Search Results

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

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

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

View Full Gallery Here Words and Pictures by Mitchell Weitzman Throughout history, there have many things that society has seemingly not asked for. For example, there's New Coke, or whatever those weird circular Dyson hairdryers do that my Wal-Mart special can do for a few hundred less. Then we have the Avalon TRD. TR-what? Yes, it's an Avalon, a perennial geriatric-favorite, that has been fiddled by and adorned with a Toyota Racing Development moniker. What if it's good, though? Well, that would depend on perspective, and from mine, the Avalon TRD has half the skills to qualify as a nearly-there sports sedan, but ultimately fails as an Avalon. To be fair, the standard Avalon that has now been us with for two years is quite good - excellent even. So you might be surprised that I wasn't won over with a TRD 'sporty' version of the current and excellent Avalon. And that's why perspective is so important in how you view this car and for whom it is for. Rewind a couple decades and the Avalon was the most beige car you could buy in America, both literally and figuratively. Old people liked them because they were nice enough to be bordering on luxury, and high on comfort in the most inoffensive package possible. The current Avalon forgoes those founding principles, with a sharp and aggressive body, 300 horsepower, and a new, keen-to-corner chassis. Have the engineers and designers gone mad? No, just a newfound invigoration in Akio Toyoda's desire to make his cars more interesting. I mean, he races the Nürburgring 24 Hours each year after all... Consider the Avalon TRD then as jumping the shark, of if you don't know your Happy Days lore, it's nuking the fridge. But it's not because the Avalon TRD goes too far, it's that it actually doesn't go far enough. Take the handling for example; It and the steering are better than a standard BMW 5-series, and this is front-wheel drive! The amount of grip on offer combined with the sure-footed confidence it instills in your fingertips are nothing short of a revelation for a large, front-drive sedan. But, it's also not noticeably any better than a lesser Avalon like the XSE or Touring; So good is the standard car. The ride quality won't break bones, but it is firmer with little tradeoff for an increase in lateral performance. So yes, handling is great, better than it has any right to be, but it's not exactly improved in this TRD-spec machine. Then, with the handling that the Avalon is capable of, we're given a hopelessly unsupportive driver's seat. Really, it's woeful, offering next to zero support in the bolstering to hold you place. It also sits far too high, giving the impression of driving an SUV. You can't help but just feel like you're perched on top of it. You also might notice this Avalon TRD has been given red seat belts...hahaha. Right. TRD also fitted a new exhaust system to let the 3.5L V6 be more vocal. Yes it sounds good, with a smooth and refined grumble to it, but it's simply too loud and booming. That's right, this Avalon has exhaust drone. A bypass valve would be a most welcome fixture to keep it quiet when cruising and loud when throttling on because as it sits now, the exhaust became downright annoying early into my short tenure with it. That same V6 is unchanged from normal Avalon trims, providing the same reliable 301 horsepower and 267 pounds of torque as before. 0-60MPH happens in 5.7 seconds and 50-70 MPH 3 seconds dead, identical to the Touring model the Road Beat last tested. With a TRD badge attached, you'd expect a power increase... Perhaps the biggest detractor to this car's sporting aspirations is the carry-over use of the 8-speed automatic transmission. A traditional torque-converter, this trans slogs its way through gears with the leisurely pace of a sloth. In normal drive modes, the Avalon actually takes off from a complete stop in second gear even, almost posing as a CVT. The brain behind the slushbox is always having an afternoon between-bingo nap, meaning it just isn't present. A perfect scenario is accelerating onto the freeway in Cameron Park. With a slight uphill grade on this onramp, the Avalon TRD needs about 12 gear changes to reach 70 at a normal, civil rate of acceleration. If it only has eight gears...why does it change gear twelve times? Simple, it'll upshift, which bogs the engine and causes you to depress the accelerator more, which then triggers the car to now downshift to the gear you were just in. It's a back-and-forth war akin to playing a game of Pong; Up-down, up-down, up-down. I can't remember the last time I drove a car that hunts for gears more often than this. Now, selecting the 'sport' driving mode somewhat cures this, but that's like a band-aid for a much larger issue. This is the TRD - the transmission should already be programmed to be more energetic in all modes. It gets worse. Mounted behind the finely leather-wrapped (and pleasingly thin )steering wheel are a pair of plasticky paddle shifters. They're not the most gratifying thing