m keen to try and see how it does on my favorite roads again. I’m glad the Supra’s back, and so should you, regardless of its background and underlying origins. We can use more ‘reasonable’ sports cars in the world. 2020 Toyota GR Supra As-Tested Price $56,500 4/5 Pros: Wonderful Powertrain, Aggressive looks, It says Supra on the back Cons: Lacks polish near and at limit, No manual available Verdict: The Supra is back, enough said. #toyotasupra #mkvsupra #a90supra #2020supra #2021supra

Featured in Style Magazine 9/2020. Words and pictures by Mitchell Weitzman. The Road Beat tests the Lexus LC 500h, a grand touring coupe that so soulfully embodies the very nature of what makes a proper luxury GT car. Written for Style Magazine, you can Read the Full Review Here at Style Magazine "The LC 500h is a superlative driving machine and easily one of the best vehicles I’ve ever driven. The steering seems to be telepathic and ideally weighted, striking a wonderful balance between lightness and heft. The ratio is quick, too, as the LC changes direction with a sincere immediacy, but it’s never abrupt" Click through the full gallery below. Double click for smartphones. #lexuslc500 #lexuslc500h #lexuslc500review #carreviews #lc500test

New A90 Toyota Supra captured on Wentworth Springs Rd I didn't like the Supra when it first came out, but it has grown and grown on me, especially after spending a week with it and really getting to familiarize with it. The shape has grown on me, too. In person, it makes something like a 370Z look boring and antiquated. It's really a quite exciting shape to see on the road. Captured on a Canon 80D plus EF-S 55-250 STM shot at 1/100th second. #a90supra #mk5Supra #supramkV #mkvSupra #canon80d #wentworthsprings #2020toyotasupra

2007 Porsche 911 Carrera S at Thunderhill Raceway Park This 911 features an OEM GT3 RS style front bumper and a GT3 style rear wing. Saddled by only a pair of mufflers (and nothing else), the 3.8L flat six was a joy to hear around the 3+ miles of Thunderhill. Captured on a Canon 7D MKII and Canon EF-S 55-250 STM. Shot at 1/100th second. #porsche997 #997carreras #997gt3 #thunderhillraceway #canon7dmkii

