If you want the best gas mileage hybrid Toyota offers, this is it 2026 Toyota Corolla Hybrid XLE review by The Road Beat Words and pictures: Mitchell Weitzman Let me state the obvious: in no way is a Prius an uneconomical car. But the most recent Corolla Hybrid has impressively proved itself as even more frugal despite frigid winter testing conditions. Frequently driving in 40-degree weather with the heat cranked, I averaged an astonishing 47 MPG over a week of mostly highway driving (filled with hills no less). That’s genuinely impressive and beats recent Priuses for mileage which benefited from more favorable conditions. The rest of the Corolla Hybrid is largely a snooze, but for buyers seeking efficiency of the highest order, the Corolla Hybrid delivers like loaded dice. That said, I’d still choose a Prius — and for several reasons. Not because it’s necessarily fun (it’s fun for  a Prius), but because it still looks genuinely striking next to the aging Corolla. This generation of Corolla looked fresh when it debuted, but that was over six years ago . With much of Toyota’s lineup having received major redesigns in recent years, the Corolla now feels overdue for a comprehensive makeover. The same criticism applies to the interior where an overhaul would be most welcome. Especially when equipped with a dark interior, the cabin feels gloomy and cheap, lacking quality touch points and not even pretending with a hint of artificial luxury. Compared to its arch-nemesis, the Honda Civic, it’s like being trapped in a dungeon. Rear-seat space is notably cramped as well, far tighter than the Civic, which can comfortably accommodate adults — athletes, even. Credit where it’s due, though: the infotainment system is intuitive, something that cannot be said of many modern competitors. But not receiving credit is the grainy rearview camera, particularly awful at night. Where the Corolla Hybrid redeems itself is in its sheer ease of use. Hop in, select Drive, and go — it’s completely idiot-proof. The controls require zero learning curve, throttle response is receptive and smooth, and the brakes — even with the complexity of a hybrid powertrain — behave exactly as they should in everyday driving. Many hybrids demand an acclimation period to achieve smooth driving and pedal modulation, but the Corolla Hybrid — like other Toyota hybrids — simply works. Initially, the steering feels vague and devoid of feedback — and it is — but it’s at least accurate and responsive when driven at a moderate pace, back roads included. Thanks to modern tires and suspension tuning, you can hustle this Corolla Hybrid at frankly absurd speeds on familiar roads. Push harder, however, and the illusion collapses and aloofness builds. About 10 MPH over a posted corner speed suggestion is fine, but any further optimism is quickly punished by sloppy transitions and lack of composure. Is it the best-driving Corolla sedan since the rear-drive, drift-god AE86 Levin? Sure — but that’s a low bar considering the slop of the past several decades. At a brisk but reasonable pace, it does hold its own as well as, or slightly better than, a Prius, which has too much of a featherweight steering for my liking. The 47 MPG  figure is exceptional, but there’s no plug-in hybrid Corolla yet — something the Prius offers. A Prius PHEV that’s never plugged in will only return around 40–42 MPG , but if you charge it regularly and have access to convenient, low-cost electricity, that advantage can heavily swing in the Prius’ favor. The last regular Prius I drove returned 46 MPG, and I'm sure this Corolla Hybrid would have done 50 easily if it had the fortune of the same conditions. The Prius also wins decisively in straight-line punch. since the Corolla Hybrid is, frankly, a turd when you floor it. With just 169 horsepower, there’s little to work with, and when it does work, it sounds like a rattling garbage disposal — another (unfortunately) familiar Toyota trait. The Corolla Hybrid’s efficiency is outstanding by every conceivable metric, but I’d still recommend the Prius for its sharper looks, quicker acceleration that is entirely usable and convenient in the real world. Yet, my real pick for the best compact hybrid sedan remains Honda’s Civic , thanks to its superior driving dynamics, higher-quality interior, and noticeably more spacious interior (rear seat especially). Toyota’s