for your fingers to tap, but that's not the issue at hand. Take your hand, slide the shifter to the side and into the +/- manual mode, flick the left-hand paddle down from eighth gear to fifth, nail the throttle and...it overrides you and downshifts to the lowest available gear on its own. Even in sport mode, gearstick in the manual mode, and using the paddles, there is no true manual mode, as the car's computer undermines you and assumes control like the evil Master Control Program in Tron. It's impossible to ride the wave of midrange torque on offer, because if you manually select third or fourth gear to hangout at the 3,000 RPM sweet spot, the moment you right foot goes past 30% pedal travel, the car will downshift on you. It's completely absurd, and also unsettling when it happens mid-corner. Why give manual shifting and paddle shifting if it's actually pointless? Other cars give you manual control, but not this Avalon TRD. This completely betrays any ethos of what TRD could mean. Let's take a break from there and head to the outside, where the Avalon TRD is a complete winner. Painted Ice Edge, which is neither white nor grey, the Avalon TRD does look tremendous. Yes, the matte black wheels look cheap and should be gloss, but the photographs do not overplay the Avalon - it looks this good. So, it looks the part of a TRD-badged machine. But - and of course there's a but - it does take a hit in practicality in the shape of one item specifically: the side skirts. They look sharp, and in fact they are sharp, because I banged my leg on them numerous times on entry. Egress is less of an issue, but it does require an awkward step to clear. That aside, an Avalon TRD or XSE doesn't look much different which is great testament to the Toyota designers here. Geriatric, this the Avalon does not look. Inside, it's typical Avalon fair, meaning it's a handsomely styled and a quality interior. Fit and finish is basically perfect and materials are commendable throughout though not outstanding. On the motorways, there was a decent amount of wind rustling by the driver's mirror and window, something I didn't expect to hear. Tech-wise, the Toyota infotainment does look dated with its large bezels and the graphics even more so, but it is useable enough. Toyota, of course, infuses their Safety Sense 3.0 into the Avalon so that is has the usual arrangement of blind-spot monitoring and collision warnings. Rear seat space is huge, with zero complaints from passengers and with miles of leg room. Another plus is the remarkable efficiency of the Avalon TRD. Put simply, I averaged 28 MPG during my week with it. On the freeway, that number climbed to 35, both tremendous numbers for a car of this mass and with a supposedly 'archaic' naturally-aspirated V6. The transmission might be a total couch-potato, but the fuel economy is beyond incredible for such a sizeable car. Perhaps if this 'sporty' Avalon was the cheapest/entry Avalon, it would make more sense. However, it's also the most expensive, with this car's bottom-line reaching $46,074 including shipping from Toyota's Kentucky plant. That's several grand more than the last Touring spec Avalon the Road Beat tested which didn't seem to be missing anything at all. It's one thing to recommend the TRD over other Avalons, but to pay more for it seems entirely unreasonable. The hard truth is that older Avalon-loyalists will be turned off by the booming, droning exhaust and the almost boy-racer aesthetics. And those who are wanting an affordable, quality, large sedan will likely think the same. On the other hand, those that are wanting a true sports sedan will be disappointed because it doesn't fully commit. With better seats, extra grunt, and a smart and snappy transmission, this Avalon TRD review would have gone in a completely different direction. While not a bad car by any measures, the Avalon TRD struggles to make a case for its existence against the current crop of Avalons available, and its case as a real sports sedan. 2021 Toyota Avalon TRD As-Tested Price: $46,074 Road Beat Rating: 3/5 Pros: Looks the part; steering and handling better than some BMWs Cons: Dim-witted transmission; unsupportive seats; droning exhaust Verdict: TRD didn't go far enough with this one; Other Avalons are better

Small Price, Big Fun How many new cars can you buy today with a manual transmission? Without looking it up and cheating, I struggle to name more than a dozen. Here's one of them: the Volkswagen Jetta. Bravo to Volkswagen then for continuing to offer vehicles like the Golf and Jetta with a do-it-yourself stick and clutch pedal. Who could have thought that a manual transmission could transform a popular mundane millennial transportation device into a fun and economical pocket rocket. And yes, I mean economical by the way of this fully-equipped Jetta's as-tested price of only $24,115, and the fact it gets 50 (!!) MPG on the freeway. Economical in every sense of the word. On the outside, you still have the same handsome Audi-trickle-down effect of an exterior as other VWs, which is no bad trait. It may look unexciting next to other rival offerings, but tidily tailored and attractive like a