Search Results

This insanely good luxury crossover is out for vengeance 2026 Genesis GV70 review by The Road Beat Words and pictures: Mitchell Weitzman A decade ago, the idea that Hyundai would build some of the best luxury SUVs would have sounded laughable. In reality, it took barely half that time for them to achieve miracles, with the launches of the GV80 and then GV70 proving just what South Korea was capable of. Stealing the dynamic handling masterminds behind BMW M’s greatest hits was a strong start, but the whole package is what completes the story. While other luxury brands have fixated on digital gimmicks, Genesis prioritizes old-fashioned quality paired with genuinely superlative chassis dynamics. Picks The color scheme is obviously optional, but the flash and show of intent upon opening the door and finding the beautifully quilted blue leather with orange contrasting stitching is undeniable. It’s a cue perhaps stolen from McLaren or Aston Martin, but it presents itself remarkably well here. The orange seatbelts might be a tad too much, but what really impresses is the sheer quality of the leather itself. Every material leaves a lasting impression, from the metal switches throughout that feel like items curated by Swarovski. Seats are comfortable front and back and easily accommodated friends on a drive up to South Lake Tahoe without complaint. More than that, the driving position is rock solid and simply feels right from the angle and positioning of the wheel and pedals, and the height can be set to my perfect preference low down in the chassis. I even like the enormous one-piece display that does instrument duties as well as navigation and entertainment. It's integrated tastefully, looking thoroughly modern and advanced yet while remaining classically simple because of the lack of breaks and not appearing overdone. The interior is gorgeous not just in how it looks but in how it feels to both driver and passengers, and that’s before even mentioning the exterior — which somehow looks more English than a Bentley Bentayga, and that’s a sincere compliment. It’s a stunner inside and out, free of the reeking vulgarity that has infected so many BMWs and Mercedes over the past five years. Yet the real shining point is how the GV70 goes and steers. There was a time when a BMW X5 and X3 first debuted and stunned the world by revealing that an SUV did not have to drive like a Chevy Suburban. By creating a platform based on their best driving 3 and 5-series sport sedans, they revolutionized the industry. Porsche also revealed the hideous but exemplary driving Cayenne at a similar time. The GV70 carries those early trendsetters and dynamic leaders in spirit, with a focus on driver satisfaction that successfully raises it above Japanese contemporaries and even modern BMWs. I dislike cars that can be steered with just a solitary finger, and for that, the GV70 represents the antidote with its weighted and assured steering. Precision is also a key point, and with its willing chassis and suspension underneath, you can drive this SUV with a vigor that others simply cannot. Even as you push things further, the confidence grows as the GV70 does not fold beneath you and instead enjoys the stretch. AWD delivers awesome traction with zero torque steer, and grip is immense enough to give even novice Porsche coupe owners a scare. What’s remarkable is how sweetly balanced it feels — eager to change direction with composure — yet it still rides well. It’s a little choppy at low speeds, no doubt hampered by the thin rubber-band tires on the 21-inch wheels, but once at speed, the Genesis shrugs off bumps and refuses to let them upset its poise in the bends. And while many luxury SUVs and crossovers have migrated to fuel-saving, but groaning four-bangers, the GV70 still offers a powerful and gutsy 3.5L twin-turbo V6. It's smooth all the time and sounds great, and a commendable eight-speed automatic allows manual control with the decent paddle shifters behind the wheel. It's an exciting engine to explore and use. Nicks Despite the above adoration for a powerful V6 engine in an age of fours, this GV70 is not entirely fuel efficient, drinking gas to the tune of 21 MPG in what can only be described as modest and tame driving. This isn't even that big or heavy of a vehicle, and this thirst disappoints in that regard. I also found the entertainment system less than desirable in operation. While the screen itself is gorgeous to look at and basic operations are simple enough, the huge and long menus can overwhelm and make it difficult to find what you're looking for. Swiping between the many home pages can also be finicky, sometimes just not swiping at all. Prices are rising thoroughly, too. Where the Genesis GV70 debuted as a relative bargain, this top-tier version costs a whopping $72,225. That may be less than a comparable German rival when equipped to similar levels, but it’s still a lot of money and no longer quite the value play a Genesis once was. A superb compact luxury SUV for those who like driving There’s so much to like about the Genesis GV70, from its achingly good looks to its sumptuous, lavish cabin. The real treat is how well the damn thing drives — it’s built to get you wherever you’re going in style and cozy comfort, while being a genuine delight to push. Climbing the winding Highway 50 to Lake Tahoe only further solidified how brilliantly it executes its mission. Yes, it’s expensive — this super-equipped Sport Prestige overlaps the entry prices of a bare-bones BMW X3 M50 and Porsche Macan — but its combination of superb luxury and handling makes it a true show-stopping stunner. Don't want the V6? A turbocharged four-cylinder is also offered for far less dough and has the same brilliant handling and feel. Gas mileage of course improves, but you will lose the fun punch and silken sound of the V6. 2026 Genesis GV70 Sport Prestige basic specifications: Engine: 3.5L twin-turbocharged V6 Horsepower: 375 @ 5,800 rpm Torque: 391 lb-ft @ 1,300–4,500 rpm Transmission: 8-speed automatic Drivetrain: All-Wheel Drive (AWD) Fuel Economy: EPA 18 MPG city / 24 MPG highway Real world economy: 21 MPG as-tested Fuel Type: Premium unleaded gasoline Curb Weight: About 4,750 lbs Seating Capacity: 5 passengers Cargo Capacity: 29 cubic feet (rear seats up); 57 cubic feet (rear seats folded) Towing Capacity: 3,500 lbs (with trailer brakes) Dimensions: Length: 186 inches Width (without mirrors): 75 inches Height: 64 inches Wheelbase: 113 inches Ground Clearance: 7 inches Turning Circle: 38 feet Infotainment: 14.5-inch touchscreen with wireless Apple CarPlay and Android Auto Audio System: Lexicon® premium audio system Interior Features: Heated and ventilated front seats; heated rear seats Exterior Features: 21-inch wheels; LED headlights and taillights Safety Features: Forward collision warning, lane-keeping assist, blind-spot monitoring, adaptive cruise control Warranty: 5-year/60,000-mile basic warranty 10-year/100,000-mile powertrain limited warranty (original owner) Price as-tested: $72,225 Thanks for reading The Road Beat's 2026 Genesis GV70 review. Subscribe for the latest updates and reviews. All photography done by The Road Beat and mitchellweitzmanphoto.com .

This luxury SUV has a new engine option, bringing the price to comical territory 2025 Lexus LX 700h Ultra Luxury review by The Road Beat Words and pictures: Mitchell Weitzman "I asked my friends what they thought this Lexus cost, based purely on brand and a glance inside. Their answer? $100K — even after I pointed out the newly minted '700' badge and hybrid option. When I then explained the MSRP for this example was actually 41% higher at $141,545, they legitimately laughed. From their reaction alone, that might be the only thing needed to know why this new variant of the LX SUV is a gigantic waste of money. But if you want to know the other reasons — and how you can save yourself literally 50 grand — read on. Picks There are not all too many positives for this hybridized luxury SUV. With a laughable price tag for a Lexus-badged vehicle, it's more of a statement piece than anything. Only problem is: it's not a very good statement piece. The good news is the interior is a lovely and luxurious place to be. Maybe not fitting of $150K (once tax is included), but definitely a hundred-grand good. The leather is gorgeous to look at and touch, and there's a heft and substance to all the touchpoints that inspire confidence in the build. Lexus vehicles are known to last decades, and this will surely keep its bank-vault-like level of security intact for years to come — one of the reasons many continue to buy Lexus and Toyota vehicles. I would normally say the doors close with an authoritative thud, but an electronic soft-close feature is employed here — which, while nice, does take away some of the rugged tactility of a properly built SUV. V8 engines may be dead in the world of Toyota and Lexus, but this twin-turbocharged V6 hybrid powerplant accelerates with real vigor once the boost comes on. For a big and off-road-capable SUV, this is as fast as anyone needs in the real world. Once the turbocharger is spooled and the transmission (there are 10 gears) has you in the correct ratio, the surge of power is quite compelling. As the flagship Lexus (and therefore Toyota) SUV, there are a myriad of off-road gadgets and wizardry to make venturing overland a simple and underwhelming affair — that is, if you ever decide to get your new $141K Lexus actually dirty. Full-time 4WD ensures easy traction, with controls for a low crawl gear in intense terrain. You have a wide range of different terrain modes to choose between to optimize grip wherever you are. Though honestly, with how secure and capable this SUV is by default, you don't need any of those; just turn off the traction control and let yourself take control to truly appreciate its off-road balance and prowess. Calling a luxury car the 'Ultra Luxury' is in poor taste, but this is as luxurious as they come from Lexus when it comes to features and amenities. Three of the four seats have great massagers built-in while the rear pair of seats have their own screens to control entertainment plus a central tablet device to mess around with the radio and seat settings. Because yes — the rear seats can recline and massage, too. Nicks Now it's time to rain on the former brief parade, because so much of this car makes less than no sense. We've already mentioned the astronomical price tag — just silly, really. But then we have to focus on the fact that what we really have here is a giant SUV measuring 200 inches long that only has four seats. I'm sorry, but what? What is the actual literal point of a gargantuan SUV if it only has four seats? There aren't even little jump seats in the back for the rare occasion you do have a fifth or more occupants. Compounding the issue are rear seats that may recline, but the bottoms don’t slide back, leaving the default legroom as disappointingly mid. Clearly not up to 'Ultra Luxury' standards as far as your knees and feet are concerned. Remember those massaging chairs that rock (pun unintended)? Well, if you questioned why I said three of the four seats had them, that was not a typo — the front passenger seat does not have the massage function. This is so lame that I'll just stop right there. If you're driving with your partner and they want a massaging seat as well, you'll have to tell them to ride in the back. Maybe this was a software issue on this particular unit that excluded the front passenger seat, but even then, that's inexcusable from a Lexus that costs this much. Cupholders and storage underneath the screen? That's convenient and not awkwardly limiting at all. And when you're driving and want to operate the massaging chair for yourself, you'll need at least four clicks on the central display to turn it on — four clicks! While driving! At which point, the nagging nanny-camera system will then bong to let you know you're distracted (yes, it has that too). 