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This luxury variant of the gargantuan Grand Highlander is even grander 2025 Lexus TX 350 F Sport AWD review by The Road Beat Words and pictures: Mitchell Weitzman Just when it seemed Lexus was downsizing their infamous snaggle-tooth grille design, Toyota debuts the Grand Highlander, with the inevitable Lexus version soon to follow. With an SUV boasting so much surface area as a starting point, maybe there really was no other way. Luckily, this looks less like the Predator chasing Arnold through the jungle and more like a piece of modern architecture. And I mean that in a nice way. But, more to the point, the new Lexus TX is a pretty excellent luxury vehicle when it comes to moving large quantities of people in comfort. Picks The positives all draw lineage and inspiration directly from the Toyota Grand Highlander, which are a plentiful starting point. Maximizing the vast 203-inch length and 116-inch wheelbase, this is about as spacious as an SUV can get. In fact, this is actually the biggest Lexus SUV available now, toppling the mighty flagship LX in terms of length and wheelbase, which makes for exceedingly spacious second- and third-row seats. Apart from a minivan — which many won't dare to be seen in for fear of not being comfortable with their masculinity — this is about as good as it gets for the space and comfort of large groups, adults included. Like Texas, everything really is bigger in the TX. Grand Highlander are already well-equipped, especially in top Platinum trim, but the TX takes it further with softer materials and typical Lexus solidity. All the usual bells and whistles that you can conjure are all prsent, but things are softer yet more prominent, with the controls and touch points all giving an extra level of confidence in operation. It's also even quieter. Turning the wheel won't set your life alight, but the TX has steady and confident steering and predictable reflexes that help make it an easy car to drive — on both the highway and on country roads. Better yet, the TX feels less Texas-sized on the move, shrinking itself down somewhat, which surprised me — probably due to the wide view out front. Even better for the luxury-leaning crowd, ride quality impresses across a variety of road surfaces with dampers suited to smoothing out rough roads. Nicks The number one detractor that might put off buyers? The looks — they’re simply not for everyone. Also, with a price creeping to nearly $70,000 for this mid-tier example, it's not much nicer inside compared to a $60,000 Grand Highlander Platinum Hybrid MAX, and that's before mentioning the Toyota's punchy powertrain that offers nearly 100 extra horsepower and better fuel economy — the Lexus' 275-horsepower unit returns only 22 miles per gallon overall. Pricing also encroaches on the GX 550, which might be a significantly smaller SUV, but it's inherently more desirable with its retro-cool looks, twin-turbo V6 engine, and off-roading ability. Even inside disappoints once you realize the seats here aren't actually real leather. They do a damn good of impersonating real cow hide, but that's a bummer at the price. Like most modern Lexus models, the F Sport badging is there mostly for design purposes rather than engineering. In fact, the window sticker does not mention any kind of chassis tweaks, but just the cosmetics including giant 22-inch wheels. Even on other Lexus models that do have some form of F Sport handling or suspension, it's never noticeable on public back roads. Too big and pricey to fit in Despite the overall accomplished nature of the TX 350, it simply has no real reason to exist. The Grand Highlander Hybrid MAX is a very close alternative and offers extra power for thousands less. Given how much better value the Grand Highlander is — and its stronger overall performance — paying extra for the Lexus TX 350 doesn’t make sense. The next step up would be a TX 500h, which very nearly reaches $80,000, and by that point, just remember you’re really buying a dressed-up Toyota that begins from $42,000. And once you're in that big money game, you cannot forget the superb Genesis GV80 or the Acura MDX, both of which offer a more engaging driving experience. 2025 Lexus TX 350 F Sport As-tested price: $69,430 Pros: Vast amounts of interior space Cons: Grand Highlander Hybrid Max is cheaper Lexus TX 350 F Sport extended photo gallery Lexus TX 350 F sport basic specifications Powertrain & Performance Engine: 2.4 L turbocharged inline‑4 Power: 275 hp @ 6,000 rpm Torque: 317 lb‑ft @ 1,700 rpm Transmission: 8‑speed automatic AWD 0–60 mph: 7.5 sec Fuel Efficiency & Capacity EPA fuel economy: 20 mpg city / 26 mpg highway / 23 mpg combined Road Beat real world MPG: 22 Fuel tank capacity: 17.8 gallons Dimensions & Weight Length: 203. in Width: 78 in Height: 70 in Wheelbase: 116 in Curb weight: about 4,700 lbs Cargo & Seating Seating capacity: 7 Cargo volume (behind 3rd row): 20 cu ft Cargo volume behind 2nd row: 57 cu ft Maximum cargo volume: 97 cu ft Towing & Ground Clearance Towing capacity: 5,000 lb Ground clearance: 8 in Exterior & Interior Features Exclusive F Sport front/rear styling and blacked‑out trim F Sport steering wheel and aluminum pedals 14‑inch infotainment screen with wireless Apple CarPlay/Android Auto NuLuxe heated/ventilated front seats Lexus Safety System+ 3.0 (adaptive cruise, lane keep assist, blind‑spot monitoring, optional remote park) Pricing (approximate) Base MSRP: About $64,000 As-tested price: $69,430 Thank you for reading The Road Beat's 2025 Lexus TX 350 review. 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The CX-70's existence is already questionable, and the PHEV only makes it worse 2025 Mazda CX-70 PHEV review by The Road Beat Words and pictures: Mitchell Weitzman Mazda has introduced a less practical variant of its excellent CX-90, dubbed the CX-70. Do not, however, mistake this for an all-new model, because for all intents and purposes, the CX-70 is a mechanical carbon copy of the CX-90. With only the most minor of visual differences and the lack of (useful) third-row seating, pricing between the two isn't any different, and besides being indistinguishable to most casual viewers, there is simply no reason to choose a CX-70, unless you enjoy life being less convenient. That's not to say the CX-70 is inherently terrible, it's just the equivalent of an unnecessary and pointless sequel. What truly hurts this specific CX-70 is the immature and poorly executed implementation and application of Mazda's dreary new plug-in hybrid system. Be aware that all negatives about the engine and hybrid system in particular also apply to the CX-90 PHEV that shares the exact same powertrain. In terms of outright and broad luxury, there are no competitors to Mazda in the same price space, as no other brand can match the quality of leather and controls in a mainstream cabin - The lush seats and upholstery covering the dash and door panels are a real highlight. From the moment you sit behind the wheel or in the passenger seat, you immediately become aware that this is a nicer car than any rival Toyota or Honda could ever hope. Yet, it's still not without hiccup or oversight, like the interior grab handles to close the doors for example, which have a large plastic seam you feel every time you shut a door. Or hollow and flimsy sounding exterior door handles that also are missing easy touch-sensitive locking and unlocking on the rear doors. And when you shut a rear door, even with a mild and completely normal force, you can hear the fuel door exterior rattle. Unfortunately, it's because of how relatively exquisite the rest of the main environment is that anything subpar happens to then stand out more; Once you set a standard, that standard is then expected consistently. The infotainment is still a weak point due to its positioning that makes it difficult to reach and operate as a touchscreen, of which it only works as a touchscreen when stopped, and anything above that, the click wheel must utilized. I don't mind the click wheel with its mechanical nature, but it's not entirely useful and suited for the ever-popular Apple CarPlay. Mazda also continues to sound nuclear alarms each time you start the car without your seatbelt on, ringing eight times verse the usual five, so be sure to have your belt fastened and the door closed before pressing ignition. Also of note is the gear knob that operates in an unintuitive ratchet-like manner, which does not inspire confidence. Mainly differentiating the CX-70 against its CX-90 sibling is its absence of a third set of seats in the rear. Instead we do get a massive cargo area, but not as vast as it could be with its high floor level (likely not helped by the hybrid power design either). And it's not like the CX-90's extra seats ruin space, as once they're folded flat, the volume is actually an identical 40 cubic feet. So then, why would you choose to have the same car with less seating? Even if you don't have kids, it's nice having the capability to hold more than four or five passengers in a car, like going places together in groups. I recently met a few friends for a trip in Carmel while testing a Honda Pilot, and it was very nice being able to take just one car places, especially in crowded areas where parking can be difficult and scarce. It just makes no sense that you would choose to make life less convenient for those times it would be valuable to have those third row of seats - just in case. And if you truly have no need for those additional chairs, then why have such a huge car in the first place? Save some money and space on a CX-50 instead, or bag a small even more luxurious car like a Genesis GV70. Where Mazda continues to nail it every single time is when it comes to driving dynamics, with weighted and assured steering connected to a chassis that responds to the most minute inputs for a full-size SUV. Direction changes are done without pause, and the AWD system ensures grip in the places needed during harder cornering, helping maintain a delightful neutrality for a big, everyday barge. Whereas other family cars are meant to be treated like and feel like appliances, Mazda continues to have some sense of soul and purpose, making their cars feel like, well, cars! Handling benefits do come somewhat at the expense of ride quality, being a little firmer in some scenarios, but it also never loses composure and reacts well on tougher and rougher undulating roads than others. Where this Mazda really hurts, though, is when it comes to the actually terrible plug-in hybrid powertrain. Other brands like Toyota and Honda produce consistently seamless hybrid systems after years of development. However, Mazda is new to this game and technology, and it certainly shows. Resultingly, this new PHEV is a clunking and jerky monstrosity at slow speed, suffering from a nervous anxiety exposed most prominently during transitions from electric to combustion. Hybrids are supposed to act invisibly; If you can't tell it's a hybrid, then that's a good hybrid. With this, however, it often feels like something is just plain wrong due to the lack of transparency and slow responses. Slow speeds reveal the most because, like crawling around in a parking lot or in traffic, you're constantly going from braking to coasting to throttle on repeat, and it's in those transitions where it falters and becomes annoying as you ask for throttle and are met first with hesitation and then an comfortable jerk as the combustion engine cycles in