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Premium may be in the name, but is it in the game? Words and Photos by Mitchell Weitzman It was Saturday, about half past noon, as my next-door neighbor and myself are watching the Petit Le Mans race at Road Atlanta. He had just acquired a massive, 75 inch LG TV. Even as the affordable model, it was mind blowing to watching racing and basically anything on. As it currently sat on the floor, he signals to a large box next to it and asks if I want to help him put together the new TV stand he ordered. However, there was a hiccup: We notice the sticker on the plain cardboard has the description of a "Threshold Bookshelf," which I'm no detective, but that doesn't seem like a tv-stand to me. Open the box, and the label wasn't lying. Was this defeat? Heck no, not when you have the gargantuan device parked outside known as the Volkswagen Atlas. So he calls around a few Targets and finds the only one of his desired TV-stand in-stock in Lincoln, CA, about 45 minutes away. Why wait a week for returns and shipping? Easily fold down the third-row seats, collapse one of the second-row captain's chairs, and the Atlas easily swallowed the large assembly-required TV stand. Fold down all the seats, and you could likely have fit a dozen. Yes, the Volkswagen Atlas is enormous, catering exactly to what VW's market research says Americans want, because, you guessed it, the Atlas was made for America. Costco? Green Acres? Camping? A Great Dane and Malamute? Atlas will do it and with room for another binge. Once you climb inside the 200 inch long, three-row SUV, you're immediately aware of the size. Some cars seem to shrink around you on the move, but not the Atlas' substantial sense of mass. Pull alongside a Yaris or Smart and you might capture them in your gravitational pull. But, step back outside the Atlas, and it's easy to marvel at the sheer beauty of this seemingly simple and boxy shape. It's a great looking ride, especially in the illustrious Racing Green paint that is new for this year, a hue that harkens back to iconic British Racing Green. The 20" wheels are quite nice as well. A box shouldn't look this good, but it does, and it's this boxy silhouette that reaps rewards in maximizing interior space. So far, so good then - it looks great and it's huge, perfect for the American market and the recent craze for SUVs. But it's all not so rosy. Open the door and you're greeted with what appears to be an upscale interior with classic saddle brown leather seats, but that's it. Climb aboard and it's when your hand first reaches the handle to close it that you notice something is wrong: hard plastic, and not even well-finished hard plastic. I don't mind that the interior looks a decade old, I rather admire simple, clean interiors, but the quality and fit and finish are far behind the current crop of competition. It doesn't help when the window sticker shows a whopping as-tested price of $50,710 for this SEL Premium example. The simple matter is that there are too much hard plastics littered around the cabin. Even the leather seats fall behind in terms of hide quality. It's almost shocking, and considering how well the exterior looks, the interior becomes downright disappointing. Apart from this revelation, it is bestowed all the latest and greatest tech and safety goodies and features that are prevalent on all new vehicles these days. The single best part of the inside is the humongous and gorgeous panoramic sunroof, making an already large interior feel even more so. Seating wise, the front seats are comfortable enough, but on the wider side for my small frame. The second-row consisted of separate captain's chairs instead of the usual bench. Great for keeping fighting children apart! Though the leg room is huge, my adult passengers complained of the individual seats being too flat and too small, which I confirmed for myself. Usually captain's chairs area a good way to build more support into them, but while the front seat was too wide, the rear was about too narrow. To fold and go, just pull a handle and tab, and these seats fold completely flat with the rest of the cargo area. The third-row, however, received no complaints from my adult passenger that picked the shortest straw. Not to to say it's good, but because most third-row seats are absolute slabs of concrete, it was a pleasant surprise. And yes, another quick pull and they're flat and ready for your Ikea trip. The gauge cluster is an entirely digital creation called Digital Cockpit, which allows for some interesting concepts and information, but it here it's a little too over-the-top; An overload of too much information if you will. With five different steering-wheel buttons to navigate through the data depths, including navigation, it can be too much and even distracting. Luckily, one of the views consists only essentials to relax. The entertainment system is easy to use, but the screen is tiny next to a Highlander's optional new twelve inch unit. The rear-view camera could be cleaner, but it does at least have the desirable top-view camera. What struck me odd, however, is how you had to press a button marked 'Menu' to access it. This comes across counterintuitive. Really, it should default to displaying both together, which is what the badly titled 'Menu' button then does. I looked and found no way to make this the preferred automatic setting. Up until this point I was amazed at how it didn't even have this camera for the price. It's there, but why is it practically hidden? VW's Atlas leaves a large footprint on the road, but the way it drove surprised me. At first, I disliked the overly light steering that required just a pinky finger to turn and the sloppiness created from the soft suspension, but I warmed to it over time. Entirely inoffensive, the Atlas is remarkably easy to drive around in even with it feeling massive. The light steering helps disguise the mass, but direct enough to not feel like a 20 year old Suburban. The soft suspension affords great ride quality, but can be a clumsy. A good example are the lasting recoils from larger imperfections as the springs and dampers work overtime to get it settled again. The biggest surprise was what happens when you drive it a little bit faster around a corner. Start pegging the throttle through a corner, and instead of understeering into a tree, the Atlas somehow seems to almost hunker down and gain composure despite the initial waywardness. The 4Motion all-wheel drive must certainly help, giving the instinct that its there helping pull you through to corner exit. On a looping, tight, freeway onramp, I was amazed at the corner speed available and the willingness of it to charge. Not a sports SUV like a Porsche Macan, but a welcome surprise given the size and purpose of this barge to exhibit such handling balance when pushed. On the freeway, cruising at just over 70, the Atlas was quiet and extremely competent. No steering corrections were needed as it tracked straight and true. 60 miles to the Dixon corn maze felt like minutes being so easy and relaxing to drive. Long hauls would be no problem, for the driver at least. Momentum comes from an optional 3.6L V6 with 276 horsepower and 266 pounds of torque, replacing the standard 2.0L turbocharged inline-4. While smooth and often emitting a nice guttural growl, the V6 is outmatched here, burdened by nearly 5,000 pounds. 0-60 MPH took 8 seconds with 50-70 passing needing 4.5. Getting up to speed on freeways required prodigious throttle effort. A lazy 8-speed automatic did no favors either. Though smooth in action, in the standard drive mode, the automatic insisted on shifting up decisively early to the next gear, hindering highway merging. Often, I would have to press the accelerator for more power which just causes it to downshift back to the gear it was just at. Using the sport mode mostly relieves this, but at the expense of economy. For fifty-thousand dollars, though, you have to expect better performance than this. Speaking of which, the Atlas averaged 19 MPG in my driving and 25 on the highway. While this didn't seem great at first, it is a rather large car so you can't fault it too much. But, a similarly weighty 'entry' BMW X5 with its monumentally faster turbocharged inline-six manages better economy. Maybe VW should try something similar, though with VW AG's growing push to electric propulsion, why pour money to develop another gas-burning unit at this point. Straddling a dichotomy of good and bad, the Atlas is similar to two tectonic plates fighting each other. On one hand we have this gorgeous shape and a likeable driving experience, but erupting that are underwhelming performance and a clearance-rack interior. And no, it's not the clearance rack at Saks. We live in a world where people have no problem paying $50,000 for mainstream SUVs, just look at Toyota's Highlander. Volkswagen is supposed to be bringing German prestige to the trenches of this crowded fight, only to be missing that prestige component. With a renewed interior and a few more horsepower, this huge Atlas SEL Premium would be a huge winner, even at its price point. 2021 Volkswagen Atlas SEL Premium 4Motion As-Test Price $50,710 The Road Beat Rating 3.5/5 Pros: Beautiful sheetmetal, maximized interior space Cons: Weak performance, cheap interior Verdict: If looks and size are what matters, the Atlas is it. For prestige and luxury, look elsewhere. Afterthoughts...Other Atlas models start in the mid-$30,000s, which represents big value for money given the vast size of the Atlas and how much the Atlas can take with you. An SE model with the V6 could well be worth a look.