current Corolla Hybrid may be a fuel-mileage GOAT, but it’s clearly in need of a full reset. Remember, this car has received no meaningful facelift since it came out, which was before COVID-19 started. For most drivers, the Prius looks leagues better, and the Civic drives noticeably better than both and offers a nicer, upscale cabin. As transportation, the Corolla Hybrid is effortlessly easy — but it feels disposable, like a cheap rental car you won’t miss once you hand back the keys. More photos of the 2026 Toyota Corolla Hybrid XLE 2026 Toyota Corolla Hybrid XLE — Basic Specifications Price as-tested: $31,497 Powertrain & Performance 1.8-liter 4-cylinder hybrid powertrain Combined output: approximately 138 horsepower Continuously Variable Transmission (eCVT) Front-wheel drive (AWD optional) Regular unleaded fuel Fuel Economy (EPA-est.) EPA City: 53 MPG EPA Highway: 46 MPG EPA Combined: 50 MPG Road Beat Real World: 47 MPG Dimensions & Capacity Seating capacity: 5 passengers Cargo capacity (trunk): approximately 13 cubic feet Overall length: about 182 inches Wheelbase: about 106 inches Fuel tank capacity: approximately 11 gallons Chassis & Driving MacPherson strut front suspension Multi-link rear suspension Electric power steering Four-wheel disc brakes Interior & Comfort (XLE Trim) SofTex®-trimmed seating (faux leather) Heated front seats Power driver’s seat Dual-zone automatic climate control Power moonroof Technology 12.3-inch digital instrument cluster 10.5-inch center touchscreen Wireless Apple CarPlay and Android Auto Wireless smartphone charging Available JBL premium audio system Safety & Driver Assistance Toyota Safety Sense suite Adaptive cruise control Lane-keeping assist Automatic emergency braking with pedestrian detection Blind-spot monitoring with rear cross-traffic alert Vehicle Warranty Basic (bumper-to-bumper): 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Hybrid components warranty: 8 years / 100,000 miles Hybrid battery warranty: 10 years / 150,000 miles (this is transferable with ownership) Corrosion perforation: 5 years / unlimited miles Maintenance plan: 2 years / 25,000 miles (covers normal scheduled service) Roadside assistance: 2 years / unlimited miles 2026 Toyota Corolla Hybrid XLE vs Honda Civic Touring Hybrid — Comparison Table Specification 2026 Toyota Corolla Hybrid XLE 2026 Honda Civic Hybrid (Sport / Sport Touring) MSRP (Approx.) $31,739 (as-tested) $32,000 – $33,000 Powertrain 1.8-L 4-cyl hybrid 2.0-L 4-cyl hybrid Total System Horsepower ~138 hp ~200 hp Transmission eCVT e-CVT Drivetrain Front-wheel drive Front-wheel drive EPA Fuel Economy (City / Hwy / Combined) ~53 / ~46 / ~50 MPG ~50 / ~47 / ~49 MPG Length 182 in 184 in Width 70 in 72 in Height 57 in 56 in Wheelbase 106 in 108 in Rear Legroom 35 in 37 in Seating Capacity 5 5 Cargo Volume (Trunk) 13 cu ft 15 cu ft Infotainment 10.5-inch touchscreen; wireless Apple CarPlay/Android Auto 9-inch touchscreen; Apple CarPlay/Android Auto Warranty 3 yr/36k basic; 5 yr/60k powertrain; 3 yr/36k basic; 5 yr/60k powertrain Thank you for reading The Road Beat's 2026 Toyota Corolla Hybrid XLE review.

A boring compact that gets great gas mileage 2026 Toyota Corolla Cross Hybrid XSE review by The Road Beat Words and pictures: Mitchell Weitzman Despite the excellent fuel economy of Toyota’s compact hybrid crossover, the niche it fills (half-full) is simply too narrow to earn a mainstream recommendation. Compounding that issue is the fact that the Corolla Cross is a complete snooze-fest both to drive and to live with. Tested here is a top-tier Hybrid XSE with standard all-wheel drive, priced at $37,339 as tested. At that number, it’s impossible to ignore the Corolla Cross’s own (and superior) stablemate: the venerable RAV4. Perhaps you’re among the few buyers for whom the Corolla Cross makes sense in a more entry level format. But on a broader scale, in an ultra-competitive and overcrowded small-crossover segment, it underwhelms in nearly every measurable way—save for those fuel savings. Picks As expected, Toyota loads the Corolla Cross with an extensive suite of standard safety features, and this XSE leaves little excuse for driver error. Other welcome additions include a decent enough JBL audio system (just don’t turn it up too much, as it quickly induces rattles), a well-sized 10.5-inch touchscreen that’s intuitive and easy to use (once