and out. Also disappointing is the loud mechanical whirring and wheezing emitted by the electric drive unit when in EV mode. The sound is not unlike the raw, unfiltered electrical noises made by prototype Le Mans Hypercar racers when they leave the pits in EV mode, but you do not want that sound in a luxurious and family everyday SUV; Here, it kind of just sounds like something is broken or simply not right. There were times when pulling into my driveway at a sharp angle that there was a loud grinding sound like a tire rubbing on a fender liner, and then a harsh jolt of sudden power to get up the slight hill, not unlike a teenager driving a stick shift for the first time. Further, while horsepower is higher on the PHEV, it feels significantly tamer and weaker during demanding acceleration, like when merging onto freeways, where it lacks the immediacy and pull of six pistons. Another demerit comes from the automatic transmission that upshifts woefully slow and without transparency, meaning you can feel and hear when this CX-70 plug-in shifts each time. Another way of putting is that the powertrain still feels like in its beta or development mode, released before the many kinks are ironed out. Yet, that's the not biggest blow to the PHEV model: there's no increase in gas mileage. Sacrificing a burly turbocharged inline-six for a inline-four hybrid should yield massive gains in efficiency, but unless you actually charge this thing (which many won't bother doing), there are zero net gains. My previous testing of a CX-70 six-cylinder yielded 23 MPG overall, and this PHEV returned just one extra at 24. Also worth noting is that I tested the former in the summer with the A/C cranked and this hybrid in the fall without neither A/C nor heat running. So yes, in the real world, there is actually no difference. That said, if you do plug your Mazda PHEV in to charge, you will see improved numbers, but I feel many won't want to bother with the inconvenience of charging just to get 30 miles of range out of its paltry 17.8 kWh battery. I'll say it again, there is nothing heinously wrong about the Mazda CX-70, except that the very idea of it doesn't make a whole lot of sense. Judged against its CX-90 stablemate, they literally cost the same, most won't be able to tell the difference in their looks, have the same cargo space, yet one has a usable extra set of seats when duty calls. So, go forth and get the great CX-90 instead, and the moment you do use those third seats, even if just once a year, you'll be thanking yourself. And be sure to skip this PHEV and go for the alluring and satisfying inline-six model. I'm not here riding a hate train of any kind, but rather to give you the honest and unfiltered truth about this car. Mazda has made a bad plug-in hybrid, a product that feels incomplete by all sense of the word. I really can't imagine how anyone within Mazda drove this car around town and thought, "Yep, this hybrid system is ready to go!" Two bits of advice: Only consider the CX-90, and make sure it has the inline-six. That car is so sweet I couldn't care less about the tinny door handles. 2025 Mazda CX-70 PHEV Premium Plus As-tested price: $59,275 Pros: Beautiful leather and overall cabin; Stellar chassis dynamics Cons: Unrefined hybrid powertrain; the CX-90 exists The Road Beat rating: 2.5/5 More photos of the 2025 Mazda CX-70 Thank you for reading The Road Beat's 2025 Mazda CX-70 PHEV review. If you enjoy our honest and real world takes on cars, please subscribe to never miss a new review. All photography by mitchellweitzmanphoto.com .

The XL (American-sized) Grand Highlander stands out among big SUVs 2025 Toyota Grand Highlander Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman Having recently tested comparables in the shape of the Honda Pilot and Hyundai Telluride over the past year, it felt like a good time to revisit the biggest SUV Toyota makes. Yes, when it comes to sheer interior space and volume, the Grand Highlander beats out even the mighty Sequoia, making it the best Toyota offering for those with large families. Okay, that's actually a lie—because the Sienna minivan is the best player for that mission—but as far as SUVs go (in case you're not cool enough for minivans), the Grand Highlander earns its name in an era where so many other new consumer products are such dour disappointments. Picks If you want space, the Grand Highlander delivers. Its massive shape eats up parking spots, but it doesn’t feel nearly as large once on the move. Don’t get me wrong—it doesn’t feel small—but just less large than I initially expected in motion. Measuring 201 inches long with a 116-inch wheelbase, there’s plenty of room for passengers in any row. Even behind the third row, you’ll find 20 cubic feet of storage volume. Fold the third set of seats down and that jumps to nearly 60 cubic feet—big enough for your Saint Bernard, at least. This sizable interior even dwarfs the Sequoia’s, whose third-row seats don’t fold flat and suffers considerably as a result. Accompanying the spacious digs are controls that are mostly well thought out, with lots of convenience when it comes to storage and passenger accommodations. Some buttons are oddly placed—like the steering wheel heater to the left of the wheel while the seat warmers are to the right—but most controls are intuitively positioned and easy to navigate, including the central touchscreen display. Your kids and their friends will like the charging ports sprawled across, though that certainly doesn't help the cause of decreasing screen time among children. Comfort is excellent, with front seats supportive enough for long drives. The rear seats are also quite nice with increased legroom and chair comfort over the Sequoia, and even the third row is tolerable for adults, if briefly. Worth highlighting is how easily the second-row seats fold forward, making access to the very back super simple. Driving dynamics aren't class-leading (Mazda retains the crown there still), but the Grand Highlander is nonetheless very easy to drive and delivers a reassuring feel through the wheel. Ride quality is calm and settled at all times, never showing any nasty bouncing behavior over rough roads. It’s also quiet at speed, adding to the overall sense of relaxation. A big SUV—especially one wearing a Toyota badge—is never going to set any handling records, but this simple giant has plenty of grip and poise to hold its own on winding back roads. Push it harder and, sure, it will degrade and push wide, but that’s par for the course in this class. The Honda Pilot and Mazda CX-90 are sharper at the pointy end, but the Grand Highlander is close enough and competent enough to be confidently driven on challenging roads. Nicks Fuel economy impresses for a big SUV but disappoints by Toyota hybrid standards. Falling short of previous Grand and standard Highlander Hybrids, this latest version averaged a modest 26 MPG—almost the same as the much more powerful Hybrid Max version. Two caveats: it was a bit cold during my test (so the heater was frequently on), and this example had less than 200 total miles on the odometer at the beginning of the week. so I’d like to think the engine was still breaking in and would improve over time. What I am certain of is that 26 MPG is poor for a Toyota SUV with a relatively weak base hybrid powertrain. For reference, past Highlander Hybrids could average a sensational 32 MPG, and the last Grand Highlander Hybrid returned an even 30. Power isn’t lacking—it’s perfectly adequate for daily driving—but the four-cylinder engine is a noisy and coarse affair when asked to perform. And unfortunately, with just 240 mundane horsepower pushing such a big car, you’ll be asking for power rather often—subjecting you and your passengers to something that sounds like a thrift-store blender. I also found several safety systems intrusive, especially lane departure. Rather than enhancing safety, it often got in the way, tugging the wheel too early—even when I was intentionally hugging the line for a smoother corner entry or making space for a passing motorcycle. It also has a tendency to follow freeway exit lanes and then correct itself abruptly, which can be unsettling and overall comes across almost less helpful than safe. The best big SUV for many Hopefully, the engine loosens up with more miles, and the lane departure system can always be turned off. After those concerns, this is a fantastic vehicle for those looking for a big people-mover. It’s about as spacious as it gets without venturing into minivan territory. And when equipped in upscale Platinum trim, it can be quite luxurious, with quality rivaling much more expensive Sequoia models. In fact, if you don’t need heavy towing, the Grand Highlander is easily the better choice of the two—especially with its clear advantage in interior space. And for daily purposes, you can still tow 3,500 pounds which is more than you may think. Other options in the big SUV space are far from limited, but few offer hybrid versions. Mazda's CX-90 has a plug-in hybrid variant, but it's an unfortunately terribly integrated system with hiccups and jolts versus the seamless and transparent Toyota hybrid. And even still, at 26 MPG, the Grand Highlander still beats nearly every competitor. It’s big, it’s easy, it’s a Toyota—and for thousands upon thousands, that’s all they need to know. 2025 Toyota Grand Highlander Hybrid Nightshade Price as-tested: $56,818 Pros: Hugely spacious; comfortable and great cruiser Cons: Noisy and coarse engine Powertrain & Performance Engine: 2.5L inline-4 hybrid Combined Power: 245 horsepower Drivetrain: Standard All-Wheel Drive Transmission: Continuously Variable Transmission (CVT) Towing Capacity: 3,500 pounds Fuel Economy & Weight Fuel Economy: 36 mpg city / 32 mpg highway (approximately 34 mpg combined) 26 MPG real world MPG Fuel Tank Capacity: Around 17 gallons Curb Weight: Approximately 4,600 pounds Dimensions & Capacity Dimensions: 201 in length × 78 in width × 70 in height Wheelbase: 116 inches Ground Clearance: Approximately 8 inches Cargo Volume: 21 cubic feet behind the 3rd row 58 cubic feet with 3rd row folded 98 cubic feet with 2nd and 3rd rows folded Wheels, Suspension & Tires Wheels: 20-inch black alloy wheels Tires: P255/55VR20 Front Suspension: MacPherson strut Rear Suspension: Multi-link Exterior Features – Nightshade Package Blacked-out 20-inch wheels, trim, door handles, badges, mirror caps, hood trim, rear spoiler, and roof rails Optional panoramic view monitor LED headlamps and fog lights Heated power-folding side mirrors Interior & Comfort Leather-trimmed seats Heated and ventilated front seats Heated second-row outboard seats Leather-wrapped heated steering wheel Second-row captain’s chairs 12.3-inch touchscreen infotainment system JBL premium 11-speaker audio system Ambient interior lighting Wireless Apple CarPlay and Android Auto Wireless charging pad Safety & Driver Assistance Toyota Safety Sense system includes: Adaptive cruise control Lane-keeping assist Blind-spot monitor with rear cross-traffic alert Frontal collision warning with automatic emergency braking Automatic high beams Rain-sensing windshield wipers Rearview camera Optional surround-view camera system Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Corrosion Protection: 5 years / unlimited miles Hybrid Battery Warranty: 8 years / 100,000 miles Pricing Starting MSRP: Approximately $52,610 As-tested price: $56,818 Thank you for reading The Road Beat's 2025 Toyota Grand Highlander Hybrid review.