well-fitting cardigan, it's something that will never go out of style. The fact it does resemble one of its costly Audi brethren pays dividends as this affordable Volkswagen simply looks like a more expensive car. I also approve of the Tornado Red paint, and not every car can pull off red. R-Line guise helps further with purposeful yet tasteful black accents and stylish wheels. Inside, Volkswagen had me fooled. The first time I opened the door I had the thought, "gosh, this car better not cost over thirty grand..."Luckily, it was when I found the monroney on the passenger seat that my fears were relieved. Even more telling was when the next thought rang something more like, "wow, this is pretty nice for 24K." Sure, this is far removed from a luxury car, but the materials and build quality throughout the cabin were a pleasant surprise. The imitation leather seats even were a rung above other similar materials I've experienced before in other cars. It's very easy for an affordable car's interior to have a squishy 'rubber effect,' where components and padded areas are soft at the expense of having a peculiar rubbery feel and texture to them. The Jetta in this case balances this rather nicely to avoid feeling like Play-Doh. Bonus points go to the equipment level, mainly the active safety systems including blind-spot monitoring. The infotainment system for the radio is on the smaller side dimensionally, but it works easily enough to control your Spotify or Pandora streams over Bluetooth. I like the fact that the seats come in a color besides black and nasty tan, though the chairs could have more shape to them being slightly too akin to a bench. But no bother, nobody could possibly be disappointed with this car's interior nor comfort for the asking price. In addition, the steering wheel is wrapped in actual leather and is comfortable in your grasp. On paper, a diminutive 1.4L engine sounds weak, but the presence of forced induction on the Jetta helps it punch above its featherlight weight class. With only 150 peak horsepower, it's the 184 pounds of torque at a low 1,400 RPM that does most of the motivation (big torque at low RPMs equates to usable horsepower ready to work). And with at least 2,000 RPM in any of the first four gears and with the boost ready for work, the little Jetta has surprising pep to it. 0-60 MPH was done in 7.5 seconds and 50-70 4 seconds flat. Compared to a more powerful Corolla SE with its naturally aspirated inline-4, the Jetta feels miles faster in the real world and was quicker in acceleration testing. In fact, if you do some math, at that same 2,000 RPM, the Jetta produces about double the horsepower available for work than the Corolla SE. Above 5,000 RPM, the Jetta does run out of steam as I would expect from a big boosted little engine, but the midrange is where you'll live 98% of the time, and it's a tasty main course. The 6-speed manual transmission, with that mystery third 'millennial anti-theft' pedal, is hilariously easy to use. Clutch effort is light and unchallenging to modulate. The gearstick action is similarly light and slides into each gear with decent precision. I remember a few year old Honda Civic manual I drove felt like a toy to shift, whereas the Jetta is light and easy, but never feels juvenile either. Personally, I do wish that both components had more heft for my liking, but it's a manual that literally anyone could drive. The gearing, though, is a little too tall, meaning the maximum speed available in each gear is too much for the whimsical little engine. A shorter and closer-ratio set of gears would increase acceleration among other aspects that will be further discussed below. The 1.4 turbocharged engine is radically refined for a cheap four-cylinder, being smooth in operation at all revs and emitting a decent sound. Often times engines like this can be buzzy and coarse, but Volkswagen continues to be a leader in the refinement of small-capacity motors. However, there is the rather big deal about turbo lag that has to be made. Anyone who tells you (especially any spokesperson from a manufacturer) that turbo lag is a thing of the past or, my favorite, "has been virtually eliminated," hasn't driven a turbocharged car with a manual transmission - automatics only disguise the presence of lag by shuffling gears to mask it. The long gearing helps exacerbate the lag as well as these tall ratios necessitate more work for the motor to do. Here's an example of this tall gearing: my Nissan 370Z manual spins 3,000 RPM at about 28 MPH in third gear. The Jetta will do 40 MPH at 3,000 RPM in third gear. Yes, tall gears, but it does torque its way through once you have boost pressure built. The key is not be gentle with the throttle pedal. I wasn't gentle and still averaged scarcely unbelievable fuel economy numbers. Turbo lag ought to be seen as a detriment, and in many ways it is. If you suddenly fully depress the accelerator at 40 MPH in fourth gear, there will be a solid full second before anything actually happens. Once boost pressure fills the intake though, that's when the Jetta begins to surge with a pronounced and unexpected authority. So yes, it hinders the