16 MPG. Despite boasting a downsized and hybrid V6 powerplant, I averaged a miserable 16 MPG during my week of mixed driving. On a level highway, that number surges considerably, but anywhere acceleration — and therefore boost from the turbos — is needed, efficiency plunges , so around town or any time there's a hill, this hybrid V6 isn't really any more efficient than the satisfying V8s General Motors or BMW still offer. I also don't like the sound, which is clearly trying to fake the noise of a rumbling V8, while the transmission can be slow to respond to immediate full-throttle inputs. Here's a scenario for example: Say you're cruising or coasting at about 45 MPH and need full power on command to pass or merge, I often counted a long three full seconds before any actual forward progress would happen — needing to wait for the turbos to spool up and the transmission to downshift literally six or seven gears. Normally, a hybrid design would help mitigate this lag, but the LX is so big and heavy and has such a weak electric motor supplement to really do anything meaningful. Cargo space does not impress when you open the boot. Because this is a hybrid and has extra hardware in place, the floor of the cargo bay is now higher than normal, limiting overall space and just being smaller than you would hope for in such a big and boxy vehicle. Looking up the spec sheet, cargo space is a terrible 31 cubic-feet, or, less than a Toyota RAV4. Also: every time you open or close the tailgate, there is a blaring and repetitive alarm to warn those nearby, but it regularly sounded an extra couple beeps even after it was closed. It's pointlessly and annoyingly loud, and rings with far too much frequency. I've never once complained about a tailgate warning bong before, but here we are — the most annoying tailgate in any new vehicle. Just when you think it's done, you'll be wondering, "Wow, it's actually still beeping." I further did not enjoy the multiple screens in the center of the dash — one for entertainment and other random functions, and a second for partial vehicle and climate controls. Some of the switches for the climate are physical, but others are digital, and there are also multiple screens to click through just to access the correct climate menu. What this does is make simple tasks unnecessarily annoying. Despite the off-road potential of the Lexus LX series and the many gadgets onboard to help you cross any kind of terrain and in kind of weather, ground clearance is a clear enemy of the LX 700h Ultra Luxury and will ultimately decide how much off-roading it could ever do. Standing with just 8.1-inches of clearance above the earth, that's less than some Toyota RAV4s even. An overpriced and unnecessary edition I don't hate this Lexus, but I dislike everything it stands for. It's a full-size SUV with only four seats, a gross price tag, and a hybrid engine that only makes it more expensive without improving economy at all. Only three of the four seats have the massage function, and the rear seats can't even move backwards to make extra legroom for a proper limo experience. If you want that experience, you're way, way better off in a Mercedes S-Class or even a Genesis G90, and when it comes to luxury SUVs, there are so many options from all corners of the world that have increased brand prestige and even more luxury and tastefulness. Even more to the point: at $141K before tax, you can get a Lexus LX 600 with 98% of the features for actually $40,000 less. The truth is, if you actually spend your money on one of these, you deserve to be laughed at. And even then, I sure hope it isn't your first or second vehicle — but more like your fourth or fifth in the stable. For that kind of buyer, at least the crushing depreciation might make for a decent tax write-off. 2025 Lexus LX 700h Ultra Luxury Pros: Nice interior and Lexus build quality Cons: Only four seats; It costs how much?! 2025 Lexus LX 700h Ultra Luxury — Basic Specifications Powertrain & Performance 3.4L twin-turbocharged V6 hybrid Combined Output: 457 horsepower, 583 lb-ft of torque Transmission: 10-speed automatic Drivetrain: Full-time 4WD 0–60 mph: Approximately 5.5 seconds Top Speed: 130 mph Towing Capacity: Up to 8,000 lbs Fuel Economy (EPA-estimated): 19 MPG city / 22 MPG highway / 20 MPG combined Real World MPG: 16 Dimensions & Capacity Length: 201 inches Width: 78 inches Height: 75 inches Wheelbase: 112 inches Ground Clearance: 8.1 inches Curb Weight: Approximately 6,000 lbs Seating Capacity: 4 passengers Cargo Capacity: 31 cubic feet Technology & Infotainment 12.3-inch main touchscreen with an additional 7-inch lower touchscreen for climate and vehicle controls 25-speaker Mark Levinson® Surround Sound system Wireless Apple CarPlay® and Android Auto™ connectivity Lexus Safety System+ 3.0, including: Pre-Collision System with Pedestrian Detection Lane Departure Alert with Lane Keep Assist Adaptive Cruise Control Road Sign Assist Automatic High Beams Advanced Park with Remote Park assist Safe Exit Alert for approaching vehicles or bicycles 2025 Lexus LX 700h photo gallery

2025 Mazda CX-90 review by The Road Beat Words and pictures: Mitchell Weitzman “Still the one that turns my head,” sang Larry Hoppen of Orleans back in 1976. Their seminal hit, Still the One, might have peaked at number five on the Billboard charts, but Mazda’s CX-90 SUV deserves a number-one spot. Though no longer brand new, the CX-90 continues to wow with its impressive blend of luxury and driving excellence. It might not be as user-friendly as a ubiquitous Toyota, but with the Mazda, “we’re still having fun.” And that matters most to me. Picks I’ve written plenty of critical reviews over the years of test driving new cars, but it’s not like I enjoy dishing out negativity. Great vehicles, however, often demand less writing because there’s simply less to complain about. And when there’s this much to love about the CX-90, am I allowed to just say it’s brilliant and move on? That becomes tough when there is so much to deeply like. A beautiful SUV It’s gorgeous—outside and in. The sleek, svelte shape could easily be mistaken for a luxury British marque, but it’s the cabin that truly shines. Among three-row family SUVs in the $55,000–$60,000 bracket, none of the Asian rivals can match the CX-90’s interior. Leather furnishings are supple, available in beautiful colorways, and paired with soft-touch materials that cover much of the cabin. To get this level of European-inspired flair elsewhere, you’d have to spend at least $10k more on a Genesis, or much, much more on a German brand. Fit and finish are superb. Simply put, it’s a stunner. Potent Powertrain Motivation comes from a unique 3.3L inline-six that’s both punchy and efficient, convincingly delivering over 300 horsepower while still returning an easy 23 MPG. Wound up, it sings—not with the strained blender-like groan of a four-cylinder, but with a smooth, rich note that even Simon Cowell would approve of. The refinement in noise and vibration is a revelation if you’re used to smaller engines, so bravo to Mazda for embracing the sultry song of the classic inline-six configuration. A backroad star Beauty doesn't just run skin-deep here luckily, as this big, 200-inch family SUV absolutely eats up backroads. Right away, I loved the weight of the steering—substantial, deliberate, and encouraging. This isn’t a car you can steer with a pinky finger, as in some Volkswagens. On the contrary, this is a car that wants you to drive, and when you do, you’ll be thankful. Even at normal speeds, the CX-90 feels planted and confident. The brakes have solid bite and progression, and the steering precision lets you trace the edges of a road with ease. Push harder, and the CX-90 transforms into an asphalt samurai, carving through corners with vigor most family SUVs lack and reminds of a vintage BMW X5. Honestly, I can’t remember the last “normal” BMW SUV that felt this rewarding. Grip is immense, with both ends biting hard through snaking esses that allows generous throttle application. Direction changes are sharp, and the eight-speed auto shifts seamlessly—whether on its own or via the steering wheel-mounted paddle shifters. Ride quality stays composed even over rough patches, keeping the CX-90 settled and aids in maintaining your pace through the bends. Understeer is rare and must be thoroughly provoked to reveal itself, and the resulting balance delivers backroad pace that will trouble amateurs in their sports cars. Nicks Fundamentals are so strong, but true perfection is elusive, and the CX-90 does have a few blemishes worth noting. For one, it simply isn’t as large as some of its rivals, such as the Toyota Grand Highlander or Kia Telluride. Both cargo space and third-row accommodations come up short, making the last row best suited for kids or the occasional passenger rather than adults on a long journey. A minivan remains the unbeatable choice if maximum space is your priority, but among SUVs, the Mazda’s third row is weaker than most. The interior, while otherwise a masterclass in luxury, also has its quirks. The infotainment screen, for example, isn’t the most user-friendly. Though it can function as a touchscreen, its recessed placement makes it awkward to reach, limiting the practicality of said touch controls. Mazda's native UI also is in need of updates to make acclimation friendlier. Compounding that is an oddly ratcheting gear selector that feels unintuitive and requires a bit of a learning curve. Finally, while the 3.3L inline-six with its mild-hybrid system is a gem overall, throttle response at low speeds isn’t perfect. The system is designed to fill in the gaps of the turbocharged engine and assist at low speeds or while stopped, yet in practice it can feel slightly hesitant pulling away from a stop if you're not careful or too abrupt with the gas pedal. It’s nowhere near as frustrating as the lag found in some competitors, but it’s one area where Mazda still has room to improve. A stupendous SUV I love the CX-90—and you probably will too. Mazda has nailed all the essentials: it’s the best-driving SUV in its class, one of the best-looking, one of the most luxurious, and its inline-six sounds and is fantastic. Yes, the third row is on the smaller side, but I wouldn’t choose the two-row CX-70 instead. It offers no cost savings and also no extra space in the second row. Having that third row, even if used only occasionally, is simply too practical to give up for its added flexibility. Whether it’s for kids, emergencies, or piling in friends for a night out, it’s a great asset to still have. Even if slightly smaller than some rivals, the CX-90 remains a big, versatile SUV with a standout interior and driving dynamics that shame its everyday rivals. And for me, it’s still the one. 2025 Mazda CX-90 Turbo S Premium Plus — Spec Sheet MSRP About $60,000 as-tested Powertrain & Performance Engine: 3.3-liter turbocharged inline-6 with mild-hybrid assist Horsepower: 340 Torque: ~ 369 lb-ft Transmission: 8-speed automatic Drivetrain: i-Activ AWD (rear-biased all-wheel drive) 0–60 MPH: ~ 6.5 seconds Max towing capacity up to 5,000 lbs (with the inline-6 turbo) Fuel & Efficiency Real world economy: 23 MPG Fuel Tank: ~ 19.6 gallons Dimensions Overall Length: 202 in Wheelbase: 123 in Width: 78 in Height: 69 in Ground Clearance 8 in Curb Weight: about 5,000 lbs Cargo & Seating Seating Capacity: 6 (with second-row captain’s chairs + center console, 2 in third row) Cargo Volume behind third row: 15 cu ft Cargo Volume (third row folded): 40 cu ft Cargo Volume (second + third rows folded): 74 cu ft Wheels & Tires Wheels: 21 in aluminum alloy, machine-cut finish Tires: 275/45R21 Suspension Front Suspension: Double-wishbone with coil springs Rear Suspension: Multi-link with coil springs Warranty Basic: 3 years / 36,000 miles Drivetrain: 5 years / 60,000 miles Corrosion: 5 years / unlimited miles Roadside Assistance: 3 years / 36,000 miles Thank you for reading The Road Beat's 2025 Mazda CX-90 review. Please subscribe for more unfiltered and candid road tests. Photography with mitchellweitzmanphoto.com .