2019 Mazda CX-5 2.5L Turbo, A deserving new engine to live up to its image Words and pictures by Larry Weitzman While the exterior of the 2019 Mazda CX-5 retains the same, flowing aggressive shape, perhaps the best looking compact CUV in its class, Mazda has delivered on the promise of its looks with a new engine. Speaking of shape, while the CX-5 still carries its basic body from 2012, a major refinement was done for the 2018 model year, refining and chiseling the Kodo design with sharper details and smoother, sleeker lines. First to the new grille and front end created with the 2018 model. Still featuring a five-sided open shape, the headlight assemblies now looked carved into the body, grille and hood by a Samurai, especially from the side view. Simply put is that such attention to detail I gave never seen in this class of automobile, much less any class. Super stuff. About the only negative is the huge black emblem stuck in the middle of the grille. All dimensions remain the same with wheelbase, length, width and height numbers at 106X179X73X65 inches respectively, which makes the CX-5 one of the smaller compact crossover utility vehicles. If you are looking for the big changes look no further than under the hood. Engine displacement remains at 2.5L but it is now turbocharged. In fact, it appears to the same engine now used in the Mazda CX-9 and Mazda 6, knocking down 250 hp at 5,000 rpm and 310 pounds of twist at 2,000 rpm. But that’s with premium fuel. If the CX-9 uses regular gas the hp drops to a peak of 227 hp at 5,000 rpm while peak torque remains the same. Let me explain, at 2,000 rpm with either fuel, engine output is identical at 118 hp, but the drop of 23 hp at 5,000 rpm is because of the engine computer retarding the spark before detonation (pre- ignition) can occur due to the lower anti-knock rating of the fuel (knock means pre-ignition or detonation). Retarding the timing of the spark reduces engine output as it is not operating at its optimum timing for the initiation of the combustion or power stroke of the engine. With respect to performance, most drivers wouldn’t even notice this minimal loss of engine hp at high rpm as most of the driving is done between 2,000-4,000 rpm where this loss of hp would be de minimus. When running on mid-grade, there was no noticeable loss of performance as the CX-5 still acted like a scalded dog when kicked in the butt. Performance numbers for the CX-5 significantly improved almost to the level of the new Mazda6 turbo with the same engine (CX-5 weighs about 300 pounds more). Zero-60 mph arrived in just 6.18 seconds and 50-70 passing simulations required just 3.38 second on a level highway and 4.40 seconds up a 6-7 percent grade. The Mazda 6 turbo had numbers of 5.81/3.04/4.09 seconds respectively. The driving experience with respect to throttle response is almost identical. But when you compare the numbers to the normally aspirated, 187 hp CX-5 the numbers show the significance of the turbo motor as the 187 hp CX-5 posted numbers of 8.35/4.47/7.99 seconds. The difference demonstrates the potent power of this new turbo engine. Fuel economy is down by about 2 mpg according to the EPA fuel economy cycle with numbers of 22/27/24 mpg city highway/combined. In real life it’s down about four mpg in highway mileage with an average of 29.4 mpg at a constant 70 mph. Overall fuel economy averaged about 24.8 mpg down about the two mpg the EPA tests indicate. However, in my 200-mile round trip over the Sierras, the CX-5 turbo averaged 29.5 mpg up about an mpg over the normally aspirated CX-5 tested about a year ago. The new turbo spins the same 2,300 rpm at 70 mph in sixth gear. Handling remains the same in spite of a 200-pound weight infusion. Tires, wheels and state of the art suspension keep the CX-5 turbo at the top of the class. Nineteen-inch alloys shod with 225/55 series rubber provide excellent grip and crisp turn in. Accurate, well weighted steering at 2.7 turns lock to lock provide exquisite direction control. CX-5 is a true sporting vehicle, now with the power to really drive out of corners. Splendid. Maybe some of this new found changing of direction prowess is from the new G-Vectoring Control Plus system which does aid cornering stability on exit. When it comes to cowboying, nobody can ride-‘em, slide-‘em and rope-‘em like Mazda. One of the more noticeable qualities of the CX-5 turbo is the new found quiet and smoothness. Ride quality is firm and the bigger the bump the better the suspension reflects its compliance. Safety is enhanced through the new active driving display (heads-up) which incorporates the blind spot monitor and traffic signs as well as emergency braking. Brakes are superb and the led headlights with the high beam auto dimming system is fabulous. Mazda has incorporated its new super soft Nappa leather into the CX-5 bringing up the level of comfort and luxury to a new level. But remember this new top of the line fully loaded compact CUV does sticker for about $700 shy of 40 large as the differentiation of midline cars blurs as they now approach near luxo levels, if they haven’t already arrived. Instrumentation is Mazda Precise with a large Speedo and tack with instant fuel economy and range gauges incorporated as well. Trip computer functions and in the digital display separating the two main instruments. Well done Mazda, perhaps the best in the business. The center stack is another story when it comes to the infotainment system. Mazda needs to rethink the complex methodology of controlling the sound system. This quasi-mouse with some touch screen and sometimes not has got to change even though now I can use it well. That doesn’t mean I like it, I don’t. Still too many steps required to even change a radio station. Cargo capacity is about average for this class of vehicle and fuel capacity at 15.3 gallons is too. Pricing for the top of the line CX-5 Signature hits $36,890 plus $995 for the boat from Hiroshima, Japan. My tester had a few small items totaling about a grand bringing the total Monroney to $39,325. CX-5 still retains the head of the class title by a nose, and a nice nose it is. Specifications Price $24,985 to about $34,380 Engine 2.5L inline four 16 valve, DOHC 187 hp @ 6,000 rpm 185 ft-lb of torque @ 4,000 rpm Transmission Six speed torque converter automatic Configuration Transverse front engine/ FWD/AWD Dimensions Wheelbase 106.2 inches Length 179.1 inches Width 72.5 inches Height 65.3 inches Track (f/r) 62.8/62.8 inches Ground clearance 7.5 inches Weight 3,825 pounds GVWR 4,806 pounds Steering lock to lock 2.7 turns Turning circle (wall to wall) 38.7 feet Wheels 19X7 inch alloys Tires 225/55X19 Cargo capacity (second row up/down) 30.9/59.6 cubic feet Fuel capacity 15.3 gallons Co-efficient of drag 0.33 Performance 0-60 mph 6.18 seconds 50-70 mph 3.38 seconds 50-70 mph uphill 4.40 seconds Top speed (mfg) 129 mph Fuel economy EPA rated 22/27/24 mpg city/highway/combined. Expect 24-25 mpg in rural country driving. 29-30 mpg on a level highway at legal speeds