One of the few new cars you can still buy with a stick shift, don't bother with the auto 2025 Volkswagen Jetta GLI review by The Road Beat Words and pictures: Mitchell Weitzman Let Me Start With the Obvious This Jetta here does not have the manual transmission. Tragically. Unfortunately. Equipped instead with a highly functional and efficient DSG automated dual-clutch gearbox, a car like this yearns for a do-it-yourself game of Ro-Sham-Bo. As dismayed as I was upon opening the door and discovering the plastic paddle shifters mounted between the steering wheel at nine and three o'clock, the rest of Volkswagen's most aggressive sedan is pretty terrific. Ironically, it's the supposedly superior automatic that holds back its potential. Picks My personal car is a Nissan Silvia Spec R, a two-door coupe powered by Datsun's - I mean Nissan's - legendary turbocharged SR20DET motor. It weighs several hundred pounds less than the Jetta GLI while also boasting an additional 20 horsepower on the Grant Turismo spec sheet. Yet, despite the superior power-to-weight ratio of my 25-year-old Nissan, it's the modest Jetta that absolutely blitzes it for punch and thrust, owing to the substantial gains of modern turbocharged engineering. Lag is mostly irrelevant, thanks to its quick-spooling turbocharger, direct injection, tight automatic gear ratios, and higher compression ratio. It’s one of the quickest cars possible for a mere 228 horsepower. Even with power sent exclusively to the front wheels, there’s hardly any torque steer or traction compromise, and the the Jetta can scoot from 0-60 MPH in just 5.5 seconds. The top end doesn’t sparkle as much as it could, but the usable mid-range is merrily meaty—and on real-world backroads, that’s what matters most. I also came to appreciate the relative smoothness of Volkswagen's latest 2.0-liter engine, with a deeper growl compared to the strained and scratchy tones from Toyota's less refined offerings. Fuel economy impresses, too, averaging a stout 28 MPG over a week of mixed driving conditions. Tossing the Jetta GLI around with intent and vigor is a joy, thanks to a malleability often absent in standard commuters. Direction changes are sharp, and the grip from the 225-section Hankook tires is stupendous, resisting understeer so well that you might forget it’s front-wheel drive. While it lacks the razor-sharp handling of a Civic Type R or Elantra N—evident in the increased body roll—the trade-off is a more comfortable ride on most road surfaces. The body roll is easily manageable, however, and thus helps communicate its limits effectively, making for a surprisingly balanced driving experience that combines everyday comfort with its capable affordability. Not the best handling car in the world, but really, really  surprising. Speaking of comfort, the Jetta GLI is a hospitable car and makes for an excellent daily driver. It’s reasonably quiet on the motorway and spacious to boot with a massive rear seat. Speaking of boot, the trunk is massive, and the rear seats fold down for even extra versatility. I tested this by fitting a giant 72 x 30-inch floor mirror in the back after a scoring a sale on a display model from West Elm. Nicks The main issue lies with the DSG (dual-sequential gearbox) transmission. Revolutionary upon its debut during the Bush years, it hasn’t seen meaningful improvements since. While it shifts quickly and smoothly—avoiding the hiccups and jerkiness of older single-clutch systems like SMG—it lacks the involvement that makes driving fun. The cheap plastic paddle shifters don’t help; they feel more like toys than a tactile connection to the drivetrain. In fact, the paddle shifters on actual toys, like a Logitech wheel for your PlayStation, have better paddles. Upshifts and downshifts happen with impressive speed, but what was once a standout feature is now merely average. Worse still is the complete lack of engine braking when downshifting. In spirited driving—or even when descending a decently steep hill—it’s common to drop a gear or two to help control speed and maintain stability. In this DSG offering, however, downshifting to third or even second gear above 50 MPH results in almost zero deceleration. Instead, the car coasts as if still in top gear. This puzzling quirk undermines the DSG’s credentials as a sporty alternative because downshifting for fun actually has no point. rifle-crackling downshifts, typically the one highlight of automatic sports cars, are reduced to a dull and uninspiring experience here. VW, why no engine braking? Interior Annoyances The rest of the interior is decent for the price—around $35,000 for a compact sporty sedan—but there are some drawbacks. The touch and slider controls for primary functions are annoying and tiresome. Thankfully, Volkswagen seems to be phasing them out, and I can’t wait for that day. The instrument cluster is also overly complex, with crowded switches for scrolling both vertically and horizontally through endless information. Add another control for 'view' to go with the already ridiculous scrolling, and the experience feels like searching for a book in an unorganized library, often going in circles to find what you're searching for. It’s clunky and unnecessarily complicated. The automatic does not do the GLI justice As written, the main criticisms center on the DSG transmission. For some, that might be increasingly unfair because maybe that's all you're considering, but why? If you want an authentic and actually involving sports and performance experience, you should go with the stick shift just on principle. While the DSG offers fast, smooth shifts, it lacks the engagement and enjoyment of a manual and third pedal, while the flimsy plastic paddle shifters and complete absence of engine braking further diminish its sporting credentials. Though manuals are becoming rarer, skipping it in a performance car and classic sports sedan like the GLI feels like a mistake. For a car that caters to driving enthusiasts, the manual should not only be encouraged, but mandatory. There's another issue, too: I drove the latest Honda Civic Si right after this, and with its brilliant six-speed manual transmission, it's the more fun of the two on a daily basis with similar cornering and handling characteristics. The Jetta GLI is more powerful, but not by much. Manual vs manual could be different, but the stick shift Civic Si - a direct competitor - proves how much can be added by technically regressing. 2025 Volkswagen Jetta GLI DSG Price as-tested: $35,045 Pros: Strong power; Entertaining chassis Cons: Crappy plastic paddle shifters; No engine braking for spirited driving Basic Jetta GLI specifications: Powertrain & Performance Engine: 2.0L turbocharged inline-4 Horsepower: 228 hp Torque: 258 lb-ft Transmission: 7-speed dual-clutch automatic (DSG) Drivetrain: Front-wheel drive Limited-Slip Differential: VAQ electronically controlled Fuel Economy EPA Estimates: 25 mpg city / 35 mpg highway / 29 mpg combined Fuel Tank Capacity: 13.2 gallons Road Beat MPG: 28 Dimensions & Weight Overall Length: 187 inches Width: 71 inches Height: 57 inches Wheelbase: 106 inches Curb Weight: Approximately 3,300 lbs Wheels & Tires Wheels: 18-inch alloy wheels Tires: 225/45R-18 all-season Interior & Technology Infotainment: 8-inch touchscreen with wireless Apple CarPlay and Android Auto Audio: BeatsAudio premium sound system Climate Control: Dual-zone automatic Seating: Heated and ventilated front sport seats with leather upholstery Safety & Driver Assistance Forward Collision Warning with Automatic Braking Blind-Spot Monitoring with Rear Cross-Traffic Alert Adaptive Cruise Control Lane Departure Warning and Lane Keeping Assist Rearview Camera Pricing & Warranty Starting MSRP: $33,940 (Autobahn trim) Warranty: Basic: 4 years / 50,000 miles Powertrain: 4 years / 50,000 miles Corrosion: 7 years / 100,000 miles Roadside Assistance: 3 years / 36,000 miles Complimentary Maintenance: 2 years / 20,000 miles

Mostly unchanged, the CX-30 Turbo hits all the right sweet spots 2025 Mazda CX-30 Turbo review by The Road Beat Words and pictures: Mitchell Weitzman Changes were not necessarily required, so the Mazda CX-30 Turbo continues for another year in the same specification as launched half a decade ago. Despite the lack of updates, the truth is the CX-30 hardly needed any fundamental modifications, both above and beneath the skin. The same relative weak points remain, but the plus points are as strong as ever when it comes to this luxurious, everyday, and unassuming pocket rocket of a crossover. Picks Unlike other sub-$40K crossovers from Japanese and American brands that focus more on economy, the CX-30 Turbo has German-inspired performance aspirations. Packing a now-familiar 2.5-liter turbocharged inline-four engine, output is a stout 227 horsepower on regular pump gas, with a peak 310 lb-ft of torque available from just 2,000 RPM. What this means is that—even if the horsepower figure isn’t headline-grabbing—you get a flat wall of thrust from practically anywhere in the rev range that makes acceleration an absolute breeze. There may only be six forward gears, but you won’t miss an extra pair when it comes to performance, thanks to how punchy this powertrain is. For those needing to shave tenths off their commute, 0–60 mph comes in just six seconds—blitzing any comparable Honda HR-V and most anything shy of a BMW X1. Mazda has yet to make a bad chassis in recent memory, and in an age of digital isolation, the warm feedback and weight of the CX-30’s steering are as welcome and soothing as curling up by a fire on a rainy day for yet another Harry Potter marathon. And it's not just the steering that impresses—with a weighted, meaty feel—but a chassis that can play any position on the field at a moment's notice. You want a relaxing highway cruiser? The CX-30 delivers. Want to dive up a winding mountain road and steal second and third base? It’ll comply—willingly and entertainingly. The grip at the front end exceeds what most consumers will ever explore on public roads, but the real gem is how harmonious and in-sync the balance is between front and rear. TL;DR: This is the best handling and most fun small consumer crossover available still today. Mazda’s prices have crept up over the years (like every other brand), but the Premium Plus trim’s cabin reveals a hidden luxury that many shoppers overlook. Soft, supple leather and gorgeous detailing have become the Mazda standard, alongside tactile, high-quality buttons and controls. Think the new Toyota Corolla Cross is decent inside? It’s practically a dungeon compared to what Mazda offers. Nicks Performance is an asset—but it comes at the cost of efficiency. Averaging just 25 mpg, the CX-30 Turbo understandably lags behind its less powerful rivals. The six-speed automatic doesn’t help, either, spinning at higher RPMs during freeway cruising and thus drinking more gas than ideal. Despite the upscale cabin, some controls are awkwardly placed and take time to get used to—like the volume knob and the rotary dial for the center display. Speaking of which, while the screen is appropriately sized, response times can be sluggish, with noticeable lag when changing satellite radio stations. It’s now a full-time touchscreen (a big plus when using Apple CarPlay), but it sits so far forward that accessing requires a considerable—and awkward—lean. This may sound petty, but the exterior door handles feel weak, and the doors themselves shut with a hollow, cheap sound that undercuts the interior's premium feel. Extraneous startup beeps and bongs can also be annoying. Rear legroom and cargo space? Neither is particularly impressive as the sleek sloping shape do compromise on interior volume. Not a hot hatch, but damn near close I’m a fan of the CX-30, especially in the tested guise of the Turbo Premium Plus. Mazda delivers unexpected performance and generous luxury at a still-attainable price. After all, you get what you pay for—and in this case, that extra cash buys you speed, driving verve, and a surprisingly refined cabin. If speed doesn’t matter to you, a non-turbo variant with better fuel economy might make more sense. But as this one sits, it’s one of my favorite compact crossovers on sale today. 