drivability, but it's this same lag that makes the Jetta enjoyable and fun to drive. Every time you get back into that boost, it livens up the experience and rewards in ways that account for a unique and engaging driving experience. How do you spell boost? Like this: booOOST. It's also nostalgic in way to remind us of some beloved 80s turbocharged classics like the Saab 900 Turbo or Porsche and JDM classics. The Ferrari F40 has crazy amounts of turbo lag and yet it's regarded by many as the greatest road car of all-time. Call it character and personality then, and once you learn how to work the boost, it becomes huge fun. That tall gearing does reap some tremendous benefits in terms of fuel economy, though. In my normal driving, I averaged a superb 37 MPG and on a level freeway at 70, it reached an astounding 50 MPG. That's as much as most hybrid commuters that lack any form of pizzazz in the experience. Seriously, 50 MPG is outrageously good and obliterates the EPA rating estimate of 40 MPG. Also a recipient of compliments is the handling. Volkswagen has known how to produce good driving front-wheel drive cars for decades with their popular Golf hatchbacks. The fact the Jetta serves up similar driving dynamics in corners had me unsurprised. The steering is a tad too light at low speeds (in the quest for making the car appealing to a large audience), but once on the go and with some speed, the weighting increases coupled with response. The best happens on tight twisting sections of tarmac. On my local Forni Rd playground in Placerville, the Jetta turned in with eagerness and resisted understeer even with the power on through corner exit. With the engine fully lit in its sweet spot of 3,000 RPM and the throttle down hard, the front wheels should push hard into the adjacent tree; This was not to be in the Volkswagen. Instead, the front wheels just grip and pull you through the corner. Credit must be mostly given to whatever trickery the engineers came up with for the front differential (they call it XDS Cross Differential System) and its uncanny ability to distribute power wisely and transfer it to the road for optimum grip. I didn't even see the traction control light flash through these sections of road, such is the efficiency of the front suspension and differential. The ride is comfortable over most all surfaces and yet the body was not out of control on these winding roads, retaining composure and giving confidence. Torque steer is largely dialed out, too. This is an example of a front-wheel drive car done absolutely right. There's not much to dislike about the Jetta. In this R-Line guise it's attractive in a simplistic sense, it drives very well, gets incredible mileage, and provides the almost-forgotten joys of changing gears yourself and working an engine. I found the the last Jetta with an automatic I drove underwhelming as it was just, well, a car, and lacking in encouragement to find this same level of engagement. Having the chance to exercise a turbocharged engine with both your hands and feet elevate it to a newfound sense of fun and personality. For an affordable sedan below $25,000, it's an entirely convincing argument. As-Tested Price: $24,115 The Road Beat Rating: 4.5/5 Pros: Fun to drive manual, affordable, and exceptional mileage Cons: tall gearing, and that's it. Verdict: An economy car that also knows how to play View Full Photo Gallery

The Genesis of something truly special. Words and Pictures by Mitchell Weitzman. View full gallery at the bottom. I'm all about good value and finding bargains. I've tried on the Kitons and Brionis at Niemann Marcus, but a J. Crew Ludlow suit fits better off the rack and feels largely the same quality wise. Bargain yet tasty Argentine wines at Grocery Outlet. Trader Joe's Mac 'n Cheese - I could go on for ages. Imagine, then, being able to buy a brand new BMW 7-series or Mercedes S-Class for $30,000 off. That's precisely what the Genesis G90 is. Normally, for something to be discounted so much, it either has to be lacking in the features department, or about to pass its expiration date and spoil. However, Genesis' G90 is a bona fide executive, full-size, luxury sedan for those where the ultimate is the minimum accepted. It's no coincidence that this specific G90 receives an 'Ultimate' badge as its trim level, and in this $76,695 G90 Ultimate, there wasn't a single option, as literally everything you can think and/or dream is included as standard. But, let's move on to how this machine really establishes itself: Dapper is an understatement. The amount of stares the G90 acquired during my weeklong tenure with it was past belief. And yes, they were the good stares, not the ones that are aimed at Pontiac Azteks or AMC Gremlins. To call the Genesis striking is a disservice, such are the massive volumes of presence it carries. On the flip side, many also had no idea what a Genesis even is. Just please don't call it a Hyundai (Hyundai is the parent company and used to sell a Hyundai Genesis coupe and sedan the prior decade). From the oversized pentagonal grille, the sharp yet somehow cosseting creases, to the saucer like wheels ready to serve your crackers and