2026 Hyundai Ioniq 9 review by The Road Beat Words and pictures: Mitchell Weitzman Hyundai’s meteoric rise in quality over the past decade has redefined expectations, but even that can’t fully prepare you for their new Ioniq 9 SUV. This Calligraphy example of the fully electric, three-row SUV carries a price tag just shy of $80,000, a figure that might spark some sticker shock and zap any smile right away. Yet, after a week behind the wheel, it’s clear this luxurious behemoth delivers to justify its cost no matter what badge is on the hood—and might just be the best choice in its class. A Premium Package and a (Relative) Bargain At $77,040 for the top-tier Calligraphy trim, the Ioniq 9 isn’t cheap. But context is everything. Compared to rivals, it’s a steal: a base Mercedes-Benz EQS SUV starts at $104,000, while the BMW iX, a smaller two-row model, begins at $75,000 and easily crosses past $90K. The upcoming Volvo EX90 in comparable trims is also about $10,000 pricier. For a three-row, fully electric luxury SUV, the Ioniq 9 offers unmatched value without shortchanging you really anywhere. Inside, the Calligraphy trim rivals the opulence of Genesis-branded models from Hyundai’s flagship arm. Exquisite leather adorns the cabin paired with an Alcantara headliner, high-quality switchgear, and widely adjustable and comfortable front seats. Packaging is smart and considerate, too, like with a center console that glides forward and backward with a smoothness that shames the chintzy unit in the VW ID.Buzz. Even the third row electrically raises and lowers with a button, showcasing thoughtful engineering. Don’t let the Hyundai badge fool you—this SUV is luxurious by any standard. Impressive range and efficiency Stretching the distance, the Ioniq 9 boasts a 110-kWh battery, a significant leap from the typical 70-90 kWh found in most mainstream EVs. Despite its 199-inch length and nearly three-ton weight, it achieves a real-world range of 300 miles, averaging 2.7 miles per kWh. That’s almost as efficient as the smaller Ioniq 5 hatchback and on par with the Tesla Model X Long Range, though the Ioniq 9’s window sticker claims up to 311 miles as-equipped. For a vehicle of this size, 300 real world miles in summer conditions is remarkable and remarkably welcome. Charging convenience scores another win as the Ioniq 9 adopts Tesla’s NACS plug design, allowing direct access to reliable Tesla Supercharger stations without an adapter. Also included are adapters for CCS SAE chargers, ensuring compatibility with virtually all Level 2 and 3 public chargers or home setups. This flexibility makes charging largely hassle-free, especially given Tesla’s widespread and dependable network (something that can't be said of the notorious and constantly broken EVgo and Electrify America stations). Space and Comfort Bringing up space again, this is a huge car on the inside to match the physical footprint. By way of the Ioniq 9’s electric architecture—no engine or bulky transmission—creates a low floor, maximizing interior space. Headroom is so generous you can almost walk to the third row without ducking, something you can admittedly down in the new VW Buzz bus. Legroom and seating comfort here rival or surpass traditional combustion SUVs, and with the third row folded, cargo space is abundant at a whisker under 47 cubic feet. Even with all seats up, there’s enough room for daily needs at 21 cubes. And if you're concerned with it not driving well, then have no fear, because for a full-size SUV, the Ioniq 9 drives with surprising competence and gravitas. The steering is direct and well-weighted, instilling confidence, while the low center of gravity enhances grip and agility on winding roads meaning transitions from left to right happen quickly and without fuss. Compared to conventional and past SUVs, the Ioniq 9 isn't exactly more fun to maneuver on backroads, but it does so with practical ease and ability. Power stands at 422 instantly-activated horsepower, meaning forward progress is made entirely too easy in the real world and with little to no torque steer thanks to the AWD system. There are a myriad of different modes for regenerative braking, ranging from zero all the way to legit one-pedal driving. It's also good-looking, but let's also take a moment to address the formerly briefly mentioned VW ID.Buzz, because this Ioniq 9 trounces it in every way except maybe its less memorable style. The simple math and lab tests have revealed the Hyundai being enitrely superior in about every objective and subjective measure. It's more powerful, drives better, handily beats it in range, efficiency, and charging speeds, and more importantly, it's several notches higher in outright quality. From fit and finish to the tactile satisfaction of its mechanisms, the Ioniq 9 feels premium, making the ID.Buzz seem like a budget rental by comparison. Nicks Ringing in at $77,040 as-tested, the price is undeniably steep, though federal tax credits and leasing incentives (available at the time of writing) can ease the sting. After 9.30.25, though, that could tell a very different story. One hiccup that did occur during testing: a Level 2 charger at a local library, used with the provided CCS adapter, charged frustratingly slowly. A subsequent test with another Hyundai and CCS adapter was flawless, suggesting it may have been a one-off issue or user error. Still, it’s worth noting. Infotainment is easy to use, but the initial acquaintance can be a bit overwhelming due to the high number of icons and choices on the main menu. Other than that? No real faults; It's just a really really nice and accomplished vehicle. Convincingly premium and without any key or lingering problem. Okay, maybe the key fob is pointlessly fat. Something else worth noting, exacerbated by its flat sides, is the pronounced presence of orange peel in the paint. The best electric SUV on sale right now? Starting at $60,000 for the base trim, the Ioniq 9 is accessible to many families, but the Calligraphy model elevates it to a class leader. It offers more space, range, and luxury than Asian and American rivals, while capably competing on a luxury front with more expensive German and Swedish contenders, all while integrating seamlessly with Tesla’s charging network right out of the box. Hyundai has pushed the boundaries of what an electric SUV can be, delivering a vehicle that’s as practical as it is indulgent. For now, the Ioniq 9 AWD Performance Calligraphy might just be the electric SUV to beat. 2026 Hyundai Ioniq 9 Calligraphy Price as-tested: $77,040 2025 Hyundai Ioniq 9 Calligraphy basic specifications Powertrain & Performance 110.3 kWh battery pack Dual-motor AWD with 422 horsepower 0–60 mph in ~4.9 seconds (Performance version) Estimated range: ~311 miles (EPA) Real World range about 280-300 miles DC fast charging: 10–80% in ~20-24 minutes (350 kW charging) Dimensions Wheelbase: 123 in Length: 199 in Width: 78 in Height: 71 in Ground clearance: ~6.9 in Curb weight: ~6,000 lbs (AWD model) Cargo Behind 3rd row: 22 cu ft Behind 2nd row: 47 cu ft Behind 1st row: 87 cu ft Calligraphy Trim Highlights Premium interior/exterior styling (Calligraphy-exclusive design touches) Available 2nd-row relaxation seats with massage & leg rests (varies by region) Sliding center console (with captain’s chairs) Panoramic sunroof Premium sound system Ambient lighting and luxury materials Technology & Safety Head-Up Display Surround View Monitor (360º camera) Blind-spot View Monitor Remote Smart Parking Assist Highway Driving Assist 2 Native NACS port (access to Tesla Superchargers in North America) OTA (Over-the-Air) updates and advanced infotainment system