2025 Mazda CX-30 Turbo Premium Plus As-tested price: est. $39,155 Pros: Excellent performance and lovely interior Cons: Pricey compared to more basic rivals 2025 Mazda CX-30 Turbo basic specifications Powertrain & Performance Engine: 2.5-liter turbocharged inline-4 (SKYACTIV-G) Horsepower: 227 hp @ 5,000 RPM (up to 250 hp with premium fuel) Torque: 310 lb-ft @ 2,000 RPM (up to 320 lb-ft with premium fuel) Transmission: 6-speed automatic Drivetrain: Standard all-wheel drive (i-ACTIV AWD) 0–60 mph: Approximately 6 seconds Dimensions & Capacities Overall Length: 173 inches Width (without mirrors): 71 inches Height: 62 inches Wheelbase: 104 inches Ground Clearance: 8 inches Curb Weight: about 3,500 lbs Turning Diameter: 35 feet Interior Dimensions Passenger Volume: 93.8 cu ft Front Headroom: 37.8 inches Front Legroom: 41.7 inches Front Shoulder Room: 55.6 inches Front Hip Room: 54.6 inches Rear Headroom: 38.3 inches Rear Legroom: 36.3 inches Rear Shoulder Room: 53.6 inches Rear Hip Room: 53.2 inches Cargo Space Behind Rear Seats: 20.2 cu ft With Rear Seats Folded: 45.2 cu ft Fuel Economy City: 22 mpg Highway: 30 mpg Road Beat real world: 25 MPG Features & Technology Infotainment: 10.25-inch display with Apple CarPlay and Android Auto Audio: 12-speaker Bose premium sound system Driver Assistance: Adaptive Cruise Control Lane Keep Assist 360° View Monitor with front and rear parking sensors Smart Brake Support-Rear and Rear Cross-Traffic Braking Cruising and Traffic Support Comfort & Convenience: Heated front seats and steering wheel Leather upholstery Power liftgate Dual-zone automatic climate control Pricing Starting MSRP: $36,950 As-Tested Price: Approximately $39,155 Thank you for reading The Road Beat's 2025 Mazda CX-30 Turbo review. Please subscribe for more candid reviews. All images by The Road Beat and mitchellweitzmanphoto.com .

I've never gotten so many stares and points in any car. Ever. 2025 Volkswagen ID.Buzz review by The Road Beat Words and pictures: Mitchell Weitzman If you're looking to just be seen, and money is no object, forget that vulgar and ultra-powerful McLaren or Koenigsegg. Like wearing an AP Royal Oak, most people won’t give a damn what's on your wrist anyways—or even notice. However, if you do crave real attention, whether you deserve it or not, there’s a new vehicle that leaves every exotic hypercar in the dust when it comes to being the star of stares. Meet the Volkswagen ID.Buzz , a modernized and electrified reincarnation of the classic microbus love child of the '60s. Though it immediately gets you in the mood to follow the next big indie band on tour, this buzz bus has a few dirty little secrets too many. Picks Again, if you like—or even thirst for—attention, this sits at the very top of the food chain when it comes to new cars. Luckily, it’s mostly the good kind of attention, as all those admiring eyes are just that: admiring. Here, it's not just attention, but a case of wonderment and awe. There’s also a wide variety of curious onlookers who flock to the ID.Buzz with good intention, so it seems to be quite the universally appealing vehicle. Unlike people pointing at Cybertrucks to mock their owners, the Volkswagen is a mass-appeal object of affection. And while other minivans are often the butt of jokes, the Buzz simply doesn’t carry the stigma of the traditional minivan thanks to the inherent cool factor. It looks big on the outside—and at 195 inches long, it is. It’s also tall at 76 inches, and with its traditional boxy design, there’s certainly a lot of surface area. The good news? That translates to absolutely enormous interior space. Aided by the absence of a space-hogging combustion engine and large transmission and drivelines, the inner volume is maximized, making it one of the most spacious cars I’ve ever tested—if not the most spacious. Because there’s no driveshafts or transmission for the engineers to hide away, the floor is properly flat and low, with only the batteries beneath. Combined with generous headroom and the optional glass roof, you can easily walk from front to back inside the ID.Buzz. Where most three-row SUVs or minivans have higher rear seats, that’s simply not the case here. And when you enter through one of the sliding rear doors—which is hands-down the most fun way to enter, regardless of seat preference—it really does feel like the practical and convenient bus it wants to, and does , become. Around town, the dual electric motors offer perky and punchy acceleration. Whereas the original surfboard-laden VW microbuses struggled to hit 60 MPH as their terminal velocity even downhill, the new one gets there in about six and a half brief seconds. From 0–30 MPH, this thing can even embarrass clumsy stick-shift muscle car drivers. Acceleration is instant and smooth—as is the way with electric power. Despite appearing like it should have the dynamic and handling prowess of a tugboat , the ID.Buzz navigates corners with surprising agility and grip. Its outright capability far outshines most past combustion minivans, especially when it comes to putting power down through corners thanks to a smart distribution of shove. Because it’s electric and has its battery weight situated low, the center of gravity is significantly better than most cars or SUVs and thus aids in direction changes and from feeling like its tipping over. The AWD system also does a solid job distributing power to mitigate understeer. That said, it's still quite boring to drive overall—as driving quickly yields no satisfaction or reward, so the dynamic benefits are more technical than truly enjoyable. Nicks There’s no easy way to say—or stomach—this: it costs over 70 grand. $71,545 to be exact. And yes, that’s a lot of money for a Volkswagen—a name that literally means "people's car." Manufacturer and government incentives might help it lease for less, but still, this is one pricey bus / minivan. This may be the highly-configured 1st Edition, but the starting price for any ID.Buzz is still over 60 grand. Paying a lot is one thing; being worth it is another. And frankly, the Buzz bus is just too expensive for what you receive in a post-$70K vehicle. The front seats are nice enough, but much of the cabin is covered by typical Volkswagen hard plastics that could be lifted straight from a $30K Tiguan. Between the front seats you'll find removable console with zero inner storage—another oversight. Sure, it’s removable, but when you grab the release handles to remove, it feels like a plastic toy oven—cheap! Below the center display is a handle that reveals extra cup holders, but the soft-squeeze lever is so poorly made, I genuinely thought it was broken at first due to the difficulty to make it open. Along the vast dash runs a laminate wood grain finish that's so obviously fake it practically winks at you. Worse yet, it creaks when touched and fits poorly, with uneven flow and visible gaps. The center display? A mess. Navigating menus to do anything is needlessly complicated. And because it’s electric, we need to talk range. Despite a large 91 kWh battery underfoot, I only managed about 220 miles of real-world range, which at least isn't far short of the claimed 231 on the window sticker, but it's rather lackluster for what could and should be a road-tripping machine. My efficiency? Just 2.2 miles per kWh, a figure neither helped by the mass and inneficiently un-aerodynamic design. Also, when you do need to replenish energy, it can’t take advantage of the latest 350 kW fast chargers that competitors can, maxing out instead at 150 kW. That means longer charging times when on the road, which can be a drag. At least there are no unpleasant four-cylinder engine noises to suffer through. Another downside: if you prefer flying under the radar, this isn’t the car for you. The attention is non-stop. Maybe it’s fun for the first few drives, but after a while, it may become tiresome for some. Overpriced, but the style and vibe is real There’s no denying how eye-catching the Buzz bus is. The name is silly, but “Buzz” sounds like “bus,” and I guess electricity does buzz, so someone in a boardroom probably patted themselves on the back for that one. Besides the looks, the Buzz is a fresh-thinking EV that does ultimately and unfortunately does little to advance or revolutionize electric vehicles—except in terms of style and interior space. That style alone will sell plenty, but after the novelty wears off, there’s not much else going on. If you want massive cabin volume and actual walk-through room inside, that might be a reason to choose it—if regular minivans don't appeal to you. Look, I like that Volkswagen finally has shown some real creativity and taken advantage of the design liberties that EVs can allow. The ID.4 was such a lazy and haphazard attempt, it's nice to see VW actually give a damn. Yet, at the end of the day, the creativities begin and end with the styling. It looks outrageous to believe it's actually real, and that will be enough to get some on the road. But besides what lease deals they may offer, this Launch Edition is frankly just not worth the tall retail price. Other minivans can be had for considerably less, and other much nicer and real luxury SUVs can be had for the same amount. It's a fun creation, but judged against the MSRP alone, it's just not good or nice enough. 2025 Volkswagen ID.Buzz 1st Edition 4Motion Price as-tested: $71,545 Pros: Hugely spacious interior; retro looks; gets all the stares Cons: Gets all the stares; cheap interior trimmings; Weak range Volkswagen ID.Buzz basic specifications and dimensions Powertrain & Performance Motor Output: 335 hp, 413 lb-ft torque Battery Capacity: 91 kWh EPA Range: 231 miles Real world range: 220 Charging Time (Level 2, 240V): Approximately 9 hours Top Speed: 99 mph 0–60 mph: about 6.5 seconds Maximum Towing Capacity: AWD: 3,500 lbs Dimensions & Capacity Length: 195 inches Width: 78 inches Height: 76 inches Wheelbase: 128 inches Ground Clearance: 6 inches Curb Weight: about 6,200 lbs Seating Capacity: 6 passengers Cargo Volume: Behind third row: 18.6 cu ft With third row folded: 75.5 cu ft Max (all rear seats folded): 145.5 cu ft Efficiency EPA Estimated MPGe: AWD: 87 city / 74 highway / 80 combined Real world miles/kWh: 2.2 Interior Features 12-way power front seats with memory Heated and ventilated front seats Heated outer rear seats Massage function (front seats) Three-zone automatic climate control 12.9-inch touchscreen display Harman Kardon premium audio system Wireless Apple CarPlay and Android Auto Wireless phone charging Customizable ambient lighting Safety & Driver Assistance Adaptive cruise control with Stop & Go Active lane centering assist Blind spot monitoring with rear traffic alert Front and rear parking sensors with Park Assist Autonomous emergency braking (pedestrian & cyclist detection) 360-degree surround view camera Warranty Basic Warranty: 4 years / 50,000 miles Powertrain Warranty: 5 years / 100,000 miles Battery Warranty: 8 years / 100,000 miles Roadside Assistance: 3 years / 36,000 miles Thank you for reading The Road Beat's 2025 Volkswagen ID.Buzz review. Please subscribe to never miss a candid and honest review and photo gallery of the latest new vehicles.