Nosebleeds usually refer to the worst seats in the house; they’re the highest up and farthest away from the action. At any venue the nosebleeds are also the cheapest. The adage “you get what you pay for” defines them perfectly. Priced like nosebleeds, the Hyundai Venue has the pep and style of much more expensive floor seats. Hyundai (and sister brand Kia) made its name in the United States by producing cars at great value. Quality was sacrificed, but the low price point was certainly alluring. They were successful, and that’s why Hyundai is the power player that it is today in the automotive world. In the past decade, Hyundais have elevated beyond the simply cheap to being genuine threats to the establishment, all while remaining great value. The all-new Venue is a warranted exaggeration of a great car at a great value, with this particular Venue SEL stickering at $23,425 including destination fee. If you’re looking for space per dollar, this is it. It’s larger than a Toyota C-HR, but at several significant thousands less for a comparable model. In fact, the Venue starts at just over $19,000. The Interior follows the same design motif, and the two-tone scheme looks great on the surface. It’s a very spacious and comfortable cabin to be in, but the cabin materials consist of about 90 percent hard plastic. Besides the fantastic leather-wrapped (actual leather!) steering wheel and soft, cloth seats, everything else is hard plastic. But hey, you can’t judge, this car costs how much again? Fuel economy is excellent, averaging 32.5 while achieving 42 on the freeway. On the freeway, it must be noted how loud the Venue can be. Between the engine’s extra noise when requiring revs and the wind/road noise, it can seem a bit like a concert venue at times. And I don’t mean an acoustic set; think Van Halen. It can also require a bit of constant steering input above 70 MPH as well to keep it in line. I got a chance to drive down the Venue down the winding Latrobe Road towards Ione, CA. What I found was very unexpected. Most affordable boxes fall apart into dismal understeer and an extreme reluctance to turn. Not the Venue, though. Driven at a higher pace, it becomes strangely enjoyable. The body rolls, sure, and overall grip isn’t what you’d call great, but the package works; it’s all very well controlled, with well-judged damping over bumps and compressions, a balance closer to neutral than it has any right to be, and the steering is even decent. Because it’s slow, you can really dig into the throttle and use everything you have available. And on a road like Latrobe, there isn’t much that would be able to get away from the big little Venue. A Corvette, even, would struggle to pull away on a back-road such as this. I was shocked to see in my mirror the smile painted onto my face. It wasn’t just good, but fun. This brought me to thinking, what would a hot Venue be like? Give it a manual gearbox, an extra 40-50 horsepower and it might just be stupendous. Hyundai has made great strides in creating driver’s cars, like the Veloster N for example. It makes me wonder if the great Albert Biermann, once the brainchild of BMW’s M cars and now employed by Hyundai, had any influence in the chassis tuning of the Venue… There are knocks against the Venue. It’s a bit loud inside and wayward on the freeway at higher speeds while hills trouble it. But what you do get is a small yet spacious car that’s well equipped, gets great gas mileage, good looking, and is weirdly fun to drive on back-roads. Hyundai has a winner with the Venue. Please, make an N version… Hyundai Venue SEL $23,425 MSRP 4/5 Pros: Excellent value, economy and interior space, chassis likes being driven hard Cons: Needs more power, loud on the freeway Verdict: An excellent and fun yet extremely affordable car Photo gallery below:

Raising the bar among SUVs and more. The Mazda CX-9 is not an SUV that drives like a car. No. The Mazda CX-9 is an SUV that drives better than most cars. It’s a brilliant mid-size people hauler with a focus on what matters: you. It’s the superstar and driver’s choice of this incredibly crowded segment that has seen a reinvigorated Highlander and the fantastic Telluride and Palisade twins. None of these competitors though look and drive as good as this magic Mazda. Do you remember Mazda’s kiddish and silly brand slogan? Zoom-zoom. I recall the TV ads like it was yesterday. There was one in particular that sounded similar to a Baja Men song, and half the words were zoom. But that’s what Mazda has always aimed for catered to: the driving enthusiasts. Not everybody likes Miatas, it’s understandable, but it’s impossible to deny the simplistic form it takes in the pursuit of a purer driving experience. Mazda has always wanted to be the fun choice, and for the most part, they have. Today, just about every offering they have has claim to be the most fun and best driving car in its class, from the CX-3, CX-5, this CX-9, as well as the Mazda 3 and 6 sedans. The engineers just know how a normal, practical car should behave on the road. And in the past decade, they also know how to style one. The CX-9 is simple in its base form. There are no hard lines anywhere that sprout from nowhere; everything just makes sense and seems so naturally flowing. A Palisade and Highlander look vulgar in comparison, and a Pilot obtuse and boring. It’s sculpted like Italian marble of the neoclassical era. And in Soul Red as it’s called, the result is stunning, yet still so elegantly understated as all things elegant should be. There is a tradeoff for these runway looks, though, and that is in practicality. The CX-9 is not small, measuring an inch longer than a Highlander, but the interior feels almost shrunken next to the Toyota. The third row of seating is there, but you won’t want to sit there. Kids might be fine, but I don’t think they’d look forward to it. Rear cargo space takes a hit, too. If space is the name of your game, the CX-9 might not cut it. Let’s get back to the interior, because there is one thing that will cut it; the looks and quality do not end on the outside. Inside, you will find perhaps the most well-finished and luxurious SUV south of $50,000 no questions needed. It’s gorgeous. The Parchment Nappa Leather reminds me of my favorite Rawlings Heart of the Hide baseball glove. The fit and finish is exemplary and everything you touch yields a sincere touch of quality. Of course, this has the normal suite of active driving assists. The infotainment system uses a rotary wheel to control it, which I greatly prefer to a touchscreen. It’s simple to use after the first day, but I did notice small instances of lag when bouncing around between screens. The leather-wrapped steering wheel is comfortable and right where it should be. In fact, the driving position itself feels precise and natural in nature, with the seats giving great support and comfort. You don’t find your shoulders rolling out of its confines every corner like you would in that Atlas Cross Sport I tried recently. A wonderful, wonderful, feature I must point out is the radar adaptive cruise control. I dislike radar cruise controls. I could write a whole article why they don’t work. The Mazda CX-9 has radar cruise control, but guess what? You can switch it off. Magnificent! I have never been in another car that you could switch between the radar system and a normal conventional system. Mazda believes in the driver, thank you! Power comes from a 2.5 liter inline-four bolstered by a turbocharger. Power is 227, but torque is a motivating 310. 