Just avoid the yellow paint. It's far worse in person. 2025 Toyota Prius Nightshade review by The Road Beat Words and pictures: Mitchell Weitzman It's official: we got yellow Toyota Priuses before we got Grand Theft Auto VI . It’s wild to think we got cool, stylish Prius hybrids before Rockstar’s next global phenomenon. “Phenomenon” is also how one could describe the latest Prius, which continues to turn heads several years into its existence. It’s not perfect, but it’s damn good for a daily commuter, proving that economy doesn’t have to look lame anymore. The Nightshade trim adds glossy black exterior accents that further spruce up its sleek look. Picks Style for days—a phrase I never thought I’d utter about a Prius. Yet, its sleek profile and wedge shape mark a shocking departure for a nameplate once synonymous with the ugliest, slowest cars on the road. My praise for its style stands, despite the otherwise horrendous yellow color. Fuel economy is superb, averaging 46 MPG over a week of mixed driving—the best I’ve seen from any car in the past year, achieved with ease. Unlike the molasses-like character of past Toyota hybrids, the new Prius boasts a punchy 194-horsepower hybrid powertrain that hits 60 MPH from a standstill in just over seven seconds flat. Throttle response is nearly instantaneous, aided by a cooperative continuously variable transmission (CVT) that syncs seamlessly with the hybrid and combustion engines. Despite its midrange Nightshade trim badge, the interior is welcoming and well-appointed. The faux-leather seats impress with their texture and finish. At $36,308, including destination, it’s not cheap, but it’s far from expensive, especially when top-tier Camrys and other Priuses now easily crest into the forties. All the bells and whistles, including safety systems, are present, and the large 12.3-inch touchscreen is user-friendly and visually appealing. On the road, the Prius drives better and as good as ever. Steering is precise on highways to limit any wandering, the ride quality is refined over most surfaces, and you can toss the Prius into corners at a pace that was never previously thought possible. For the average consumer and target market for the new Prius, it's a nice car to drive each day. Maybe not the sports car its looks might lead you to believe, but it's head and shoulders above any past Toyota wearing the same name. On the road, the Prius drives better than ever and is a far cry from the inert mediocrity of previous generations. Steering is precise on highways, minimizing wandering, and the ride quality is refined over most surfaces. You can toss the Prius into corners at a pace unimaginable for its predecessors. For the average consumer and target market, it’s a pleasant daily driver. It’s not the sports car its looks might suggest, but it’s head and shoulders above any prior Prius. Nicks Negatives are few, but some can be notable for picky buyers. Despite my disdain for the desaturated, unappetizing yellow color— named Karashi and evoking the most expired shade of Heinz’s condiment—this is still a terrific-looking car and should be enjoyed in any hue but this. I love yellow, for the record, but this shade is yellow done horribly wrong. Another issue is the small back seat that suffers from both a lack of head and legroom. The hybrid powertrain is plenty powerful and delivers god-tier fuel mileage, but the four-cylinder engine still suffers from the moaning and groaning typical of Toyota’s combustion engines. When you floor it to merge onto a freeway, for example, the noise invading the cabin is frankly awful, worsened by the CVT holding a constant RPM and therefore constant loud volume. Other brands have crafted smoother, more pleasant four-cylinders—this isn’t one of them, retaining the worst aspects unfortunately. While decent to helm on highways and surface streets, pushing the pace on a winding country road reveals its limitations, with handling that deteriorates sooner than expected. Steering lacks feel, therefore contributing to a vagueness that leaves you unsure of what’s happening beneath you. Compounding this uncertainty, if you chuck the Prius toward an apex, you’re met not with immediate understeer, but with a delayed reaction before the car actually changes direction. In quick transitions from left to right, there's lots of heaving and wallowing as the Prius loses composure. So, despite its sporty looks, the Prius is not a sports car. A sporty Prius, but not a sporty car. I also don't like the view out front, with a long dash that makes it feel larger than it is, plus A-pillars that hinder peripheral visibility, something that makes city or even parking lot driving more challenging as well as tougher to look ahead through a corner. Speaking of hindering, the safety systems - especially the lane departure warning and correction - can often be overly intrusive. The view out front is also problematic. With a long dashboard making the car feel larger than it is, and thick A-pillars hindering peripheral visibility, this can complicate maneuverability in city driving, such as parking and looking through intersections. Additionally, the safety systems—particularly the lane departure warning and correction—can feel overly intrusive. Not sports car, but an excellent commuter I’ve mostly confirmed that the Prius isn’t a sports car to rival Miatas or Boxsters, but we already knew that. Its sleek appearance raises hopes for visceral thrills or corner-carving prowess, but those remain elusive. Toyota has mastered the MPG game, but the engine needs NVH refinement, or whether fully-electric would be a better fit still. For the basics that most drivers care about, the Prius excels with its curb appeal, economy, and decent interior. The only reason to choose a Camry over this would be for a larger back seat. Otherwise, it’s hard not to recommend the Prius as a practical, potent, and surprisingly sexy daily driver. 2025 Toyota Prius Nightshade Price as-tested: $36,308 2025 Toyota Prius Nightshade basic specifications Powertrain: 2.0L inline-4 gasoline engine + hybrid electric motors (fifth-generation Toyota Hybrid System) Horsepower: 194 net hp (FWD) Transmission: Electronically controlled continuously variable transmission (eCVT) Drivetrain: FWD standard; AWD optional (+$1,400) 0-60 mph: ~7.1 seconds Fuel Economy (City/Highway/Combined): 52/52/52 mpg (FWD); 49/50/49 mpg (AWD) Real World Economy: 46 MPG Fuel Tank Capacity: 11.3 gallons Battery: Lithium-ion (hybrid system) Starting MSRP: $33,630 (FWD); $35,030 (AWD) Dimensions (L x W x H): 181 in x 70 in x 56 in Wheelbase: 108 in Curb Weight: ~3,300 lbs Volume 20.3 cu ft (behind rear seats); 36.6 cu ft (seats folded) Passenger Volume: 94 cu ft (5 passengers) Wheels/Tires: 19-inch black-finished alloy wheels; 195/50R19 tires Infotainment: 12.3-inch Toyota Audio Multimedia touchscreen (standard); wireless Apple CarPlay/Android Auto; 6-speaker audio Safety Features: Toyota Safety Sense 3.0 (standard): Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Tracing Assist, Road Sign Assist, Automatic High Beams; Blind Spot Monitor with Rear Cross-Traffic Alert Warranty: 3 years/36,000 miles basic; 5 years/60,000 miles powertrain; 8 years/100,000 miles hybrid components; 10 years/150,000 miles hybrid battery

A 2025 Monterey Car Week Special by The Road Beat Words and pictures: Mitchell Weitzman Recapping the 2025 edition of The Quail, a Motorsports Gathering The Quail, once the redheaded stepchild of Monterey Car Week over 20 years ago, has transformed into its crown jewel. How do you summarize a show this glamorous? Its atmosphere is a heady mix of the world’s most expensive oxygen and nitrogen, a dream event for car enthusiasts everywhere. Hypercars? They’re here in droves. Classics worth a combined billion (or two)? By the dozen. Unlimited gourmet food and drinks of your choosing? Nobody leaves famished, and plenty goes uneaten. This is an exercise in extreme extravagance, where prized automobiles serve as a dazzling backdrop rather than the true focus. Excess is simply the point. The real magic lies in the people—hence the fitting term “Gathering” in its official name. Rarely elsewhere will you find such a mix of humans: high-powered automotive execs, trust fund billionaires, the occasional mid-tier celebrity, all in one place. It’s an experience best shared with your closest friends, as a tasting menu of the highest caliber. Drink, eat, laugh, ogle cars, drink, eat, repeat. For half a day, you’re immersed in sensory overload, mingling with too many fascinating people, fascinating machines, overeating, and—watch yourself—possibly overdrinking. You might even wake up the next morning, bleary-eyed, realizing you accidentally wrote a check for a new Pagani, or lost your beach house in some kind of bet gone awry. Sit back and enjoy the following photos that highlight the best sights from this year's edition of The Quail brought to Monterey Car Week and Carmel Valley. The iconic balloon chef. As far as I know, he has no name, so I shall dub thee Chef Quailude (apologies for the dumb pun) Lamborghini unveiled the ferocious Fenomeno, which was rather phenomenal if too derivative of other past Lamborghinis and other contemporary supercars. Either way, I'm sure they'll make money on this 1-of-29 special. One of several tents where you'll find a buffet of all-you-can-eat cuisine and drinks if you don't have a check liver light on The single largest gathering of Ferrari F50s maybe ever?