I had a recent chance to take photos of a 1998 Ferrari 550 Maranello in Tucson, AZ. Just wow. 1998 Ferrari 550 Maranello photo shoot Photos by Mitchell Weitzman and mitchellweitzmanphoto.com V12 engines mated to manual transmissions are a timeless combination, and one that is nearly extinct (thanks, GMA and Pagani). When said transmission is surrounded by a metal shift gate and the hood wears a prancing horse badge, well, that just makes it all the more sweeter. "They don't make them like they used to," has never resonated so heavily. In an age where modern machinery can boast upwards of 1,000 horsepower, controlled by all sorts of electronic wizardry, an old-school exotic is a breath of fresh air. From the sounds, smells, and that shift rod clanking through each gear, it's easy to fall in love with a 550 Maranello - and that's without even mentioning its gorgeous Pininfarina-penned looks. Full image gallery of this 1998 Ferrari 550 Maranello in Argento Nürburgring silver

If you're scared of EVs, the RAV4 Hybrid remains a wonderful alternate route 2025 Toyota RAV4 Hybrid Limited review by The Road Beat Words and pictures: Mitchell Weitzman Legacy brands like Toyota have not made a significant long-term commitment to fully electric vehicles. They offer the bZ4X, which is jointly developed with Subaru, but that's it from the same brand that pioneered modern widespread hybrid technology. Honestly, is there even a reason to want an electric vehicle when they offer a car like the RAV4 Hybrid? After a week-long stint with one—including a road trip in frigid driving conditions (by spoiled Californian standards)—I averaged an astounding 39 MPG overall, besting previous records from past RAV4 Hybrids. With the added convenience of never having to worry about charging or wait times, this crossover could be the perfect choice for many drivers looking to save at either the pump or the plug. An annoying, but frugal powertrain If there’s one area where Toyota still needs improvement, it’s the refinement of their inline-four combustion engines. Other brands have made strides in producing punchy units with deeper-frequency sounds that don’t dominate and destroy the eardrums with their poor tone, but Toyota continues to churn out what can only be described as "little trash compactors." While this isn’t always apparent, accelerating onto freeways or applying heavy throttle highlights the issue. This is one area where fully-electric propulsion shines, as it eliminates such noise and vibrations altogether. However, while the engine misses the mark in refinement, its efficiency is industry-leading. Achieving an impressive 39 MPG over a week of driving—with constant heater usage no less—is better than what I’ve seen from even the latest Prius or Civic Hybrid. The hybrid component also adds crucial midrange power, enhancing the car’s overall flexibility and drivability compared to the standard 2.5L gasoline-only version. With the gains in both economy and drivability, I don't know why the standard RAV4 is still even offered frankly. It’s also clear we’ve reached a new peak of hybrid integration, and with the RAV4 Hybrid being one of America’s most in-demand volume vehicles, Toyota’s strategy appears to be working for their profits. An upscale RAV4, but others are better The model I tested was a Limited trim—the top-shelf offering in the RAV4 lineup. The Blueprint paint job looks sharp, complemented by flashy trim pieces and larger wheels, but the interior truly stands out thanks to its bright SofTex (faux leather, but good variety of the fake stuff) seats. Past RAV4s often featured black interiors, which made the cabin feel cramped and dreary. This light color scheme, called Ash, exudes a premium vibe previously missing and enlarges the already spacious cabin. That said, the interior isn’t perfect. There’s still an abundance of hard plastics and rubber controls that fail to deliver a luxurious feel, and the screen and other controls look dated. While this is undoubtedly a nicer RAV4 than previous iterations, it still falls short compared to competitors—most notably the Mazda CX-50, which easily outshines it in both design and refinement. Comfortable road manners The RAV4 was never intended to be an exciting vehicle to drive, nor did I expect it to be. Yet, its ability to cover ground comfortably is impressive. On the winding, coastal roads of Northern California’s Tomales Bay, the RAV4 handles confidently. It may lack tactile feedback, but its mechanical grip is sufficient for real-world scenarios, and a well-driven RAV4 can even embarrass overconfident drivers in their BMWs. Comfort is the key here. The RAV4 handles challenging roads with ease, maintaining stability even on cloverleaf on-ramps where its AWD system shines. If you ever understeer off the road in a RAV4, it’s not the car—it’s definitely you. Still, the ride quality has limitations. While pleasant on most surfaces, undulating roads can cause the soft suspension to oscillate excessively due to underdamped shock absorbers being unable to control the compression and release of the springs sufficiently. This is a minor issue and likely unnoticed by most drivers, but it highlights the limits of its engineering. For context, the last Hyundai Tucson I tested exhibited much worse behavior in similar scenarios, making the RAV4 a marked improvement in comparison. Excellent road trip companion The RAV4’s size feels just right, with the only reason to opt for something larger being the need for a third row of seats. Interior space is maximized cleverly, and the bright interior paired with a panoramic sunroof creates an airy and spacious atmosphere. Cargo space is equally impressive—packing for a weekend trip with bags and camping chairs still left the rear seats entirely vacant. On the highway, the RAV4 Hybrid excels as a comfortable and relatively quiet cruiser. While some driving assists can be intrusive, and the warning chime for an unfastened seatbelt is obnoxiously loud, these quirks are overshadowed by its capability as a long-distance companion. A boring but valid choice The RAV4 Hybrid is easily the best RAV4 yet, but it faces stiff competition. Mazda, for instance, now offers the CX-50 Hybrid, which uses the same Toyota-sourced powertrain. While the Mazda’s fuel economy is slightly lower—by about 10-20%—it offers a more luxurious interior, sleeker design, and a superior driving experience. By licensing their engine to Mazda, Toyota may have unintentionally created its own toughest competitor. For me, the CX-50 Hybrid is the easy choice. However, for those who prioritize peak fuel economy and value Toyota’s reliability, the RAV4 Hybrid remains an excellent option—and the pinnacle of what Toyota’s hybrids have achieved. 2025 Toyota RAV4 Hybrid Limited AWD Price as-tested: $45,203 Pros: Amazing economy; Easy to drive Cons: Never exciting; Interior lacks luxury for $45K Basic specifications and dimensions Engine & Performance Engine: 2.5L straight 4-cylinder hybrid Combined Horsepower: 219 hp Torque: 163 lb-ft @ 3,600 rpm Continuously Variable Transmission All-Wheel Drive (AWD) Towing Capacity: 1,750 lbs Fuel Economy City: 41 MPG Highway: 38 MPG Combined: 39 MPG 39 MPG Road Beat observed Dimensions & Capacity Length: 181 inches Width: 73 inches Height: 67 inches Wheelbase: 106 inches Ground Clearance: 8.1 inches Curb Weight: Approximately 3,800 lbs Behind the rear seats (2nd row up): Approximately 37.6 cubic feet With rear seats folded (maximum): Approximately 69.8 cubic feet Fuel Tank Capacity: 14.5 gallons Interior Features Seating Capacity: 5 Upholstery: SofTex-trimmed seats (faux leather) Front Seats: Heated and ventilated, 8-way power-adjustable with memory function Rear Seats: Heated outboard seats Infotainment System: 10.5-inch touchscreen with JBL 11-speaker audio system Connectivity: Wireless Apple CarPlay® and Android Auto™ Safety & Driver Assistance Standard Safety Suite: Toyota Safety Sense 2.5+, including: Pre-Collision System with Pedestrian Detection Lane Departure Alert with Steering Assist Lane Tracing Assist Full-Speed Range Dynamic Radar Cruise Control Road Sign Assist Additional Safety Features: Blind Spot Monitor with Rear Cross-Traffic Alert, Front and Rear Parking Assist with Automatic Braking, Panoramic View Monitor (optional) Pricing Starting MSRP: $40,605 Price as-tested: $45,203 with destination Thank you for reading The Road Beat's 2025 Toyota RAV4 Hybrid review!