brie for four, it's a deameanor that exhilerates the senses like no other sedan under a hundred grand. I LOVE those wheels by the way. Same with the flowing body line that runs like a stream from the front headlight all along the side and to the tail lights. Park it next to a Bently Flying Spur and you'd have no way of knowing one of them costs upwards of $150,000 less. And, while the grille might look too oversized in pictures, trust me when I say it really starts to grow (not literally) on you in person. This is a luxury car after all, so while a sharp suit is important, the guts beneath are what really matters. Unbutton it, swing open the doors, and you won't be disappointed. Lush and vibrant Nappa leather is draped just about everywhere. And where there's not leather, you'll be greeted by alcantara and metal. Oh, and there's an absolute gorgeous treatment of unlaqured open-pore wood trim that's velvety smooth. It's not just luxurious, but majestic. The rear seat is more reminscent of the drawing room at Downton Abbey than a car. This Ultimate came with dual rear screens for those lucky occupants plus a center armrest with full controls over the infotainment system and recline adjustments for the rear chairs. Leg space is huge due to the 124" wheelbase, but, if nobody is riding shotgun, you can even command the front passenger seat to tuck and move forward to grant even more leg room and allow you to escape into full Palm Beach sunbathing mode. While the interior is pure first class and far and away subjectively and objectively the nicest interior in any new car under eighty grand, there is admittedly a sense of theater missing that is present in the current S-class. But then, when an S-class is at minimum $30,000 more, it should. However, the gap isn't nearly as wide as you'd think. How Genesis was able to cram this much quality into a car of this price is mind boggling. Under that long 'bonnet' rests a suitably potent 5.0L V8 that does without turbocharging to a most musical effect. Though lazy at first in the name of smoothness and sophistication, lean into it and the V8 awakes to a raucous roar that would make Mopar Mike proud. The 425 horsepower V8 ends up taking the G90 to 60 MPH in five seconds flat, which, while quick, does lag behind a six-cylinder BMW 7-series equivalent. But who cares, a person of a stature deserving of this G90 should never be hurried, nor need to be. What was surprising was the frugality, averaging nearly 24 MPG and reaching a steady 29 MPG on level 70 MPH freeway. Isolation is the name of the game when on the move, as it should be in a luxury car, with the G90 shielding you from road and wind noise, as well as bumps, supremely well. Behind the comfortable steering wheel, the G90 is very easy to drive with its road manners. Despite the vast dimensions of 205 inches long and 75 inches wide (not including mirrors), placement is effortless at speed. Driving through more crowded streets of downtown Carmel took a little more thought, but was largely unchallenging. Parallel-parking into a spot meant for a Civic was a breeze thanks to the array of sensors and cameras onboard. Handling...well, handling isn't exactly a priority. Turn the wheel and the G90 will go the direction you ask, mostly. Quick changes of direction makes the size and weight become apparent while the steering is accurate, but more relaxed than on a Genesis G70 sport sedan. But, who are we kidding - This isn't a car made for handling, but colossal comfort. Hours on the freeway proved no problem thanks to wonderful ride quality that makes bumps vanish, confident tracking, and the helpful lane-keeping assist that provides small inputs in a semi-autonomous fashion. The Genesis system, also found on Hyundais, is far better than on other recent cars I've tried with similar aids. Genesis' G90 rewrites the generally accepted luxury principles. True luxury - ultimate luxury- shouldn't have to cost both an arm and a leg; A single arm will do just fine. It's a marvel going into this new decade that a car with so much style, quality, and luxury can exist at an almost sensible yet entirely reasonable price. The typical Genesis 10 year warranty can't be forgotten either. And because Genesis hasn't quite caught on the way it should with such amazing products, the G90 also offers exclusivity for the time being. And that there lies the one almost-problem with the Genesis G90: it doesn’t send the brand statement and image that an S-Class Benz does. Driving a new flagship Mercedes sends a message about your success, but a Genesis just doesn’t carry that same weight yet, which is a real shame. After a week with it, the Genesis G90 is something to aspire to. And remember, Genesis is how old? A knockout like this right out of the gate should seriously worry the established crowd of luxury sedans.It might be the ultimate Genesis, but the G90 is also the ultimate in luxury car value. The Road Beat Rating: 4.5/5 Price as-tested: $76,695 Pros: Luxury and style at an unrivaled price Cons: What's a Genesis? Verdict: The Genesis Ultimate offers an unwavering ultimatum in luxury cars

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