A look at some of The Road Beat's favorite pictures taken at the 2025 Monterey Motorsports Reunion A pair of 997-generation 911 GT3s race across turn 1 at WeatherTech Raceway Laguna Seca Words and pictures by Mitchell Weitzman A Monterey Car Week special by The Road Beat Just as so many look forward to Christmas or the Super Bowl each year, nothing comes close to the excitment of Monterey Car Week. More popular than ever, and with a widening reach that seems to have no bounds, an escape to the racetrack is a welcome diversion away from the traffic and TikTok kids in the streets. I've always loved the historic races and the chance of getting to see prized race cars take back to their natural habitat, but it's now becoming a weekend highlight with the growing collection of cars descending the Corkscrew. Tickets for entry are still among the most affordable during all of Car Week, and no special passes are required for full access to the paddock where you can walk up to just about any car racing on track as well as talk with drivers and crew members. A special addition included a celebration of the IROC (Internatioal Race of Champions) racing series, with drivers like Jeff Gordon, Jenson Button, Mark Martin, and more climbing behind the wheels of IROC Pontiac Firebirds and more. With Formula 1 reaching 75 years of existence, a huge display of F1 cars from the past and present were on display, from the conquering Maserati 250F to last year's McLaren MCL-24. An ex-Niki Lauda McLaren MP4/2 and a former Nigel Mansell-piloted Williams FW11 also did demonstration laps, with Zak Brown and Takuma Sato behind the wheels respectively. My absolute favorite part? The 'mini-enduro' GT race to bookend the weekend, with sports from the early 2000s and 2010s taking part. Think 997-generation Porsche 911 GT3 RSR and Cups, BMW M3 GT2, the screaming V12-powered Aston Martin V12 Vantage GT3 - you get the idea. A time when all race cars were nautrally-aspirated, the sound of wailing flat sixes and V8s brought the Laguna Seca hills to life and reminded us just how good we used to have it. As a recent attendee of the IMSA race at Laguna Seca, where most of the field is turbocharged and quieter, nothing beats the sounds of the past. The Monterey Motorsports Reunion will return next year once again, and I can only hope the late model GT cars return as well.

A bland crossover SUV, the luxurious Lexus RX is perfect for those who seek careful transportation 2025 Lexus RX 350h review by The Road Beat Words and pictures: Mitchell Weitzman Competency does not always equate to character. Of course, character is entirely subjective, as is the case with the dreamy Mr. Darcy—a classic, swoon-worthy romantic interest, but I doubt he could tell a good joke. The Lexus RX dates back nearly three decades, and while the 2025 RX 350h sees no changes from last year’s model, it continues to show its strengths through its well-rounded and competent nature as a luxury vehicle. If you’re looking for solid, cosseting transport in a crossover, you’re in luck. But if you’re craving character, you’ll want to widen your search. Picks You’ll likely notice the singular lowercase “h” tacked onto the name, signaling this Lexus is a hybrid. Under the hood lies a 2.5-liter four-cylinder paired with two small electric motors, delivering a combined 246 horsepower. Unlike some cheaper Toyota hybrids, like the Corolla, this four-banger produces smoother pulses and sounds. The real treat is how seamless the hybrid system feels, especially when transitioning from fully electric at parking-lot speeds to combined combustion and electrons while coasting. Observed gas mileage hit 34 MPG during a week of mixed driving—an excellent metric that bests countless smaller cars by a wide margin. At first, the RX’s sheet metal wasn’t my cup of Austen tea, but a year on, the sharp bodywork has grown on me. The bit of body that waterfalls into the grille still feels odd, but this is a perfectly fine-looking car—and a fine-looking Lexus. The sharp creases play especially well with darker colors. Lexus has fooled me before, and it’s no surprise that the NuLuxe seating surfaces outshine real leather in cheaper applications. I genuinely thought these were cowhide, but the spec sheet doesn’t lie. Though the RX shares a lot mechanically with lesser Toyota models like the Highlander, it comes across as a ground-up Lexus, and it shows inside with a myriad of thoughtfully soft, comforting materials that exude assured solidity. Controls feel confident, and the RX nails its luxury vehicle mission. It’s also whisper-quiet on the road, paired with a cushioned yet controlled ride on most surfaces. Space is plentiful for most, with rear seats that are decently comfortable and offer ample legroom. Cargo volume takes a hit due to the sloping roof and liftgate design, but you still get nearly 30 cubic feet of storage in the back. It’s less than a RAV4, but the tradeoff is a perfectly serviceable back seat for family, friends—and your Dalmatian. Nicks No new vehicle is perfect, and even if the above compliments check your boxes, some negatives keep the RX 350h from earning a glowing review in The Road Beat . Despite the economical four-cylinder hybrid, it often feels overstressed, struggling to motivate this much mass with just 246 horsepower. You’ll need plenty of revs for forward progress, and outright acceleration is noticeably absent. This is the base hybrid engine for the RX, and it’s worth avoiding for this reason alone, as it lacks the performance of modern alternatives. Sure, it’s a better four-cylinder than past Toyota and Lexus offerings, but it’s still a weak contender when you mash the pedal. I like the interior push-button door releases, but the exterior handles are pointlessly bulbous and clunky despite being fixed in place. Instead of pulling like a normal door handle, they sense your hand to unlock electronically. It never feels intuitive, and if Lexus is ditching traditional handles, they should make them sleek and retractable rather than tacking on these oversized grab bars that scream gimmicky, early-2000s futurism. Comfort scores high, but the RX drives like a Regency-era carriage on a racetrack. The steering is decent, but there’s no verve or eagerness in any direction. The ride can falter on rough roads, with excessive oscillation from the dampers grappling with the hybrid system’s added weight. The real letdown comes when you turn the wheel into a corner a bit quicker than planned. Where rivals bite and bolt through turns, the RX takes a lazy approach, suffering from body roll and tire protests at even modest speeds. Handling gets sloppy through a sequence of bends, and a glance at the Monroney reveals the F Sport package does nothing for the chassis—just spruces up the visuals. Competitors like Genesis or Acura can be fun to drive, but the RX disappoints on challenging roads. Missing character This is a nice car, but sometimes a nice car could use a dash of vice in its persona. You’re left with a luxurious, comfortable crossover that’s—let’s be honest—pretty boring. If you want transportation that lets you quietly turn your brain off from A to B, it’s great. But I like my cars with an edge. With how much time we spend driving, it should at least be fun. The fuel economy is stellar and will win over many on that merit alone, but if you want a luxurious crossover that’s also a blast to drive, you’d do best to look elsewhere. 2025 Lexus RX 350h AWD As-tested price: $60,230 2025 Lexus RX 350h Basic Specifications Powertrain : 2.5-liter inline 4-cylinder gasoline engine + two electric motors (hybrid) Total system output: 246 horsepower Torque: 233 lb-ft Transmission: Continuously Variable Transmission (CVT) Drivetrain: All-wheel drive (AWD) Fuel Economy : 37 MPG city 34 MPG highway 36 MPG combined Performance : 0-60 mph: ~7.4 seconds Dimensions : Wheelbase: 112.2 inches Length: ~192.5 inches Width: ~75.6 inches Height: ~67.3 inches Curb Weight: ~4,133 lbs Interior Space : Passenger Capacity: 5 Front Headroom: 39.5 inches Front Legroom: 41.1 inches Second-Row Headroom: 38.6 inches Second-Row Legroom: 37.4 inches Cargo Volume (behind rear seats): 29.6 cubic feet Maximum Cargo Volume: 46.2 cubic feet Infotainment and Technology : Standard Display: 9.8-inch touchscreen (14-inch available) Connectivity: Wireless Apple CarPlay, Android Auto, Amazon Alexa Audio: 12-speaker Lexus premium sound system (Mark Levinson® option available) Additional Features: Cloud Navigation, Intelligent Assistant, Safety Connect (up to 10-year trial), Wi-Fi Connect (up to 30-day/3GB trial) Safety Features : Lexus Safety System+ 3.0 (Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Dynamic Radar Cruise Control) Blind-spot monitors, automatic emergency braking with cyclist/pedestrian detection Available: Surround-view camera, Advanced Park, Traffic Jam Assist Starting MSRP : ~$52,775 (including destination charge, varies by trim) Warranty : Bumper-to-bumper: 4 years/50,000 miles Powertrain: 6 years/70,000 miles Thank you for reading The Road Beat's 2025 Lexus RX 350h review. All images by Mitchell Weitzman and mitchellweitzmanphoto.com . Please subscribe for more new vehicle reviews and image galleries.