227 doesn’t seem like much when rivals have nearly 300, but the CX-9 never feels slow, and the strong midrange from the turbocharger make accelerating a literal breeze. The six speed automatic might be short on gears when most others have 8 ratios, but the transmission still works surprisingly well, and also shifts smoother than most 8 speeds. 0-60 happens in 7.25 seconds, with 50-70 pasing requiring 3.9 seconds. Up a steep grade, that time slows to 5.5 seconds. Fuel economy hit 28.5 MPG on level freeway at 71 and I averaged 22.6 in my normal driving to work and back. That average is better than the Highlander V6, but the highway fell slightly short, and that’s where an extra gear or two would help with highway mileage. Now, to driving - it’s brilliant. Most cars seriously do not drive this well nor with the same intent. The steering is wonderfully direct with excellent weighting. There’s even a small amount of feedback even. Changing direction quickly, the chassis and its i-ACTIV all-wheel drive respond beautifully. Handling is more neutral than an SUV has any right to be, with the nose following your every command. Yet, with all this handling prowess, the ride quality should be bad, right? Nope, it’s fine, hardly harsh. It’s weird how well this thing can drive. It makes me yearn for a MazdaSpeed CX-9. The most important thing perhaps is the way the CX-9 inspires confidence to the driver. You’re never in doubt of the vehicle and what its doing. A remarkable achievement for a car in this class. So there you have it, the CX-9 is the best looking, best driving, and best finished vehicle in its class. The lack of vastness in this class of people-movers though is a hit that many will not be able to look past unfortunately. At an as-tested $46,810, it isn’t cheap, but also is competitively priced when Pilots and Highlanders can easily break $50k now. A Kia Telluride remains the more practical choice for most, but what it doesn’t have is the emotion that the CX-9 so boldly evokes. Zoom-zoom, Mazda. 2020 Mazda CX-9 Signature As-Tested $46,810 Road Beat rating 4.5/5 Pros: The Driver’s Choice for SUVs, Knockout looks and luxurious interior Cons: Lacks the space of competitors, Kia Tellurides

Style matters, but it's far from everything. You know that guy who wears a fake Rolex solely to impress? On the surface, sure, you can hardly tell the difference. Look closer, however, and you notice what gives it away: A Rolex doesn’t tick. This Atlas Cross Sport SEL is the fake Rolex of the car world. That sounds harsh, but it’s because from a big carmaker like Volkswagen, a vehicle that looks as good as this, you come to expect so much more, and especially at this example’s $43,095 MSRP. If you’re ready for a literary massacre, though, read until the end as some hope will be offered. Start at the outside, and that’s why the Cross Sport exists - to look at. It’s pretty, elegant, and even muscular with its big haunches filled by 20 inch wheels. To simplify, it looks like an Audi Q8, and not even a discount Audi Q8. Compared to the normal Atlas, the roofline has been slightly raked to give a more sporty profile. What this does to the inside is limit the Cross Sport to two rows only, versus the three in the regular Atlas. Only two rows, but the Atlas Cross Sport is a vast piece of metal. Some cars can be large, yet look smaller, but this is not one of those. It’s big, and it looks even bigger. Unfortunately, the looks are really where the plusses of this vehicle end and the minuses begin. Powering the giant is a small 2.0L turbocharged 4-cylinder, rated for 235 horsepower and 258 foot pounds of torque. Sounds decent enough on paper, after all, as BMW has gotten away for the past 8+ years with engines with almost exactly the same power ratings from the same sized engine. Except, those BMW engines achieve better economy and way faster on the road. 0-60 took 8.03 seconds in the Atlas, while 50-70 passing required 4.24. On a decent freeway grade, that passing time slowed to 6.38. It’s funny because, at slower speeds, the engine feels plenty peppy enough, but once you ask for more, it just doesn’t really seem to increase in power, running out of puff early. For example, a BMW X3 takes only 6.2 seconds to hit 60 with a 248 HP 2.0L according to Car & Driver. So where’s all the VW’s power going then? The EPA gives a dismal fuel economy rating, too, claiming an estimated 18 city and only 23 freeway. In my driving at least, I was able to increase the highway number to a respectable 28.7. However, that’s still less than what a much more powerful V6 Highlander achieves and even more less than what that same BMW engine would get. Overall, though, I only averaged 19.5 MPG, almost 2 less than the 21.3 I got in the V6 Highlander. Any four-cylinder vehicle averaging under 20 MPG just doesn’t cut it. I’d be interested to know what the optional V6 would get. Driving wise, it’s merely okay. The steering is greatly overboosted, as you can navigate any corner with just one finger; It’s that light. There’s also no feel, and for a vehicle with Sport in the name, it clearly has no sporting intentions when it comes to the twisties and overall body control, feeling sloppy and cumbersome. Pulling away from stops, the throttle response was occasionally too aggressive, causing it to lurch away rather annoyingly. On the plus, it was quiet with a decent ride, shrugging off most bumps, but larger imperfections and potholes did seem to upset the chassis and cause a crashing effect felt through the car. The 4Motion all-wheel drive system thankfully did prevent any torque steer, too. If looking for a sporting SUV, this Atlas is a sport in name only. Now, onto the interior. I’m sorry, but for over $40,000 and it being 2020, it simply does not work. The leatherette seats don’t feel particularly nice, and they have next to no support. Driving around just about any corner saw my shoulders leaving the confines of the seat - and I’m a small bloke! Squeeze the seats near an edge and it feels like mush. The aesthetic and design of the interior is very 2010, having nothing that steals your eyes away in showmanship. Lots of hard plastics dominate the space, too. It’s big, though, cavernous even. The seat can be lowered an impressive amount, but by that time, the vehicle just feels even larger. Rear seat space is enormous, but passengers did not like the seats. Where the third row would go is now a gigantic cargo area, so