The older I get, the more I like minivans 2025 Honda Odyssey review by The Road Beat Words and pictures: Mitchell Weitzman Over four years ago, I tested a Honda Odyssey for the first time—the first minivan I reviewed for The Road Beat . I was unkind to the practical people carrier, but then again, I was a fresh 27 years old and couldn't understand why anyone would willingly subject themselves to such perceived shame and defeat in life. Now, closing in on 32, that narrow-minded view has changed dramatically—and that's still without children even. While the Honda Odyssey isn’t a perfect minivan, my appreciation and fondness for its charming convenience have grown remarkably in an age of endlessly complex over-complication. Picks Last autumn, I had a Honda Pilot for a weekend getaway in Carmel, California, and its large size came in endlessly handy when hauling around our seven person group with such ease. Yet, as spacious as a properly large SUV can be, the Pilot and similar alternatives have got nothing on a minivan in this department. A night out in Sacramento for a friend’s birthday dinner was followed by a group trip to a local arcade (for adults, mind you), and with parking possibly an obstacle, we decided to take just one car: the Odyssey. With every seat filled by a full-sized human, the Odyssey becomes a temporary party bus. Its sliding rear doors make for impressively easy access to both rows of rear seats, so you can climb in and out without fuss nor lack of grace. The simple fact that you can fill a car with this many actual, normal-sized adult humans—in decent comfort—is incredible. It’s also far more hospitable in this scenario than a traditional SUV. When it comes to carrying passengers, a minivan simply cannot be beat. Continuing strengths for the Odyssey are its impressive road manners. Despite looking like an ungainly, massive blob, the Odyssey steers far more competently than its shape suggests. In motion, the steering wheel has a reassuring weight and even provides some real feedback tingling through the rim. Dynamics continue to be a surprisingly strong point for Honda's minivan. What’s more, the ride quality is kind to occupants across a variety of troubled surfaces, all while remaining composed over pesky bumps mid-corner. And when the road does get twisty, you may be surprised to find the Odyssey has a relative appetite for corners (for a minivan, that is), showcasing decent front-end grip and a mild resistance to understeer. Compared to its longstanding nemesis, the Toyota Sienna, the Odyssey is easily the more satisfying car to drive both slowly and quickly. It feels like a machine of substance—not a detached toy. Despite its size, it also shrinks itself down nicely on the road and allows for easy placement. I also enjoyed the strong and fervent V6 engine when wound up. It delivers lively acceleration and a soundtrack full of gusto. 0–60 mph isn’t anything special on paper (around seven seconds), but the seat-of-the-pants feel when the V6 hits the famed VTEC variable valve timing crossover is a treat. The angry, raw sound is music to the ears, and its smooth combustion is a delight compared to the nasty and/or lifeless four-cylinder engines in some competitors. Inside, there are also a host of physical buttons that are easy to operate, and with an assured sense of control. Where many others have flocked to digital switches, the presence of real buttons you can feel and press makes daily operation simpler and more pleasant. Nicks Despite my real-world fondness for the Honda Odyssey, there are notable detractors that may or may not matter to potential buyers. While the V6 engine is enjoyable, overall gas mileage stood at 22 MPG after a weeklong test. That’s on par with SUVs of similar size, but Toyota’s new Sienna—now offered only as a hybrid (a bit slower too, mind you)—gets over 30 MPG with ease. The transmission works well enough when left to its own devices, with smooth shifts happening through all 10 gears, but there’s a pair of paddle shifters behind the wheel if you desire manual override and control. These are utterly useless, however. Downshifts—say, when trying to control speed on a long downhill stretch—are slow to execute and offer no meaningful engine braking, often resulting in gained speed rather than a reduction due to the prolonged pause in between changes. As practical as the interior is, the second-row seats could be easier to fold out of the way for third-row access, and the overall design of the cabin looks and feels quite dated. The center display screen, for example, is tiny by modern standards and oddly angled upward toward the sunroof which compromises viewing. Other physical controls may be functional, but they look old and lack the quality polish of a car built brand-new in 2025. The rearview camera is also horrendous, with paltry, outdated resolution that’s frankly inexcusable. I'm not talking old iPhone 5 level of video quality, but more like a Motorola flip phone pre- Anchorman . Interior quality is typical Honda in terms of its robust build plus a complete absence of rattles. But even on this upscale Elite version, materials on vital touch points could be nicer especially considering the $52,275 retail price. At least the seats are very comfortable, and I like the brighter color of the leather used here—it makes this Odyssey Elite feel even larger and more expansive inside, if that were possible. An Odyssey that makes journeys not an Odyssey In case you forgot—or if today’s TikTok generation is no longer required to read Homer’s The Odyssey —Odysseus’s journey home from the beaches of Troy wasn’t what anyone would consider as fun with the endless danger and turmoil lasting a decade. Fortunately, this Odyssey makes every trip easy and even enjoyable. I genuinely liked driving the Odyssey, and it made outings with friends stupidly simple. For those with multiple kids—especially those regularly driving their kids and their kids' friends around—the Honda Odyssey makes so much sense. An updated model with refreshed furnishings and modern tech would keep this sales favorite confidently at the top. And really, more Americans ought to consider a minivan in general because the packaging just works. 2025 Honda Odyssey Elite As-tested price: $52,275 Pros: Huge inside; V6 is fun; Good road manners Cons: Elite is expensive; Thirsty and dated in ways Honda Odyssey Elite basic specifications Powertrain & Performance Engine: 3.5L V6 Horsepower: 280 hp Torque: 262 lb-ft Transmission: 10-speed automatic Drivetrain: Front-Wheel Drive (FWD) Towing Capacity: Up to 3,500 lbs Fuel Economy & Capacity City / Highway / Combined: 19 / 28 / 22 MPG Road Beat real word MPG: 22 Fuel Tank Capacity: 19.5 gallons Exterior Dimensions Length: 205 in Width: 79 in Height: 70 in Wheelbase: 118 in Curb Weight: About 4,600 lbs Interior Dimensions & Capacity Seating Capacity: 8 passengers Cargo Volume: Behind 3rd row: 32.8 cu ft Behind 2nd row: 86.6 cu ft Behind 1st row: 140.7 cu ft Safety & Driver Assistance Vehicle Stability Assist (VSA) Collision Mitigation Braking System (CMBS) Lane Keeping Assist System (LKAS) Blind Spot Information System (BSI) Rear Cross Traffic Monitor Front and Rear Parking Sensors Multi-angle Rearview Camera 2025 Honda Odyssey image gallery Thank you for reading The Road Beat's 2025 Honda Odyssey review. To never miss an article or image gallery, please subscribe. All photos by mitchellweitzmanphoto.com .

2025 Genesis GV80 review by The Road Beat Words and pictures: Mitchell Weitzman   Well, I for one didn’t see this coming—but I guess in the age of capturing every market possible, it was also inevitable. Genesis has turned their glorious GV80 SUV into a coupe, following the trend originally established by BMW with their X6. Staying true to course, Genesis’ latest is a coupe in name and design only, eschewing any attempts at a hardcore model by focusing on their strengths—and rightfully so—because I don’t see anyone lining up to buy a $100,000 Genesis SUV with 600 horsepower. Yet, is this sacrilegious in its execution? With such a strong offering already in the GV80—a class leader in luxury and big-SUV dynamics—is there any reason to divert to the GV80 Coupe?   It’s all in the looks Skipping the crust and biting right into the core: the number one reason drivers will want—or not want—the GV80 Coupe comes down to the looks. It’s tough resting judgment almost entirely on the most subjective category possible, but that’s likely what it’ll come down to in this case. In my experience, I found it divisive. I didn’t really care for it,—finding the sloped roof awkward from many angles—while some friends thought it looked brilliant. The standard GV80 SUV is a work of classy beauty, and the coupe-ified version trades some of that guaranteed visual success for something bolder. That said, even as someone who isn’t a fan, I can’t deny how striking the shape is—like a hulking mass pumped full of protein and HGH, wearing a suit too tight and ready to burst. It has presence, for better or worse—and that’s a success of its own.   Looks come at a cost Let’s assume that you do love the looks—because now we need to talk about what you’re giving up: space. By trading a traditional SUV shape for that sloping roofline, not only is rear headroom sacrificed, but the third row of seats is gone entirely. In practical terms, it doesn’t make much sense to have a vehicle this large that somehow only seats five and also compromises on potential cargo capacity. It leaves you with a properly big car that isn’t all that practical (relative to its size). But that’s where niches come in. It’s a fine and small one, but for that small percent of shoppers without kids—or just one—and who want a big car that looks different, that’s where the SUV "coupe" comes into play.   A unique, but thirsty engine Unlike the recent GV80 I tested, this new Coupe came with Genesis’ e-supercharged and twin-turbocharged V6 engine. And yes, that sentence is correct. While most superchargers are belt-driven (and thus require power to make power—not exactly economical), this engine uses an electrically driven supercharger, which should, in theory, be more efficient. The reason for including a supercharger at all is to fill in the low-end gaps of the turbochargers—when they’re not yet producing boost—thus solving the case of turbo lag . So, does it work? Yes and no. Turbo lag has almost entirely disappeared, making this twin-turbo V6 one of the most responsive of its kind in any mainstream passenger vehicle short of a McLaren or Ferrari. And oh yes, it’s got proper punch when you press the throttle—whether it’s a gentle squeeze or you hammer your right foot flat to the floor. Take out the stopwatch, and 0–60 MPH takes only 5.2 seconds, with this big Genesis continuing to build pace relentlessly. The takeaway: it does improve response and power (409 HP here versus 380 without the e-supercharger), but there’s a serious, unexpected toll on fuel economy. After a week of varied driving—none of it particularly hard or abusive—I averaged a paltry 17 MPG, which is even worse than the last 3-row GV80 I tested. Even if the e-supercharger is supposed to be more efficient than a belt-driven one, you wouldn’t know it from the impending gas receipts. And while the engine certainly delivers real-world punch, it doesn’t come close to the performance of the German big three’s super-SUVs with AMG and M badges (admittedly for a lot more money—but still, they exist). It’s a good engine—responsive, smooth, and practical in power delivery—but damn does it drink gasoline like a sailor in port while not even returning all that much in the horsepower games relative to what competitors offer. This isn't 2015 anymore, because 409-horsepower is good, but it's not that impressive in 2025 for a flagship vehicle's powertrain.   