The best driving and most luxurious mid-size sedan period. The Road Beat. Words and pictures by Mitchell Weitzman A shower thought I recently had: “Why don’t more people buy the Mazda 6?” It really had me stumped, like a game of smartphone sudoku with the difficulty set to ‘hard.’ I like Mazdas for the most part, but it’s hard to understand why these characterful machines are not more popular. For the past decade, they have set themselves apart from the anonymous Hondas and Toyotas by combining an almost English or Italian understated elegance to their designs with class-leading driving dynamics. Really, Mazda makes the best driving cars in each class of vehicle they make; they’re that good. The 6 sedan is no different. Mazda’s 6 lives in a very crowded mid-size segment of family ‘normal’ sedans. You’ve got the Camry and Accord heavyweights, plus the hot new Sonata, which has even taken a page from Mazda’s own understated design book. Yet, those two Toyota and Honda rivals obliterate the near-perfect 6 in sales volume, but why? Viewed from the front, it’s a marvelously beautiful thing, with the design language being a carbon copy of the CX-9 I recently drove, too. Park it overlooking Lago Garda or Como and it would look right at home. It’s all class; no need to be flashy and vulgar here. I like how the chrome trim around the grille is three-dimensional and there are lines that flow from the front all the way down the body. The shapely front wheel arch is particularly evocative. The rear, well, it’s the only aspect that disappoints. Not that it’s bad, but just a little boring and generic. The front and sides are so good that the rear just doesn’t quite live up to it. I also wish this example was in the absolutely radiant Soul Red paint Mazda offers instead of the more low-key Machine Grey. The interior matches the outer coat, in that it’s all class, akin to a venetian palazzo. Look, blindfold someone like an Architectural Digest editor and even they would be impressed with the furnishing and high-quality adornments throughout. Think of Giorgio Armani wearing a classic and tailored cashmere double-breasted topcoat, only to take it off and reveal a similarly striking wool suit underneath; That’s how this car transitions from outside to inside. The front seats are terrifically comfortable and with decent support, leagues better than the driver’s seat in the new Sonata I recently tried. Space in the front is abundant, creating an airy atmosphere with great visibility. The rear bench is similarly comfortable and spacious, with the high quality materials make it feel like you are being chauffeured about. On the road, it’s also quiet, adding to that luxurious nature. "While most non-sports are numb either on purpose or oversight, the Mazda 6 feels resolutely alive." The inside can be a party, but it’s once you turn a wheel that the real party mode is engaged. Though the gap has narrowed over recent years to competitors, the 6 remains the standout of the mid-size sedan field. The steering is tasteful and nuanced, and responds to the most delicate of inputs. While most non-sports are numb either on purpose or oversight, the Mazda 6 feels resolutely alive. Handling is more neutral than a front-wheel drive sedan has any right to be. The nose is very direct and willing to change direction, with a most compliant rear end. Understeer can be found, but only when pushing beyond stupidity and testing the limits of the 225-width all-season tires. In a long, fast sweeping corner, there’s loads of adjustability from changing steering angle or lifting off or applying more throttle. It’s more like a BMW 3-series of decades prior than a family, normal sedan. The suspension is well-tuned as well, with no heaving over bumps and never feels unsettled. Yet, despite this wonderful handling and body control, the ride is weirdly good. It doesn’t float like you’re of control - you get a feeling for what the car and road is doing beneath you, but it’s just plain comfortable. Now, if there’s somewhere where this car hurts, it’s the power. While perfectly adequate for the normal life of driving, it could use an extra 50 horsepower, especially when a V6 Camry or quick Accord Sport pulls away from you in the world’s most unassuming drag race. It’s a 2.5 liter inline-four with a sky-high (SkyActiv in their marketing book) compression ratio plus a low-pressure turbo and some manifold trickery that leads to cooler temperatures in the combustion chamber. This adds up to an engine with better response than other turbocharged units and better efficiency. Power is 227 on regular gas (they say you’ll get 250 on premium), but with a staggering 310 pounds of torque, all from just 2,000 RPM. Pulling away from stops and accelerating onto freeways seem effortless, but when you really wring it out, there isn’t much more power to be found in the top-end. The eager low and mid-range, though, is where 99% of driving will be done, though. Luckily, the engine is smooth for a four-banger, and doesn’t elicit any unwanted nor harsh noises. 0-60 is done in a respectable, but again not class-leading 6.7 seconds. 50-70 feels stronger with the meaty mid-range power that the 310 pounds of turbocharged torque dishes out, needing a brisk 3.5 seconds. Economy wise, to satisfy the marketing team, the SkyActiv engine is greatly frugal. In my freeway test, a level 70 MPH yielded 35 MPG, and my taxing work commute netted 27. This is good, but I did expect a little better. Perhaps the use of an older 6 speed automatic is to blame. Moving on to a 8 speed would allow a lower RPM on the freeway thus increasing MPG. The transmission does shift very well, though, being smooth and compliant. If you didn’t need the turbo engine’s extra oomph, the standard engine will touch 40 on the freeway. Mazda’s 6 remains a benchmark for how to make a seemingly uninteresting car incredibly interesting, and brilliant. It has the looks of understated European grace, the unexpected dynamics and an eagerness for corners taken from the best sport sedans of ages past, and punches well above its weight in luxury. Parked next to a Camry, it renders the Toyota an amateur and vulgar attempt - and that’s coming from someone who likes the current Camry! The Mazda 6, for a ‘normal,’ reasonable sedan, is the best of the bunch. And that’s even more remarkable considering this generation 6 is over 6 years old now, and still able to deftly fend off newly redesigned competitors. The 6 comes highly recommended. 2020 Mazda 6 Signature As-Tested Price $36,620 Road Beat Rating 4.5/5 Pros: Fantastic luxury, style, and a joy to drive Cons: Not much. Really, I’m struggling Verdict: The best mid-size sedan period. Full image gallery below. Double click to full screen the images. #2020mazda6 #mazda6signature #theroadbeat #mazda6review #carreview