points there, and the large moonroof was a nice touch as well. The gauge cluster had VW Group’s neat navigation screen integrated in, but it’s distracting at times. The cluster itself had way too many options and unnecessary information. It was also tough to control, with there being literally 5 different buttons on the steering wheel to click through your onboard info. Weirder, the interior had a smell not unlike crayons. It was more noticeable on warmer days with the Atlas sitting outside. The Atlas Cross Sport SEL is impossible to recommend. Once you get past the looks, it’s not great to drive, has a thirsty and weak engine, and an interior wholly undeserving of the price tag. Now, what are your options? You could step up to the SEL Premium with a V6 (which adds even more to the price) and real leather, but by that point you’re at nearly 50 grand. That’s well past Telluride and Palisade money, and into BMW X3 and Volvo XC90s, all four of which are not luxury and style pretenders, but the real McCoys. But, there’s a silver lining. You can get a Cross Sport 4Motion SE for almost $6K less. Looking at the spec sheets of both, it’s tremendously better value. You get the same leatherette interior, same 4Motion All-Wheel Drive, same great looks, same blind spot monitoring and forward collision, but you do lose the 20” wheels. For another $2K at $38,865 you can have the same but with the 20s back on. At these prices, the Cross Sport becomes a much better proposition as it now has some value to it. Over $40 grand like this one, and the expectations of what a $40k car should be just completely kill it on arrival. But below the 40k threshold, it’s hard to beat the style and size of the Atlas Cross Sport, and the other flaws become more forgivable. So, Cross Sport SEL? Hard pass. But the lower, more affordable trims could be worth a much more interesting look if all what you’re wanting is a stylish and spacious SUV under $40,000. Atlas Cross Sport 2.0L SEL 4Motion As-Tested Price $43,095 Road Beat Rating: 2/5 Pros: Perceived Style, style, and style Cons: Expensive, not special to drive, dated, cheap, and uninspired interior Verdict: Stylish, but at this price forget it; Get the SE trim instead. Click on the images below to enlarge.

The Road Beat Blog After a 7 month hiatus, cars and coffee returns to Folsom - albeit in El Dorado Hills. Foregoing, the usual spot of the Palladio shopping center in Folsom, cars and coffee found a new home in El Dorado Hills' Town Center. The locale doesn't matter, we could have been in a run-down strip mall for all anyone cared, people just wanted to have cars and coffee back. As the first one in nearly a year, I figured there were two possibilities: 1) it'd be dead or 2) it'd be huge. The latter proved correct. This was seemingly one of the biggest cars and coffee events the traditionally Folsom group has procured. It's easy to see that everyone in the local car community were yearning to have their Saturday morning dosage of cars back after so long. Cars represented all corners of the globe, with domestic muscle cars and new Corvettes and Mustangs, to European exotics, and JDM legends. I was just as excited to see a gathering of cool cars again as I was to photograph them. Armed with my newly acquired Nikkor 85mm f/1.8g and 17-55mm f/2.8g together with a D7500, I was beyond stoked to see what I could create and how I could capture the following cars. Shooting a medium-telephoto with a big aperture has completely changed the way I photograph. Inspired heavily by those like Amy Shore and the way she portrays cars and events, these were the shots I came up with. What I find amazing though is the time shooting cars like this takes up. Before I knew it, 2 hours had already passed and nearly everyone had departed. Time flies when you're enjoying yourself and having fun around what you love. -Mitchell Weitzman

The Road Beat Tests Volkswagen's Bestseller, the Tiguan Crossover I want to confess: I've never been the biggest fan of newer Volkswagens. Apart from the Golf GTI, I always felt most models from the 'people's car' (that's what Volkswagen translates to from German) lacked any real excitement and were designed and engineered by automotive pharmacists. Basically, they were the automotive equivalent of cough medicine. This I found to be true with the last Volkswagen I drove, the Atlas Cross Sport, which put on a pretty face to disguise an otherwise sterile and overpriced antibiotic. Consider me more than surprised then that the Tiguan, Volkswagen's American bestseller, proved to be more than just a trip to Rite Aid. In fact, after spending a week with the crossover, I understood why so many do have them in their driveways (sales have been over 100,000 the past few years). It's not perfect, though, with a couple issues. Chief among which is the poor fuel economy. Where a similarly powered and priced RAV4 will do 35 MPG on the highway, the Tiguan could only manage 31. What's worse is in overall driving (and driving like a saint), Volkswagen's champion only mustered a mere 21 from the small 2.0L turbocharged four-cylinder. I thought small and turbocharged engines were supposed to provide better efficiency? Well they can. A BMW X1, with a comparatively stonking 227 horsepower 2.0 turbo, will average close to 30. Hmmm. Maybe the effects of VW's emissions cheating has led to more restrictive engines... Besides the disappointing economy, it's more pony power than quarter horse. Acceleration testing yielded 9.2 seconds to 60 MPH. I was so shocked by the number I repeated it with different methods and still couldn't improve the times. With 184 horsepower and 221 pounds of torque from the turbo-four, it should be faster. 50-70 lasted 5 seconds, while on a hill that number was a crawling near-8 seconds. Pulling away from traffic lights is fine, but accelerate when you need to, and there simply isn't anything there. I wouldn't be surprised if I'm told this Tiguan was defective of some sort, like it was missing 50 horsepower. And for being turbocharged, it was the lacking midrange punch that should be there to shove you along. So, assuming this to be normal for this engine choice, I hope you are fine with the performance, or severe lack thereof. Plan passing maneuvers carefully. Apart from that, the 4-cylinder is among the smoothest fours out there. Some can be 'boomy' and coarse as they rev, but the Tiguan's unit refrains from such atrocity. The 8-speed automatic works perfectly well, delivering smooth shifts basically everywhere. But dig your foot in, let it downshift, and your pace just doesn't seem to increase. Even with sport mode engaged to give sharper throttle response, the gears will change more briskly and attentively, but it doesn't make it any faster. And that's where the good begins for the Tiguan. Once you get the slowness out of the way, this is a very good car. This SEL-badged trim level was loaded with all sorts of goodies, and the ones you want in your modern everyday car for yourself