Luxury supreme One aspect that hasn’t changed in its transformation to a coupe is Genesis’ commitment to luxury. Coupe or not, the GV80 remains an absolute superstar on the inside. Even though the price of this once-value-leader has crept well over $80,000, there’s not a nicer interior for the money anywhere in the car world. From the luscious leather swathing vast portions of the cabin, to the real metal switchgear—machined to perfection—and the overall solid feel in motion, it’s a wondrous environment that fully justifies the asking price. And while the GV80 now joins the trend of giant screens—with a 27-inch unit stretching across both the instrument cluster and infotainment—the cabin remains entirely classy. It’s tech-forward without being vulgar or doomed to age badly. Other highlights include massaging front seats and a delightful heated armrest to match the heated steering wheel and seats. One negative, though, continues to be the lack of wireless Apple CarPlay or Android Auto, so you’ll still need to keep a cable handy. Weirdly, other cars in the Hyundai family now feature wireless CarPlay, so I don't know why this expensive and luxury Genesis would forgo that convenience.   Sporty dynamics with and without penalty No changes were really needed to improve how the GV80 drove; previous versions already offered excellent body control and composure. But in transitioning to a coupe format, there’s an increased emphasis on sportiness—helped mostly by physics and a lower center of gravity. Some punches have been pulled, and some haven’t. I still love the meaty, heavy steering of the GV80, giving you the feel of a machine with real substance—and it pays you back with confidence and road feel. Aided by clever all-wheel drive, the GV80 Coupe has tremendous grip that engineers could only dream of a few short years ago. You can charge down backroads with serious pace here—such is the real-world capability. However, it’s not dramatically different from the standard GV80. It’s a little sharper and more agile, but only marginally. And if you’re really reaching, the GV80 Coupe has got nothing on a BMW X6 M—a legit 600-horsepower thoroughbred that’s quicker, sharper, and stops better in every scenario. For the civil cruisers, the GV80 is plenty sporty—but that’s relative; There’s still a lot left on the table. I also noticed a harsher ride quality, feeling quite jiggly at low speeds, though it smooths out as you go faster.   An SUV with purpose that does without purpose I’ve never been the biggest fan of these big SUVs trying to masquerade as coupes, as they trade away the very practicality they were built for in exchange for inherently compromised performance. Because let’s face it: an SUV will never drive as well as a comparable sedan or real coupe. Engineers can fight physics—but they can’t beat it. The GV80 Coupe may be the sportier or "cooler" option in the GV80 lineup, but it doesn’t drive differently enough to make a convincing case on performance alone. The only real reason to pick it is if you love the looks. Rather than being a tool of its own, it ends up as more of a fashion accessory—and a very fashionable one, for those who fall for it. The GV80 is a wonderful vehicle and the new Coupe version is bolstered by all the same strengths that Genesis has quickly and quietly become known for. Yet it’s also a vehicle that’s purposefully without real purpose, sharing a number of drawbacks that past GV80s did not have. It’s a worse SUV than the normal GV80, and it’ll never be the sports car the "coupe" name implies. For the niche crowd it appeals to, though—you’ll have no regrets. Well, except when maybe at the gas pump or realizing you can't fit as many plants from Green Acres in the back. For a brand typically associated with value, the creeping cost will be a major deterrent in establishing the GV80 Coupe as a presence on the road.   2025 Genesis GV80 Coupe As-tested price: $87,780 Pros: Tremendous interior; Good dynamics Cons: Expensive; Thirsty; the standard GV80 Image gallery with basic specifications further below  2025 Genesis GV80 Coupe specifications  Powertrain and Performance: Engine: 3.5-liter twin-turbocharged V6 with a 48-volt electric supercharger​ Horsepower: 409 hp @ 5,800 rpm​ Torque: 405 lb-ft @ 1,300 rpm​ Transmission: 8-speed automatic​ Drive Type: All-wheel drive​ Fuel Economy: 18 mpg city / 22 mpg highway / 20 mpg combined  Road Beat real world economy: 16 MPG Dimensions: Length: 195.5 inches​ Width: 77.8 inches​ Height: 67.3 inches​ Curb Weight: about 5,120 pounds ​ Interior and Features: Seating Capacity: 5 passengers​ Infotainment: 27-inch OLED integrated instrument cluster and navigation touchscreen​ Audio System: Bang & Olufsen® premium audio system​ Front Seats: Heated and ventilated​ Rear Seats: Power heated and ventilated​ Cargo Volume Behind Second Row: 30.3 cubic feet​ Cargo Volume with Rear Seats Folded: 62.1 cubic feet   Thank you for reading The Road Beat's 2025 Genesis GV80 Coupe review!

VW's Taos makes a surprisingly worthy case for itself 2025 Volkswagen Taos review by The Road Beat Words and pictures: Mitchell Weitzman I never would have recommended the sad little Taos in the past, but in light of a certain Bob Dylan biopic in theaters currently (and Timothée Chalamet likely winning an Oscar for it - edit, he did not :/ ), the times they are a-changin'. As one of the single largest automakers in the world, I’ve always been disappointed with how little thought and attention VW puts into some of their products—almost like they just don’t care. Yet, after a slew of new and refreshed compact crossovers hitting the market recently, the Taos cements itself as a key player thanks to tiny, yet simple differences that make a big impact for such a relatively small car. Picks An engine that works My main gripe with the last Taos I tested was with the lump of unfortunate aluminum resting—no, slumbering—under its hood. Not only was it slow with a measly 158 horsepower, but more importantly, its main trait was unpredictable throttle response, resulting in constant slow speed lurching and an eight-speed transmission that somehow never could find the correct gear. In my head I could hear the voice of Ryan Gosling as Noah in The Notebook yelling, "“ What do you want?! What do you want?! ” each the Taos would upshift and immediately downshift again, unable to decide which gear it wanted. Fast forward to today, and the horsepower has risen to 174 for this 1.5L turbocharged inline-four, with maximum torque remaining at 184. Sixteen horsepower is a very, very minor increase, yet it goes beyond a simple boost in power—improving the overall functionality of the powertrain as one complete system. In the real world, this translates to an absence of the past uncomfortable jolting when leaving stops, and no longer does the Taos hunt for gears and change its mind like a distracted terrier. A fast vehicle this is not, but it dusts a lowly Toyota Corolla Cross while also featuring an engine that plays largely behind the scenes when it comes to noise and vibration. In other words, while Toyota and Hyundai’s four-cylinders can sound like trash compactors under load (and they're under load often give their weak power outputs), Volkswagen’s own units are restrained and almost smooth with their accompanying deeper tone to match. This makes for an increasingly pleasant living experience because the engine doesn’t sound particularly cheap or thrashy like some competitors. And with that extra helping of horsepower, when you do squeeze the throttle, it’s more than capable of getting out of its own way and accelerating onto freeways—even with uphill onramps. Simple, understated styling While I’m not a fan of this particular shade of green (which looks somewhat like a crossover between Shrek and radioactive waste), the Taos is a handsome shape. Because so many other cars and everyday objects are overstyled to capture unnecessary attention, the overall shape bears an upscale appearance—helped further by its resemblance to expensive Audis. The exterior is simple, but it’s a simplicity that works. Just choose a different color. The interior also goes without any particular visual flair, but the main controls are laid out in intuitive locations and features real knobs and dials for key components. Even the central display is easy to navigate and use. It's comfortable and reasonably quiet, too, and has decent quality to all the materials used on vital touchpoints. More valuable to some is how spacious this small car is for small families, with a highly impressive cargo area in the boot on this FWD model (noted by the sunken floor for extra room), and the rear seat legroom isn't half bad either. According to the spec sheet, the FWD models like feature over 27 cubic-feet of volume behind the rear seats, while AWD versions drop to 24. Either way, both offer more cubic feet than a FWD and AWD Corolla Cross, and the peak figure is similarly higher than a Honda HR-V. More valuable to some shoppers is how spacious this small car is for a variety of families. Open up the tailgate, and there's a highly impressive cargo area in the boot on this FWD model (noted by the sunken floor for extra room), and the rear seat legroom isn’t half bad either given the 176-inch overall length. According to the spec sheet, the FWD models feature over 27 cubic feet of volume behind the rear seats, while AWD versions drop to 24. Either way, both offer more cargo room than FWD and AWD Corolla Cross models, and the peak figure is similarly higher than that of a Honda HR-V. Confident cornering Volkswagens have distinct steering—which isn’t my favorite by any means—by embracing an overboosted power steering effect that allows turning with a single finger. Still, while this isn’t my preferred feel, it’s direct and accurate in response, and helps make the Taos feel agile and eager to change direction, and because of the lightweight steering, this makes it increasingly comfortable and easy to drive long distances.. Handling is decent, featuring more life and tactility than its Toyota or Kia/Hyundai-branded competitors. If you’re in a hurry, you can confidently chuck the Taos into corners at considerable and passenger-scaring speed—without fear of ruinous understeer and with ample grip. Really turn up the wick, and the front end will surprisingly commit strongly to its line, while a small lift of the throttle can even help rotate the car toward your exit point. Volkswagen remains the world leader in FWD chassis tuning, as this Taos exhibits zero torque steer in the real world and doesn’t compromise on its ability to deploy its addmitedly modest power when exiting turns. Nicks Annoying beeps and bongs While the Taos represents a complete package in many aspects, there are issues that ought to be ironed out—and are still subject to the formidable Volkswagen Oversight Committee. Take, for example, the incredibly loud and blaring alarm tone that sounds each time you start the Taos without your seatbelt fastened or your door closed. It’s literally the loudest bong of any new car I’ve driven, and I didn’t see a way to lower it. At