you disable the horrendous default screen beep buried deep in the general settings and not audio nor display settings), and full LED lighting. The SofTex faux-leather seats are also a pleasant surprise—soft, comfortable, and perfectly acceptable for daily use; They're good enough to fool most casual encounters. All-wheel drive comes standard on hybrid Corolla Cross models, adding peace of mind in low-grip conditions and those in weather-impacted climates. But the headline feature—practically shouted through a megaphone—is the hybrid powertrain. The window sticker claims a combined 42 MPG, which real-world driving doesn’t quite support. Mixed freeway and country-road testing returned closer to 34 MPG. Still, 34 MPG is excellent and better than many competitors, some of which still don’t even offer a hybrid option to begin with. Performance is best described as merely adequate. Power is sufficient for daily duties, but this is not a vehicle that encourages anything resembling fun, spirited driving. Where Toyota truly excels, however, is hybrid integration. Transition between electric and gasoline power are seamless, with no lurches, delays, or awkward handoffs. The CVT transmission fades into the background, delivering nigh-immediate response to throttle inputs and adjustments from your right foot. Many engines (hybrids and non-hybrids) can especially struggle in low-speed transitions—like when coasting to a stoplight that suddenly turns green, or creeping through stop-and-go traffic—where engines cut in and out clumsily and transmissions don't know what to do with themselves. Toyota remains the gold standard here, offering some of the most refined hybrid systems on the market and zero second-guessing. Importantly, the entry point for a Corolla Cross Hybrid starts nearly $7,000 less than this XSE. If you forgo the hybrid full stop, a Corolla Cross can even be as little as $25K. At those lower barriers to entry, the Corolla Cross itself makes far more sense on a value standpoint for a compact crossover. You’ll give up some visual flair and interior upgrades, but if saving fuel and lowering monthly payments are priorities, the base models deliver the same core benefits for significantly less money. Nicks Unfortunately, the Toyota Corolla Cross is profoundly boring in nearly every respect no matter which trim is chosen. Between it's dull looks, an uninspiring and drab interior, it's also quite forgettable to drive. Further, by stepping up to an XSE like this you're now landing squarely in hybrid RAV4 territory—a vehicle that delivers similar fuel economy, drives better, and offers vastly more interior space without feeling meaningfully larger on the road. If you’re prepared to spend upwards of $35K let alone $37,339 on a Corolla Cross, do yourself a favor and buy a RAV4 instead—or better yet, a significantly nicer Lexus UX Hybrid. Behind the wheel, the shortcomings become increasingly apparent. Steering is accurate and feels pointy below 40 MPH, but it’s also overboosted and completely devoid of feel. The net result is a vehicle that feels more like a toy than actual car. Grip is acceptable for average consumers, but pushing the Corolla Cross even moderately hard on familiar back roads reveals a lack of composure and unraveling confidence. Drive it quickly and the delays in the controls become obvious, with responses arriving too late to inspire trust. A RAV4 keeps its composure far better, while rivals from Mazda, Honda, and others demonstrate far stronger dynamic competence. Seeing “sport-tuned suspension” mentioned on the window sticker here is, frankly, laughable. The engine may be efficient, but it sounds like an InSinkErator under load, a problem exacerbated by the continuously variable transmission holding a constant and droning engine speed. When you need power, you’ll wish for earplugs. Another knock comes from the uninspired interior design and layout, lacking any kind of creativity and innovation. Rear seats are cramped, and the cargo bay only holds 22 cubic feet of storage. It's also only FIVE inches shorter than a RAV4, yet the RAV4 offers 38 cubic feet of storage. Other compact crossovers also have nicer build quality and materials in their cabin. The interior doesn’t help matters. Design and overall layout is unimaginative, offering little creativity or innovation while also feeling downright dour. The