or family. Some highlights included the large panoramic sunroof, 19" alloy wheels, adaptive cruise control (not a fan, but I'm the minority), blind sport monitoring, lane keeping assist, remote engine start, wireless charging, collision warning and emergency braking, and of the course, the 4Motion all-wheel drive system. In fact, the only options on this SEL were $92 floor mats - everything else is included as standard. With a price, including destination, of $34,657, it's a very well-priced machine for all the equipment onboard and lives up to being a 'People's Car.' Also, it must be said how simplistically good-looking the Tiguan is. Adorned in its Cardinal Red paint, it's an understated eye-catcher. While Kia and Hyundai and even Toyota have gone for more dramatic styling recently, the Tiguan is simpler, but effective. Bearing strong resemblance to more expensive Audi siblings might have something to do with it, too. Inside, the cabin is no luxury power player, but works for a $35K car. It's essentially the same interior as the $43K Atlas I last drove, just slightly shrunken down. The Atlas' interior was borderline mediocre for the price tag, but here, for significantly less, it's more than acceptable. The layout and styling of the cabin matches the exterior in sending a simple, yet effective utilitarian message. The leatherette seats were plenty decent in feel and comfort and I'd see no reason to desire leather. Volkswagen/Audi's 'Digital Cockpit' gauge cluster replaces traditional needles for a completely electronic affair. Armed with too much information, I found it overwhelming and dizzying to control at times (distracting). I also happen to know that others will love it. Space, while less than an Atlas, is still more than enough for anyone, with no complaints from passengers both front and rear. Open the tailgate and the cargo space can easily transport your latest (reasonable) Green Acres or Costco purchases. I had the chance to drive the Tiguan in a variety of scenes, of which the most telling perhaps was a drive to New Melones Lake in Calaveras County and back home, about a 150 mile round trip. The Tiguan proved quiet and comfortable for the duration of the drive. The steering was surprising, reminding me more of the Golf hot hatches, with nice weighting and accurate responses. On winding historic Highway 49, the Tiguan never felt lazy in its handling. If anything, it was eager to change direction and tackle corners. While not a hot hatch like a GTI, the Tiguan was unexpectedly fun to drive with its tied-down chassis and willingness to change direction and tackle corners. I figured it would understeer into oblivion, but there was a lovely ability to rotate the front end with a small throttle-lift on entry. For what could and should be a boring family carrier on paper, the handling is a welcome delight. The 4Motion all-wheel drive provided total traction, all the time, and by sending some power away from the front and to the rear, this surely contributed to the good balance. Torque steer, where front-wheel drive cars attempt to wriggle the steering wheel out of your hands during acceleration, was also non-existent. It's just a shame that it can't accelerate between the corners with the weak engine. MPG during this trip at least hit 25 on 60 MPH hill-laden country roads, but that number should be higher. Rounding things up, I enjoyed driving the Tiguan for the week, being a nice thing to climb inside of leaving work each day. The overall quality and equipment are great for the price, and it has handling chops to boot. The only subjectively objective metric holding it back for me is the engine with its poor performance and lacking economy - even the EPA rates it at just 20 city and 27 freeway. Get a proper engine in there, and the Tiguan will be the ruler of the people's cars. 2020 Volkswagen Tiguan 2.0T SEL 4Motion As-Tested Price $34,657 The Road Beat rating: 4/5 Pros: Well-priced and good value, fun handling Cons: Dismally slow, disappointing MPG Verdict: Almost a perfect people's car

Road Beat Archive, February 18, 2020 What BMW could Learn from Lexus Words by Mitchell Weitzman “Hey, you were keeping up with that Porsche!” This was not the sole exclamation of bewilderment that the big yellow Lexus received at Laguna Seca. In fact, this Lexus GS F wasn’t just keeping up with, but overtaking the many Porsches, BMWs, and Audis on track. Their hands must’ve been tired by the end of the day from waving us by…But really, when is the last time a BMW driver moved over and signaled you by? Let’s set the scene here. First, the car. What is it? A 2020 Lexus GS F. This is not the same Lexus associated with Pensioners or a recently promoted accountant. No, this is a different kind of Lexus, one that wears its thumping heart on its sleeve and with the lungs of a distance runner. A five liter V8 does the business upfront, producing 467 horsepower at a lofty 7,000 RPM. An 8-speed automatic does the shifting, either automatically or by the use of the paddles behind the wheel. There’s a torque vectoring differential out back to put power to the asphalt, and brakes the size of a large Round Table pizza to reign you in. This GS F also happens to be yellow, because why not? The GS F isn’t just a sedan that went to the weight room to bulk up, though, it also regularly visits the Pilates class for agility, and then the UFC gym for tactical warfare. Now, the track. Weather Tech Raceway Laguna Seca is one of the most storied race tracks in the entire world, being renowned for its famous Corkscrew. Located between Salinas and Monterey, California, the weather is perfect nearly every day. Temperatures barely crested 60 degrees throughout the day and the sun showered down on the magnetic, metallic yellow paint of the Lexus. Laguna Seca has severe elevation changes, making it a challenge for many. The Corkscrew drops 4 stories in a second. Turn 1 is a left kink at over 100 MPH that you can’t see the other side of, followed by heavy braking, downhill, to the Andretti hairpin at only 40 MPH. To say that this track is a thorough test of a car’s all-rounded ability is an undersell. The track event was organized by SpeedSF, a group committed to allowing drivers to experience their cars at a higher level across Northern California. Some are there to be competitive with lap times in higher classes, and others are beginners learning the ropes and rigors of track driving. Yes, there were casualties, including a Honda S2000 that reduced its overall length by 25 percent (driver okay). An Acura blew a large puff of blue smoke out its exhaust before disappearing for the day. There are dangers, but it’s about driving at a level that you are comfortable with. There are 5 groups to choose, from beginner to advanced with a lap time requirement, with rules set in a drivers’ meeting to ensure safety. Professional instruction is also available. Besides the aforementioned Porsches, there were, wait, you guessed it, more Porsches, then a few