The top Tacoma is back. For a price. 2025 Toyota Tacoma TRD Pro review by The Road Beat Words and pictures: Mitchell Weitzman Term limits are a hot topic among modern politics. Despite calls for finite limits to how long a senator can serve, we ought to really be talking about Toyota and their treatment of their trucks over the years. The last Tacoma remained in office for over 20 years. Same for the 4Runner. Graciously, Toyota did finally throw in the towel to reinvent an all-new model, which has been well-received by the majority of the motoring press, including myself. But the one that arguably matters most is how their new flagship fares as an icon for both the model and brand. And it better be good, because this exact Tacoma costs $67,125. Picks I admit I was lukewarm when the new Tacoma was first shown in pictures. Seeing one in person for the first time didn't help either, but slowly, as the doctored-up TRD Sport and Off-Road models arrived, the looks began to grow on me with their squared-off and aggressive stance. Still, next to the TRD Pro, those lesser editions look timid and underwhelming as the Pro looks absolutely mighty. Wider, taller, wearing bigger tires, and all sorts of attitude-adjusting accessories make this look ready to make the trek to Dakar. By the way, the color is literally called "Mudbath," and it's highly recommended. Next to impress is the expectedly wonderful suspension and off-road kit. After sampling a TRD Off-Road model on dirt and washboard roads, I couldn't think how it could be topped, but the Pro delivers with increased compliancy and composure. Ground clearance also grows to allow easier time gliding over whatever rocks and obstacles you're pummeling. Lots of tech is integrated to make off-roading even easier, but with the mechanical aptitude, they're largely unnecessary except maybe for a novice still learning the ropes. Yet, that's not the highlight feature of the TRD Pro's chassis, with that honor belonging to how well it drives on paved roads. The last Tacoma I tested was overtly stiff in daily driving, bouncing passengers around badly enough to mistake it for a heavy-duty diesel pickup. The ride here is still firm, but it's now far more tolerable and comfortable across a wide variety of roads. Handling doesn't take a noticeable dip either, and while there is body roll and understeer, you can confidently throw this Tacoma into curvy backroads at a surprising enough pace to make passengers car sick if you wanted. Nicks Well, it starts with the price, because at nearly $70,000, this is one expensive Tacoma—let alone Toyota. It's also even more expensive by a good chunk than some of GMC's flagship Canyon AT4X models and/or the Colorado ZR2. And for that kind of dough for such a specialized tool with the name Tacoma, it's just frankly not worth it. As a reminder, the Tacoma TRD Pro just a year earlier topped out below $60,000. While the cabin is nicer for a Tacoma, it's definitely not worthy of the asking price. Plus, there are some real cheap points inside, like the red center stripe on the steering wheel being completely uneven, interior door grab handles that flex outward at each pull, flimsy 4WD rotary selector switches that feels like a toy, and there's the classic sagging glovebox. For a Toyota, I would expect better quality standards. There are also some silly shock absorbers built into the back of the front seats which do very little for comfort, yet destroy legroom in an already cramped back seat. The front seats are at least supportive, but the bottom thigh bolsters are so prominent that they make getting in difficult. Even with my modest 5'10" frame, I had to crane my neck to avoid bonking my head on the door frame due to having to climb over the lower bolster. Another issue with the seats themselves is the adjuster for the back rest becomes totally blocked by the seatbelt once fastened, making it nearly impossible to recline or straighten the seat once in motion. As with most other modern Toyotas, there are a host of safety systems on by default, and they are often more intrusive than helpful. Take for example the lane departure warning and intervention that tugs at the wheel so early that it becomes unsettling, often feeling like the truck is trying to steer away from you—especially when exiting lanes or merging via onramps. The overhead cameras are crisp and helpful, but they turn on automatically each time you come to a stop—even at a signal or stop sign—and take over the whole screen. You can disable this, but then it won’t turn on automatically like you might want it to when approaching a tight parking situation; The sensitivity and proximity trigger is way too compromised. Unfortunately, all Tacoma TRD Pros come standard with Toyota’s new so-called i-FORCE MAX hybrid engine setup, adding to the bloated cost. On paper, things sound great, bringing an uptick in horsepower to 326 and torque swelling to a colossal 465 lb-ft. But with that electric assist comes the penalty of weight, and that comes out to about 5,400 pounds as reported by Car and Driver when filled with fuel at the curb. For comparison’s sake, the old Tacoma TRD Pro weighed nearly 1,000 pounds less. That's also about 700 pounds extra compared to the non-hybrid TRD Off-Road I last tested via verified independent weighing. With all that extra poundage, 0–60 MPH takes longer than regular Tacomas, needing 7.7 seconds versus seven flat. Even though it's a hybrid, fuel mileage also has not improved, drinking gas at a rate of 18.5 miles per gallon in varied and representative mixed driving. The old V6 engines in Tacomas were total dogs, but the top hybrid MAX engines disappoint for outright power. At least the engine is smooth for a four-cylinder and delivers decent and consistent acceleration in regular driving. There were some hiccups leaving stops at times, but it's a typically decently optimized hybrid when it comes to transparency. I also don't like the electrically folding and closing tailgate, which for a truck like a Tacoma, is pointless and entirely unnecessary. It's choices like this that added wasted cost and weight to what should be a simple and affordable truck. Overdone and overpriced For a flagship model, this latest Tacoma TRD Pro is a disappointment, especially when you see the shocking price tag. For that kind of money, there are a world of other options, and even though I like the softer ride of the Pro's suspension setup, this is a truck that simply can't justify its cost—made worse by a needlessly complex and heavy hybrid system as the only choice. Yank that and the batteries out, put in the simpler and lighter standard engine, and you'd shave off hundreds of pounds. The suspension would also improve from not having to support all that extra mass. With Tacomas increasing massively in retail price across the board, they are no longer the value choice by any means. Instead, Toyota seems intent on cementing the Tacoma’s place as midsize pickup royalty—but at a cost that’s hard to swallow as former customers are now priced out of consideration. The Pro looks phenomenal, but for every step forward, it takes a step back. Be sure to have a Xanax ready when you see the final out-the-door price at your local dealer. 2025 Toyota Tacoma TRD Pro Price as-tested: $67,125 Pros: Evocative shape and presence; off-road superiority Cons: It costs what?? Hybrid is heavy, slower, and only 19 MPG. More images of the 2025 Toyota Tacoma TRD Pro. Powertrain & Performance Engine: 2.4-liter turbocharged inline-4 with electric motor (i-FORCE MAX hybrid) 326 Horsepower 465 lbs-ft Transmission: 8-speed automatic Drivetrain: part-time 4WD Dimensions Overall Length: 214 inches Width (without mirrors): 80 inches Height: 76inches Wheelbase: 132 inches Bed Length: 60 (short bed) Weight & Capacity Curb Weight: Approximately 5,400 pounds Payload Capacity: ~1,680 pounds Maximum Towing Capacity: 6,000 pounds Towing & Off-Road Ground Clearance: 11.5 inches Approach Angle: 35.7 degrees Breakover Angle: 24.6 degrees Departure Angle: 25.3 degrees Fuel Economy & Tank Fuel Tank Capacity: 18.2 gallons EPA Estimated Fuel Economy: 22 mpg city / 24 mpg highway / 23 mpg combined Real world MPG: 19 Suspension & Wheels Suspension: TRD-tuned FOX adjustable shocks with remote reservoirs Wheels: 18-inch alloy wheels Tires: 33-inch Goodyear Territory R/T (265/70R18) Interior & Features Seating: 5-passenger capacity (Double Cab) Front Seats: IsoDynamic performance seats with air-over-oil dampers Safety: Toyota Safety Sense 3.0 (includes lane tracing, adaptive cruise control, pre-collision system, etc.)

The Accord Hybrid continues to show why it's the best everyday sedan for all 2025 Honda Accord Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman Certain consumer goods are common because they're cheap, others by virtue. In the case of Honda's current and 11th -generation Accord, you can fortunately have both of these traits. Okay, maybe this Honda isn't exactly cheap anymore at nearly $40,000, but it's still reasonably affordable and still below the average new car price of $50,000. Honda has rarely made a “bad” Accord, if ever, and the latest continues to show why it’s the best in brand history—and maybe the best all-around midsize sedan you can buy today. Picks When it comes to an outright and overall package, Honda has nailed it with this Accord, combining an aptitude in all the basic areas that really matter. For example, there's a remarkable hybridized four-cylinder engine that (mostly) goes without the buzz and annoying racket that similar Toyotas like to emit. Fuel economy is strong, too—averaging 38 MPG overall with lots of hill-laden highway use. When transitioning from temporary electric power to combustion, there are zero hiccups or signs of interruption. Acceleration isn’t thrilling, but with 204 horsepower, it’s easily more than adequate for everyday use. Handling is tight and satisfying to throw around in the bends—a quality most moderate, affordable sedans simply lack. The steering itself is accurate and precise, and is more reminiscent of a sports car than an economical Honda. And despite having such a buttoned-down complexion in turns, the ride quality is refined and comfortable—even on my battered neighborhood roads. The interior impresses with tasteful trimmings and quality materials, making it feel like one of the nicest cabins Honda has ever made. The top Touring model pushes things further, but even this midrange Sport L model does not pull punches with its leather-trimmed seats. This isn't a luxury car by any stretch of the imagination, but the step up in refinement over past Accords is noticeable and highly appreciated. Buttons and switches are all easy to operate and logically placed. More good news: the rear seat is extremely spacious, as is the trunk—easily accommodating adults and all their luggage, even if they’re chronic over-packers. I also happen to think it's a rather nice-looking car, too, with an understated simplicity that's helped by the bold blue paint. Don’t be boring—this car pops in a good hue like red or blue. Nicks Maybe it's user error in the settings somewhere or with driver profiles, but the driver's seat never went back to the last position even after saving it. Each time I drove, I needed to click the number 1 button to get back to where I was rather than just remembering where I sat sometimes just even a couple minutes prior. Safety systems in cars continue to regress, and Honda follows this trend with steering intervention that’s too aggressive—even on the highway. You also get annoying BRAKE warnings in bold on the dash during normal driving in traffic or around town despite no actual threat, which can quickly become tiresome. I found the radar cruise control to be a nuisance too—braking too harshly when a car ahead is still far away, or even when that vehicle is exiting the freeway. The system simply just isn’t smart enough. A terrific everyday car Somehow, by being to the point, I still wrote more than envisioned—and maybe that's a good thing because it shows how much I care about the Honda Accord Hybrid. Even after spending two weeks with it—twice the duration of a typical vehicle test—I liked coming back to it each and every time. It makes daily driving effortless yet avoids being dull, thanks to engaging dynamics and responsive steering. So many cars are dreadfully uninspired to drive, but Honda proves that it doesn't take much to make the mundane just a little more fun. As for rivals, the most obvious is the Toyota Camry. While Toyota's offering was just updated with several improvements including a standard hybrid powertrain, it lacks the charming character and quality of the Accord. 2025 Honda Accord Hybrid Sport L Price as-tested: $36,925 Pros: Excellent driving dynamics; great economy Cons: Some electronic annoyances 2025 Honda Accord Hybrid Sport-L – Basic Specifications Engine: 2.0L Atkinson-cycle inline-4 + dual electric motors Total System Horsepower: 204 hp Transmission: Electronic Continuously Variable Transmission Drivetrain: Front-Wheel Drive Fuel Economy (EPA): 46 mpg city / 41 mpg highway / 44 mpg combined Real world economy: 38 MPG Brakes: 4-wheel disc with regenerative braking Suspension: MacPherson strut (front) / Multi-link (rear) Steering: Electric power-assisted Exterior Features LED headlights and taillights Smart Entry with Walk Away Auto Lock® 19-inch alloy wheels Interior Features Leather-trimmed seats 10-way power driver’s seat with memory 4-way power passenger seat Heated front seats 12.3-inch touchscreen Wireless Apple CarPlay® and Android Auto™ 8-speaker audio system Dual-zone automatic climate control Push-button start Ambient LED interior lighting Safety & Driver Assistance Honda Sensing® safety suite Adaptive Cruise Control w/ Low-Speed Follow Lane Keeping Assist System Collision Mitigation Braking System Road Departure Mitigation Traffic Sign Recognition Blind Spot Information System Rear Cross Traffic Monitor Traffic Jam Assist Dimensions & Capacities Seating Capacity: 5 passengers Trunk Volume: 16.7 cubic feet Curb Weight: Approx. 3,500 lbs Fuel Tank Capacity: 12.8 gallons Thank you for reading The Road Beat's 2025 Honda Accord Hybrid review. Please subscribe for more reviews and images of the altest new cars and trucks. New reviews are published weekly.