least it trained me to make sure both my door and belt were done up—for fear of another earful. If it's early morning and you're on your way to work and you haven't had your coffee, the Taos' beeps will easily wake you. The controls might be in the right places, but the steering wheel is a cluttered mess of excessive buttons. Count, and there are literally 12, and some seem like afterthoughts with their odd placement. Take the heated steering wheel, for example, which requires a specific location to be pressed with the side of your finger. Then there’s the instrument cluster and its many menus, which require scrolling and also left and right movements via the wheel. It’s incredibly dense and frustrating when trying to configure the view and information you want. You have to click one button first, then use two other sets of buttons to go right, left, up, and down just to find a single economy figure - It’s way too overcomplicated. Not thrifty in the city For a small and still-slow vehicle, 26 MPG overall isn’t setting any records—though it is comparable to rivals that return similar numbers. Still, I feel like we should be in a place now where a car of this subdued stature should easily return over 30 in mixed driving. At least highway mileage increases to about 40 for long hauls, but accelerating and using the turbocharged engine in city driving drains your precious gallons considerably faster. Sensibility is compelling Those above nicks do little to diminish the wide practicality of the Taos and its position in the market. There’s not much it does the best , but it does the fundamentals very well —and luckily, the main points of contention are things you can adjust to over time. Mazda still holds the cake when it comes to driving dynamics, luxury, and performance, but the CX-30 is less practical with its lacking interior and cargo dimensions. I ended up liking the Taos a lot more than I previously envisioned. The key powertrain elements have improved, while its practicality and spacious nature remain—tied up in a handsome package. At $32,025, the price is bang-on competitive with its key rivals, and this modest German gets a surprising nod from a previous naysayer. 2025 Volkswagen Taos SE Price as-tested: $32,025 Pros: Spacious and improved powertrain; Handsome shape Cons: Beeps and bongs; City economy lags 2025 VW Taos SE FWD specifications Engine and Performance: Engine: 1.5-liter turbocharged inline 4-cylinder​ Horsepower: 174 hp at 1,750 RPM​ Torque: 184 lb-ft at 1,750 RPM​ Transmission: 8-speed automatic Drivetrain: Front-wheel drive Dimensions: Overall Length: 175.8 inches​ Overall Width: 72.5 inches​ Overall Height: 64.5 inches​ Wheelbase: 105.9 inches​ Curb Weight: 3,201 lbs​ Ground Clearance: 6.5 inches​ Interior and Cargo Capacity: Passenger Volume: 99.5 cubic feet​ Cargo Capacity (Rear Seats Up): 27.9 cubic feet​ Cargo Capacity (Rear Seats Folded): 65.9 cubic feet​ Seating Capacity: 5 passengers Fuel Economy: Fuel Tank Capacity: 13.2 gallons​ 31 MPG overall MPG estimate 26 MPG Road Beat real world Fuel Type: Regular unleaded​ Warranty: Basic Warranty: 4 years / 50,000 miles​ Powertrain Warranty: 4 years / 50,000 miles​ Corrosion Warranty: 7 years / 100,000 miles​

This small crossover has a surprisingly delightful interior, but it's not enough to properly compete 2025 Hyundai Kona Limited review by The Road Beat Words and pictures: Mitchell Weitzman Many will likely never even give a moment's consideration to Hyundai's Kona, and that's too bad considering that same group may never know how much this little crossover has matured. Tested here in its top-tier Limited trim, it’s a nice little car that feels a class above a Toyota and past affordable Hyundais and Kias. However, it’s still not quite enough to compete with the best of the best, and with a price tag of $35,005 all-in, it’s no longer the value-packed option you might expect from Hyundai—a brand historically known for its affordability. Take away their number one key strength, and there isn't enough to justify the Limited's price tag. Picks While I may have just criticized the Kona Limited’s overall value, it’s undeniably well-equipped. It features all the safety systems you could ask for, surround-view cameras for parking, all-wheel drive, a large 12-inch central display, heated and ventilated front seats, a heated steering wheel, a decent Bose stereo, and wireless Apple CarPlay and Android Auto (finally—no more required wired connections like in previous Hyundais). Faux-leather seats and other touchpoints have a soft, comfortable feel, enough to convincingly mimic genuine leather. Upon opening the door, this interior is immediately welcoming and thoughtfully designed with everyday amenities and ergonomics —an impressive step forward for Hyundai. Just a few years ago, their interiors felt far less refined, so it’s clear the brand is committed to continuous improvement. Looks are always subjective, but I think the Kona’s sharp and unique styling will appeal to a sizable audience. Besides being distinct, it's handsome and even - dare I say it - almost cute, helping the Hyundai stand out in a sea of bland competitors like the Toyota Corolla Cross. The Denim Blue Pearl paint is also a great shade of blue —reminiscent of your favorite pair of Levi's. Under the hood, a 1.6-liter turbocharged four-cylinder engine delivers 190 horsepower to all four wheels. In a small, 170-inch-long car like this, that power is more than adequate for normal accelerations and overtaking on the freeway with a welcoming turbocharged midrange grunt. The eight-speed automatic transmission does a fine job of keeping you in the right gear, and fuel economy stood at a respectable 27 MPG after a week of mixed driving conditions. That’s right in line with equivalent offerings from Toyota and Honda, though the Kona offers a bit more punch when you ask for it. When turns loom ahead, the Kona is not exactly a willing dance partner, which isn’t surprising given its purpose and positioning. That said, I appreciated the tight and responsive steering from the leather-wrapped wheel, and overall, the handling is commendable for a mainstream compact crossover. While it understeers and can get sloppy when pushed to its moderate limits, it feels perfectly capable during normal day-to-day driving and easily capable of scaring unassuming passengers. The ride quality is decent across a variety of road surfaces, also making it comfortable for your back and bottom for everyday use. Nicks The Kona isn’t without its flaws, and a few key issues ultimately detract from the otherwise positive overall experience. While the engine delivers reasonable power for most drivers, its throttle response at low speeds is frustratingly poor. Finding the sweet spot between “not too slow” and “not too fast” when setting off can be tricky, and the car often lurches or jolts when pulling away from stop signs as a result. Conversely, pressing too lightly on the throttle results in going nowhere, as if you've stalled. It’s an issue that you can adapt to over time, but you shouldn’t have to—basic drivability should be intuitive from the start in a brand new car. The culprit likely is the throttle mapping, which struggles to balance responsiveness with the engine’s reliance on forced induction to make any reasonable sense of forward progress. Four-cylinder engines aren't renowned for sound, and the Hyundai is no exception with its unpleasant aural experience. It’s loud and coarse, particularly when climbing steep freeway grades where the powertrain requires heavy throttle. While the transmission shifts smoothly, the shift controls have been relocated to a stalk on the steering column., and this setup feels flimsy and awkward at times, even if it does free up space in the center console. There also seems to be a lack of response when switching between reverse and drive, as on more than one occasion, I found myself backing out of a parking space, shifting to drive, and then felt the car continue rolling backwards momentarily. To avoid this quirk, it’s best to come to a complete and full stop when switching between drive and reverse. The H-Tex seats are comfortable and convincing in their faux-leather presentation, but the Kona’s overall refinement is hindered by intrusive road noise on the highway. Combine that with the engine’s grating sound under load (and it needs lots of load to maintain speed up grades) and the experience becomes more annoying than it should be—especially for a vehicle at this price point. While this level of noise might be acceptable in a $25,000 Hyundai, it’s less forgivable in a $35,000 Limited model that otherwise feels quite considerate. Compelling alternatives Hyundai has done an admirable job making the Kona stand out and appeal to a wider audience, but there are two key rivals that offer a superior everyday package: Mazda’s CX-30 and Honda's HR-V. Both are quieter on the move, with Mazda's offering boasts improved driving dynamics and offers a significantly more powerful turbocharged engine option, along with a genuine luxury feel in its higher trims. It’s so good that it’s difficult to recommend alternatives. Honda’s HR-V, on the other hand, provides a comfortably practical and highly spacious interior at a lower price. GMC’s Terrain, Chevrolet’s Trax, and Volkswagen’s Taos are also worthy competitors, with the Taos in particular seeing significant improvements this year. While the Kona looks distinct (and good) and comes loaded with features, the high price of the Limited trim is a sticking point that cannot be undone. This is a good car overall, but it feels like Hyundai is relying too heavily on its bold styling to attract buyers and forgot the one thing people value most in a Hyundai: Value. 2025 Hyundai Kona Limited AWD Price as-tested: $35,005 Pros: Good looks; Decent interior Cons: Noisy powertrain; It costs how much? Basic specifications: Engine and Performance: Engine: 1.6-liter turbocharged GDI 4-cylinder Horsepower: 190 hp @ 6,000 rpm Torque: 195 lb-ft @ 1,700-4,500 rpm Transmission: 8-speed automatic with paddle shifters Drivetrain: Front-Wheel Drive (FWD) standard; HTRAC All-Wheel Drive (AWD) optional Fuel Economy: AWD: 24 City / 29 Highway / 26 Combined MPG Road Beat real world average: 27 MPG Dimensions: 171-inches long 104-inch wheelbase 63-inches high 72-inches wide 3,500 pounds 26 cubic-feet of cargo storage Interior Features: Seating: H-Tex™ leatherette-trimmed seats Infotainment: 12.3-inch touchscreen display with wireless Apple CarPlay and Android Auto compatibility Audio: Bose premium sound system Climate Control: Dual-zone automatic temperature control Additional Features: Heated and ventilated front seats, heated steering wheel Safety and Driver Assistance: Standard Features: Hyundai SmartSense safety suite, including Forward Collision-Avoidance Assist, Lane Keeping Assist, and Driver Attention Warning Additional Features: Blind-Spot View Monitor (BVM), Surround View Monitor (SVM) Exterior Features: Wheels: 19-inch alloy wheels Lighting: LED headlights and Daytime Running Lights (DRL) Sunroof: Power tilt-and-slide Liftgate: Hands-free smart liftgate with auto open Pricing : Starting MSRP: $31,800 (excluding freight charges, tax, title, and license fees) Price as-tested: $35,005 More photos of the 2025 Hyundai Kona Limited AWD Thank you for reading The Road Beat's 2025 Hyundai Kona Limited review. Please subscribe to never miss a candid review. All photos by mitchellweitzmanphoto.com .