McLarens, Ferrari 488 Pistas, a sea of Honda S2000s, BMW M3s, Mustangs, and an Ariel Atom even. Our Lexus was the only large sedan present. Remember how, about 15 years ago, half of every new Lexus sold wore that garish shade of beige-gold? Not anymore. This is a proper gold. The paddock quickly filled with nearly 100 cars. Some of them trailered in, even. Torque wrenches were spotted everywhere. Roll cages and large spoilers straight from the Fast and the Furious prop catalogue were common. While it’s practice to fit your track car with more aggressive tires, aftermarket coilover suspension and the like, the Lexus was exactly how you’d find it on the showroom. The LAP Now, let’s take you on a lap around Laguna Seca. Front straight. Throttle pinned. The shift lights flash as you hit 7,000 RPM, the V8 power plant emitting a sonic boom as you pull the paddle for third. The straight becomes a valley of sound, akin to a circa 1972 Deep Purple concert, echoing across the pit wall to the grandstands and back again. You cross the start/finish line at a hair under 100 MPH, right in the middle of the track. Immediately is the turn 1 kink. Look at a track map, it looks like the straight bends slightly left. Not true. It’s a turn. And it’s bloody blind. Instinct is to lift, but lifting relieves weight off the rear, in other words making it light. I once saw a Bugatti Veyron doing demo laps a Laguna when new. The driver lifted abruptly for 1; He spun off the track at about 140 MPH. I pull the throttle back to 50%, and slowly aim the car to left side , just clipping the portion of asphalt that connects to the pit-lane exit. Now you see the steep downhill run to Turn 2, the Andretti Hairpin. The speedo is showing 118 and needs to be reading 45 in less than 5 seconds. The brake markers show 3, 2, 1, but those are for IMSA GT cars. I apply the brakes at the imaginary number 4 and the Lexus slows up considerably, the large brakes proving their worth. The pedal feel is firm and consistent with confidence, with no dead space nor too grabby. As you brake, you aim the car for the middle of the track, keeping the wheel as straight as possible to avoid any upset, reeling off downshifts as you do so. Trail braking works here as it helps turn the car. The front will want to push wide (understeer in racing speak) from the carried speed, but that’s okay. Let the nose drift a little wide as you smoothly release the brakes and once the nose careens inward, ease onto the throttle in second gear and once the left front Michelin Pilot Super Sport touches the inside curb for the apex, shift up into third, keep the throttle pinned, and steer it out wide, be sure to unwind the wheel to the outside curb. Turn 3 is next, a near 90 degree right hander. From the exit of two to the turn-in point for three is a straight shot, requiring minimal steering input. Let 3rd run to just about the limiter and you can brake comfortably deep. 3 is tricky to find the exact apex point. Instinct is to turn early, but be patient for that split second past reason and then turn in. Clip the inside curb and then throttle it out to the outside curb. Pull the paddle for 4th, cross under the bridge and turn 4 awaits, a fast right sweeper. I like to keep it in fourth, but you could go down to the upper reaches of 3rd in the Lexus. Hit the brakes on the outside set of curbs and turn in as the brake is released to help the car rotate then immediately come onto the throttle first gently, then progressing quickly to full-bore and it let the car sail out to outside curb. It’s real easy to touch the dirt here on exit, so the steering requires considerable input on the drive towards to the exit when at speed. The turn 4-5 straight allows you crack triple-digits again and serves as a great passing zone. Line yourself up on far right side of track for this uphill let-hander that doesn’t seem to end. Be patient with the throttle and turn-in point and look for the end of long corner. You can have the gas planted once you touch the nose on the inside curb and unwind the wheel to drive it out. Careful here, though, up the straight: There’s a sound booth. Laguna Seca on most track days has a 90 DB noise limit. The Lexus was probably not a violator, but we wanted to play it safe. A short shift into fourth and then fifth and then once past the microphone, drop back into life. 6 is the favorite of many people. Tricky to learn, but then easy to replicate. The approaching straight is uphill, but right at the entry where the brake markers stand, the it dips back downhill. The apex has a noticeable compression, and it’s easy for lowered cars to potentially scrape here as the suspension unloads itself, then compresses fully at the dip. First few laps I was hitting the apex at an indicated 69, but later in the day, that number increased to over 75. It’s an absolute thrill ride bombing through 6 at such speed. There is, however, a large ‘sausage’ curb on the far inside that you DON’T want to hit - you might break something. The Rahal Straight is next, a long and steep uphill battle. Even the 467 horse V8 seems almost underpowered here. Turn 7 is a slight kink with a right had side curb you want to graze. We brake before the ‘3’ marker and it’s hard on the brakes and down to third gear because this is the Corkscrew. Technically turns 8a and 8b, this is the reason many come to Laguna. It’s like going down several stories of a building in about a second. Set yourself up for the dead middle of the track and once you have the car hauled down to under 50, look for the inside green curb. Turn in and hit that with your left front tire. Now, we have to go right. If we go too far, we will jump the curb or cut the corner, either of which aren’t ideal. The moment the cars nose starts to descend, that’s when we turn the wheel to the right and the exit apex curb comes into view, being blind before. Touch that and then it’s throttle-on towards 9. It’s common to see racing drivers hug the inside of 9 throughout, while others enter it real wide, but I prefer the middle lane. It’s easy to upset the car here as 9 is fast with a lot of camber. You can stay in third or use 4th gear for this corner, but I preferred the taller ratio for more adjustability. Braking into the corner and then releasing the brakes can cause oversteer, so best to be smooth with steering inputs and pedal control. Trail brake a little and then gently ease off them and once you have control of the nose, direct it inside to the left and hard with the throttle steadily increasing. It’s a very late apex, but once you have it, drive it all the way out to the other side of the track and then cross back over to the left side for turn 10, another quick chute with camber. Nothing too tricky here, just hit the inside curb and then let it unwind on exit. Last corner is next, turn 11. We’re braking before the markers again to bring the 2 ton Lexus down from 100 to 40. It’s a sharp, acute angle, so you have to turn sharper and also later than you’d think for a