The new 4Runner is finally here 2025 Toyota 4Runner Limited review by The Road Beat Words and pictures: Mitchell Weitzman Granted, this example is not the most ideal 4Runner available—perhaps the most uncharacteristically sedated 4Runner available—but the latest and long-awaited upgrade falls flat. New in nearly every possible way, there are areas where it is leaps and bounds better than its geriatric forebear. Yet in its quest to be a more appealing everyday SUV option, there is no standout greatness to be found here in this Limited trim at least. For now, a more representative evaluation of a proper TRD or Trailhunter model will have to wait. Picks A fundamental issue with the 4Runner is that even its best parts are all somewhat relative. While better than any 4Runner before it in many areas, this Limited isn’t aimed at the off-roading crowd, which means it's not the most traditionally accurate portrayal. As a result, if drivers of a 4Runner Limited have no off-roading aptitude, then it should be compared to modern contemporary crossovers like the Kia Telluride or Toyota’s own Grand Highlander rather than a hardcore brute. Take these plus points with a grain of faulted salt is what I'm saying. That said, if you’re coming from a previous 4Runner or another older Toyota SUV, you’ll think the new 4Runner is an absolute delight inside. With its leather-trimmed interior dressed in a rich shade of saddle brown, a large central screen, and modern, crisp cameras all around, you might think this is a luxurious SUV— for a 4Runner . There’s also good news out back, with the return of the beloved downward-sliding rear window. Under the hood is a turbocharged four-cylinder engine, also found in the new Tacoma. This 270-horsepower unit packs a newfound wallop and energy when accelerating. Torque is 317 an available all from under 2,000 RPM. An eight-speed automatic replaces the ancient five-speed, and with a strong midrange, the responsive transmission does well to keep you in the meat of the powerband at all times. It’s not a rocket ship, but 0–60 MPH takes a hasty enough seven seconds flat, and at no point does the 4Runner feel like a turd, which it certainly did before. Towing is an impressive 6,000 pounds, owing thanks to its robust chassis architecture. I like the steering, too. It combines decent weight with accuracy that makes for easy, relaxing driving on longer hauls. This also allows for a level of precision never before found in a 4Runner on winding country roads. The modern lateral grip is now in line with other SUVs, helped by a predictable balance to the handling that means you can easily make up lost time in the twisties. Compared to something like a Jeep Wrangler, the 4Runner is a Lotus Elise in the corners. It’s also more economical than previous 4Runners—but more on that later. Both a newcomer and rival is the Honda Passport Trailsport, which has also been redone for the new model year with a bold new look that gives Defender vibes. Fortunately for the Toyota, and unfortunately for the Honda, the latest Passport Trailsport falls apart in the engine department, lacking any flexibility and guzzling gas to the tune of just 18 MPG. Further, it also has horrendous throttle response when leaving a stop. While a struggle to pull away cleanly and smoothly, it was when I hopped back into a 4Runner for a drive that revealed just how intuitive the Toyota felt to just breathe on the throttle and just go, and go smoothly and swiftly at that. Nicks Now for the drawbacks—ones that aren’t relative to past 4Runners, but are direct strikes when competitors in today’s crowded SUV market are considered. The interior may be nice for a 4Runner , but this Limited falls below the standard set by similarly priced SUVs like the Kia Telluride or Mazda CX-90 in material quality. On top of that, there’s a disaster-class clash of textures and finishes inside, including fake rivets on the volume knob, weird geometric patterns, a poor impression of carbon fiber, and even more contradicting materials surrounding the knobs. It feels like a design-by-committee gone rogue—“Let’s just do them all.” Even the tailgate features another texture catastrophe that is outright distasteful. For an SUV measuring 195 inches long, rear legroom is shockingly unimpressive—no better than a RAV4’s—and the rear seats themselves are flat and uncomfortably firm. On a recent two-hour drive to Livermore with two adults in the back seat, we stopped after only an hour when both rear passengers complained about how awful the seats were. It’s more of a crappy park bench, really. Compounding the comfort issue is a ride quality that’s abysmal by modern standards, jiggling at a high frequency on even slightly rippled roads. If you get car sick easily, this is not the vehicle for you, and my friend just about nearly did. Yes, the stiffness might be a tradeoff for its 6,000-pound towing capacity, but some American SUVs can tow nearly double that while riding like magic carpets by comparison. You might also assume it’s a tradeoff for off-road prowess—but this Limited isn’t even the off-road model. It’s supposed to be the luxury one, yet it rides like a jackhammer over imperfect pavement. Up front, you'll find there are over nine inches of ground clearance, but it’s completely neutered by a low-hanging front air dam that will easily crunch on modest rocks and dips. This can also be explained by the terrible 18-degree approach angle rating, which is less than a RAV4. Another issue I’ve noticed in the latest Toyotas: overzealous safety systems. Often tugging at the steering wheel before necessary or when it's plainly not needed, they seem to be regressing and are too intervening. On one drive home in particular, while passing a U-Haul on a sweeping freeway bend, I ended up fighting the 4Runner to keep it from steering into the truck. For whatever reason, it applied hard rightward steering input despite me being centered in my own lane. It wanted to trade some paint NASCAR-style. I said earlier that the engine is leagues more powerful and usable than before, but does that really matter when it's now a grouchy and unpleasant-sounding and coarse four-cylinder? Worse yet, I averaged a dismal 20 MPG in tame daily driving, and only 21 MPG on that highway-exclusive Livermore route that also featured zero traffic. I'm sorry, but isn't downsizing supposed to mean good economy and not simply better? V6 engines can easily get the same or better mileage than this 4Runner, so what on earth is the point of this thrashy four-cylinder in such a big car? While the new engine is undoubtedly more powerful and usable than before, does that even matter when it’s a grouchy and unpleasantly coarse four-cylinder? Despite the engine downsizing, I averaged a disappointing 20 MPG in tame daily driving, and only 21 MPG on a highway-exclusive Livermore route with zero traffic. Plenty of V6s can match or exceed this mileage—so what’s the point of a thrashy four-cylinder in such a big SUV then? Better options for mall crawling There’s no shortage of alternatives to the 4Runner Limited, and besides, if you’re considering this trim, odds are you’re not all that concerned with off-roading anyway. So if you’re shopping for a cushy, family-friendly SUV, you’ll find a myriad of better options right now. Toyota’s own Highlander and Grand Highlander offer more space, better comfort, and don’t make you nauseous on bad roads. Plus, they’re available with economical hybrid powertrains if you're concerned with mileage. The standouts of the segment? The gorgeous Kia Telluride and the elegant Mazda CX-90. Both offer far more luxury, improved dynamics, and better all-around refinement. Then again, they don't have the same cool-cache as the name 4Runner carries. There is also a hybrid 4Runner now, called the i-Force MAX, but that doesn't actually seem to improve economy after trying the engine in a Tacoma. The one rival that falls short to the new 4Runner is the previously mentioned Honda Passport Trailsport, which while has legit off-road ability, suffers in the engine and drivability departments. The Limited trim tested here may very well be the worst of the 4Runner lineup. With a price tag creeping toward $60,000 and no real off-road credibility to redeem it, it’s the unfortunate sheep of the family. After a week and using it just as a normal vehicle like prospective buyers would, I found it excels at nothing and falls short in far too many ways. I can only hope to test a more traditional, rugged 4Runner next—preferably off-road, where it naturally belongs (once you remove that stupid front air dam). 2025 Toyota 4Runner Limited Price as-tested: $58,850 Pros: Powerful new engine; Vastly improved handling Cons: Poor back seat; Still poor economy 2025 Toyota 4Runner Limited basic specifications Powertrain & Performance Engine: 2.4-liter turbocharged inline‑4 Horsepower: 278 hp @ 6,000 rpm Torque: 317 lb-ft @ 1,700 rpm Transmission: 8‑speed automatic Drivetrain: Full‑time 4WD Towing Capacity: 6,000 lbs Real world MPG: 20 Fuel Tank Capacity: 19 gallons Dimensions & Weight Overall Length: 195 inches Width: 78 inches Height: 73 inches Wheelbase: 112 inches Ground Clearance: 9 inches Curb Weight: Approx. 5,000 lbs Interior & Seating Seating Capacity: 5 (optional third row on non-hybrid models) Cargo Volume (behind 2nd row): 48 cu ft Wheels, Suspension & Exterior Wheels / Tires: 20″ alloy wheels with P265/55R20 tires Suspension Setup: Independent front, live rear axle with coil springs; adaptive variable suspension (AVS) standard Infotainment & Connectivity Display: 14‑inch touchscreen multimedia system Audio: Premium JBL 14-speaker system with removable Bluetooth speaker Connectivity: Wireless Apple CarPlay and Android Auto, wireless charging pad, USB‑C ports, hands-free power liftgate Safety & Driver Assistance Safety Suite: Toyota Safety Sense 3.0 (adaptive cruise control, lane tracing assist, proactive driving assist, emergency braking, lane departure alert, road sign assist) Cameras & Sensors: Surround-view camera, front/rear parking sensors, backup camera with washer, auto brake assist Airbags: 8 total (including driver/passenger knee airbags and full-curtain coverage) Warranty Warranty: 3 years / 36,000 miles basic; 5 years / 60,000 miles powertrain