good exit. I was able to provoke some oversteer here a few times in 2nd gear by being too generous with the throttle. Shift up into third, fourth and back over the line for another go. That’s a lap around Laguna Seca. What’s most remarkable about the gargantuan Lexus is just how easy it is to drive, and quickly. What’s more, it’s not just easy, but enjoyable. In certain cases, easy can mean detached, disengaging, and, well, boring (15 Lexus ring a bell?), but that’s not the MO here. The chassis is nigh infallible, begging for more power. Composure remains strong as you push on harder. Do the tires eventually give up? Yes, but only naturally; Spikiness is not of the GS F’s nature. Instead, there’s wide bandwidth of consistence and predictability. Certain rivals have behaved manners on the road, but fall apart when pushed to their extremes. The Lexus welcomes it with a fury of iconic V8 rumble and tire smoke if provoked. The steering is precise, with feedback that actually alerts you to what’s happening through the front tires, something so dearly missed in most new cars. Understeer is minimal for a front-engined car of this mass, and is totally predictable. The transition to neutrality and then oversteer have asmooth progression. Gearshifts are not instantaneous like that of a dual clutch ‘box, but still happens quick enough to not make you think about it while also being smoother in normal everyday driving. The brakes never faded, providing strong pedal feel throughout the day. Could you brake deeper into the corners? Sure, of course, but we didn’t want to toast them in the pursuit of a lap time. Michelin Super Sports are universally praised by many, and they certainly didn’t disappoint. By the end of a 20 minute lapping session, they did lose a little grip at the front as the air pressures and temperatures rose, but that’s completely normal. Rivals? Easily, the closest rival to the GS F is the BMW M5, an iconoclast of a sports sedan if there ever was one. While an M5 has more recently moved the game on in terms of outright performance (it does have well over 100 more horsepower), I think the GS F has it licked in terms of overall feel. The current M5 also costs a whopping $30,000 more. Compared then to the outgoing F10 M5 that the GS F originally debuted against, the Bavarian seems a meandering imposter to what made M cars so great to begin with. Laughable steering, lack of body control, and an uncharismatic (though powerful) engine, the whole experience is one of waywardness confounded by its inane desire to appeal to a wider audience. It’s less of a sports sedan and more of just a really fast sedan. The new M5 fixes almost all of that, but that $30,000 difference is impossible to overlook. How about the M550i, then. Price for price, the BMW M550i costs about the same as the Lexus. It, too, has a missile of an engine and easily trumps the Lexus on a straight, but again, it’s no sports sedan, suffering from an acute (or obtuse?) lack of nerves. Nice car, fast, but big, heavy, and lifeless. The GS F is a tesseract in contrast - full of dimension. Back to the enthusiast at the beginning, “Hey, you were keeping up with that Porsche!” Why so surprised? Because a lot of people just plaint don’t know that Lexus happens to build such rollicking driver’s cars. Currently, Lexus has the RC F (a two-door coupe), the LC 500 (a BEAUTIFUL GT continent crusher), and this GS F. All share the same N/A 5.0 V8 between them for a unique identity among a contemporary field of forced induction. Power is great and all, but the response, noise, and tactility is dearly missed among some newer engines. The Lexus reminds us, in a nostalgic euphoria, the joys of natural aspiration. Both Lexus and parent company Toyota are committed to building more driver-focused cars, and the under-the-radar GS F shows just that. Track days happen every weekend across the country. Some do this almost every weekend, even. That’s the way of some car enthusiasts, as exploring the capabilities of a car can be an intoxicating addiction. Also, the track is far safer than the street. Many owners and drivers constantly change out parts on their track builds in pursuit of a perfect driving experience. This isn’t a cheap hobby, but for those that feel that emotional connection, nothing can replace it. SpeedSF will be back at Laguna Seca on April 11-12. Go to SpeedSF.com to learn more and register. A late 3-time Formula 1 champion perhaps said it best of why we race in the pursuit of something more. “I was no longer driving the car consciously. I was driving it by instinct, only I was in a different dimension. I was way over the limit but still able to find even more. It frightened me because I realized I was well beyond my conscious understanding” - Ayrton Senna

Photos by Mitchell Weitzman As Monterey Car Week didn't come this year, I was compelled to go through some old photos from prior years. The historic races, formally known as the Rolex Monterey Motorsports Reunion, have long been one of my favorite events. As a racing fan, it's easy to see why - here are all these beautiful and historically important race cars firing up and running again in preferred environment. I like walking across golf fairways looking at cars, but I'd rather see it blow by me on a race track at full steam and the smell the fumes of race fuel. These pictures seen here were taken in the 2018 edition at WeatherTech Raceway Laguna Seca. These cars were running in the IMSA GTP class for late 80s and early 90s sports cars. The famous 300ZX Twin Turbo made famous by Steve Millen is loved by many, not just the Z community. A 300ZX won the 12 hours of Sebring overall one year, and was partially to blame for a banning of turbochargers in world GT racing. But then there's the bright orange and green Mazda. Firstly, no, this is not the 787B that won Le Mans in 1991. This is that legend's predecessor, the almost identical 767B. Same shrieking 4-rotar Wankel engine revving to what seems like oblivion, same gorgeous shape and that renowned Renown livery that won hearts on Gran Turismo. Nothing sounds like a 4-rotor above 8K RPM. Nothing. V12? Nope. It's amazing how a rotary like this at 8K RPM sounds like it's revving at least twice as high. It's a howling shriek, yet it's somehow smooth. Imagine the long sustained high-notes of Carlos Santana in his song Europa. I'm thankful for the manufacturers and affluent the world for keeping this amazing machines going, even 30 years on. For the photography-inclined, these were taken on an entry Nikon D3200 with a cheap Tamron 18-270 superzoom. You don't need the best gear in the world like a D5 to get memorable images. That top image though, still remains to this day one of my absolute favorite pictures I've ever taken. Monterey Car Week 2021, we're all already ready for you. #lagunaseca #weathertechraceway #montereycarweek #nissan300zx #mazda767b #mazda787b #stevemillennissan #montereymotorsportsreunion

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.