Little known to man is more fun than an MX-5 Miata, a stick shift, and an open road 2025 Mazda MX-5 Miata RF review by The Road Beat Words and pictures: Mitchell Weitzman My last dance with a Miata did not go very well, but this routine proved a much more passionate affair thanks to the inclusion of Mazda's excellent six-speed manual gearbox. I've wrung and rung this sentiment repeatedly now, but if you're willing to put up with the comfort and space compromises of a Miata, you might as well go all-in and choose the manual. An automatic should simply not be allowed here. Instead of being a tiring and inconvenient form of transportation, the stick unlocks it—and your destiny—and makes you feel like a hero on every drive. Picks Despite nearly 10 years on the market already, the ND Miata is still a highly attractive and sharp-looking sports car. The RF version and its folding-roof design adds neat buttresses to the rear deck that blend beautifully with the sculpted body language. Roof on or roof off, this is a good-looking car that is proving to be an absolute future classic in the visual department, not to mention the prettiest Miata in its model history. Boasting the distinction of the Grand Touring trim, this is the nicest Miata you can buy right now when it comes to outright quality. Soft padding around the cabin and leather seats bring a dose of relative luxury, elevating the MX-5 beyond being just a cheap bag of rattling bolts. Interior refinement is simply unmatched by any version of Toyota's latest GR86, for example. Power has been added to the ND-series of MX-5, and with the ND3, horsepower is now 181 hp on manual transmission cars (slightly less on automatics), and with a redline stretching to a fun 7,500 RPM. Thanks to short gearing from the six-speed and a sub-2,500-pound curb weight, the Miata feels urgent in any of the first four gears, even from 3,000 RPM. Second and third gear from 4,000 RPM is absolutely lively, and there’s a newfound pull to the redline that the earliest ND models were missing. Get the launch right, and 0–60 MPH takes a smidge under six seconds flat—a velocity that could never have been dreamed of when the car launched 35 years ago (those early NA Miatas took nearly 10 seconds for the same benchmark). Better still, I averaged a stupendous 31.8 MPG overall. Suspension tuning has also evolved to justify the new ND3 dubbing, and this most recent tester benefits from the improvements—some of which are reserved exclusively for manual-equipped cars (yet another reason to skip the tepid automatic). With new spring rates and damper valving, an effective limited-slip differential, and sharper, more direct steering, this is a treat to hoon and carve asphalt with. Gone is the slight hesitancy at initial steering input, replaced with an immediacy that helps give the gift of turning via telepathy. A short wheelbase also aids in characteristically swift direction changes without feeling nervous. Mechanical grip is low overall thanks to the modest 205-section tires, but that's totally fine by me, as it's well-matched to the available power. This also allows you to explore and experience its limits at increasingly sensible speeds—unlike the latest supercars, which don’t break a sweat until you're doubling posted speed limits. There's also noticeable body roll, but it actually improves feedback and confidence by letting you lean on each corner of the car and feel distinctly what’s happening around you. Front-end grip is nonetheless still strong, but really toss it into slower, technical sections and understeer can happen. Luckily, it’s easy and fun to combat.;A little patience and throttle lift regains control—or even rotates the rear for a dab of 'oppo during a slide. The results of all the minor changes together culminate in an improved sports car experience, boosting confidence and fun above all else rather than just outright pace. With a car that's now more hooked up to the road and your senses than ever, this is the best driving Miata I can remember. But that isn't even the best part of the car. The real treat is when everything is tied together by the brilliant six-speed manual transmission. For a lightweight, low-power car, clutch effort is unexpectedly high, signaling its intent for serious drivers through its added interaction. It can be a bit springy on takeoff, so there’s an adjustment curve, but my god, the way your right hand can so intuitively snick and click through the gears ought to be studied by physicists or, at the very least, preserved in a museum. Now, it’s not the best manual I’ve ever driven—that honor still goes to the Honda Civic Type R for its quintessential rifle-bolt mimicry—but the Miata gearbox is such a joy to use that you find yourself upshifting and downshifting just for the hell of it, a reminder of what can make driving so damn fun. It’s also incredibly easy to heel-and-toe on downshifts, with proper pedal spacing and a quick throttle response that makes rev-matching seamless. This is a great—no, amazing—transmission, and it's the real heart and soul of the Miata. For that reason alone, the automatic shouldn’t even be allowed, let alone offered. I also love that the transmission is at its best under high-load conditions, like wide-open-throttle redline upshifts. The revs don’t hang too long, and the clutch disengages smoothly and snaps you right back into the power. Orchestral is what I'd call that. The subtle presence of tranny whine under acceleration is also a treat, reminiscent of straight-cut gears in race cars. Nicks People truly considering an accurate representation of the MX-5 likely won't care much about the negatives I’m about to list, but they do exist. And there’s no escaping the fact that Miatas are compromised in their pursuit and ideology of creating a lightweight and uncompromising sports car. When you're on a great back road, none of this matters—but when just commuting on the freeway or running errands, you remember this is a car meant for transportation, too. Even with the electrically folding roof in place, this is a noisy car at freeway speeds. Flip the roof away—which can only be done when either stopped or moving forward so slowly you might as well be stopped (not while reversing, though)—and this RF does not give the same convertible experience as the traditional ragtop. All you really get is turbulence and noise. The height of the windshield keeps air passing overhead from actually touching or rustling through your hair joyously. Over 60 MPH with the roof panel tucked away, and you’ll find yourself cranking the radio volume at least halfway to max just to hear your tunes, and that's with the upgraded Bose stereo this Grand Touring has. The RF design also traps wind right near your outside ear, and there’s simply so much overall buffeting that you get the worst parts of a convertible, but without any of the good. Without a glovebox under the dash and only an awkward cubby between the seats that requires a solid vinyasa yoga movement to open, this is not a practical car in any sense of the word. The trunk is decent enough, but inside the cabin there’s barely space for a pair of sunglasses nor even a canister of my favorite Mentos gum. The center display also has noticeable lag when operating, much like a deteriorating iPhone. Despite the fun body roll that aids connection and allows for sports car sensations at reasonable speeds, the ride quality is constantly bouncing and jiggling both you and your passenger. Soft suspension and a lightweight car ought to make for a comfortable and compliant ride—but that’s unfortunately not the case here. And lastly, the main deterrent for many will be the $40,000 asking price, which just seems like too much for a Mazda Miata. Luckily, the purist-oriented Club soft top can still be had for nearly 25% less. An incredible and authentic sports car at its core The bare bones that make up the foundation of the current ND3 MX-5 Miata are undeniably brilliant. A chassis that urges you to explore its limits, the engine is as powerful and involving as ever, and the gearshift is one of the finest available at any price. Because of the turbulent airflow and added weight and cost of the RF, the best version remains the more affordable ragtop, which also gives you true wind-in-your-hair fun while actually being quieter with the top down. Miatas would be meaningless to me without the manual, as I’ve shared in the past, and experiencing Mazda’s little gem of a sports car with a proper stick shift revitalizes my belief in the MX-5. 2025 Mazda MX-5 Miata RF Grand Touring As-tested price: est. $40,000 Pros: Unbelievably fun Cons: RF is not the one 2025 Mazda MX-5 Miata RF Grand Touring (Manual) – Key Specifications Engine: 2.0L SKYACTIV-G Inline-4 Horsepower: 181 hp @ 7,000 rpm Torque: 151 lb-ft @ 4,000 rpm Transmission: 6-speed manual Drivetrain: Rear-wheel drive (RWD) Curb Weight: Approximately 2.500 lbs 0–60 mph: about 6 seconds flat Top Speed: ~135 mph (estimated) Redline: 7,500 rpm Fuel Economy: 31.8 MPG real world Fuel Type: Regular unleaded (87 octane recommended) Suspension: Front: Double wishbone Rear: Multi-link Brakes: 4-wheel disc with ABS Steering: Electric power-assisted rack-and-pinion Wheels: 17-inch alloy wheels Tires: 205/45R17 Roof Type: Power-retractable hardtop (RF) Interior Trim: Leather-trimmed seats Infotainment: 8.8" center display Wireless Apple CarPlay & Android Auto Mazda Connect system Audio System: Bose® 9-speaker premium audio Climate Control: Automatic Driver Assistance (Grand Touring only): Adaptive Front-lighting System Traffic Sign Recognition Lane Departure Warning Blind Spot Monitoring Rear Cross Traffic Alert Thank you for reading The Road Beat's 2025 Mazda MX-5 Miata RF review. Please subscribe for more candid reviews and photos of the latest new cars.