gloomy rear-seat is cramped and only suitable for children or a prized Pomeranian, and the cargo area holds just 22 cubic feet. That’s especially disappointing considering the Corolla Cross is only five inches shorter than a RAV4, which offers a far more usable 38 cubic feet of cargo space. Honda's excellent HR-V also beats the Corolla Cross with 10% more cargo volume in its hold while many competitors provide higher outright quality and more thoughtful cabins. For a new car in 2026, the Corolla Cross smells like 2016 inside. I mentioned earlier about the standard safety features, but the lane keeping assist is awful, following freeway exits or aggressively yanking the steering wheel in your hand even in you're in the middle of your lane and in complete control. This is a problem with all new Toyotas now as the technology or programming has significantly regressed and is more dangerous than helpful. While Toyota’s standard safety tech is extensive, the lane-keeping assist is actively intrusive. On the highway, it follows freeway exit lanes and lines, can tug aggressively at the steering wheel even when you’re centered in your lane, often feeling more dangerous than helpful. This is an issue across Toyota’s current lineup, where the programming appears to have regressed significantly. The base model is where it's at The deeper you compare dimensions, specifications, and pricing, the less sense the Corolla Cross makes—especially with an all-new, improved RAV4 about to debut. At overlapping price points, this XSE trim is effectively irrelevant as the “premium” offering of the line-up; The only version that truly makes sense is the cheapest one. It's in its base form that the Corolla Cross succeeds as simple, reliable, economical transportation—nothing more. For perspective, the incoming 2026 RAV4 (now hybrid only) in its midrange XLE Premium AWD trim will sticker for only roughly $1,000 more than this Corolla Cross Hybrid XSE. Even entry-level AWD hybrid RAV4s start just $2,000 above the least expensive AWD Corolla Cross Hybrid. The decision should be easy. 2026 Toyota Corolla Cross Hybrid XSE AWD — Full Specifications Price as-tested: $37,339 Powertrain & Performance Engine: 2.0-liter inline-4 hybrid Hybrid System: Toyota Hybrid System with three electric motors Total Output: 196 horsepower (combined) Transmission: Electronically controlled continuously variable transmission (ECVT) Drivetrain: All-Wheel Drive (standard) 0–60 mph: Approximately 8 seconds Towing Capacity: 1,500 lbs Fuel Economy EPA City: 46 MPG EPA Highway: 39 MPG EPA Combined: 42 MPG Real-World Observed: ~34 MPG mixed driving Dimensions & Capacities Overall Length: 177 inches Wheelbase: 104 inches Overall Height: 65 inches Ground Clearance: 8 inches Curb Weight: ~3,380 lbs Fuel Tank Capacity: 10.6 gallons Seating Capacity: 5 passengers Passenger Volume: ~88 cubic feet Cargo Capacity (behind rear seats): 22 cubic feet Exterior Wheel Size: 18-inch alloy wheels (black finish on XSE) Tires: 225/55R18 all-season Lighting: Full LED headlights, taillights, and daytime running lights Optional two-tone paint (black roof on select colors) Interior & Comfort (XSE Trim) Infotainment Display: 10.5-inch touchscreen Instrument Cluster: 12.3-inch fully digital gauge display Smartphone Integration: Apple CarPlay and Android Auto Audio System: JBL premium audio Upholstery: SofTex faux-leather seats Front Seats: Heated Driver’s Seat: Power-adjustable with lumbar support Climate Control: Dual-zone automatic Steering Wheel: Heated Interior Lighting: Ambient lighting Rear Seats: 60/40 split-folding with center armrest Safety & Driver Assistance Pre-collision system with pedestrian detection Lane departure alert with steering assist Lane tracing assist Adaptive cruise control Automatic high beams Road sign assist Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Corrosion Warranty: 5 years / unlimited miles Hybrid Component Warranty: 10 years / 150,000 miles 2026 Compact Crossover Comparison Toyota Corolla Cross Hybrid vs. Honda HR-V vs. Mazda CX-30 2026 Toyota Corolla Cross Hybrid 2026 Honda HR-V 2026 Mazda CX-30 Starting MSRP ~$30,500 ~$26,500 ~$27,500 Powertrain 2.0L I-4 Hybrid 2.0L I-4 2.5L I-4 Horsepower 196 hp (combined) 158 hp 186 hp Transmission eCVT CVT 6-speed automatic Drivetrain AWD (standard) FWD standard, AWD optional AWD (availability varies) Road Beat MPG 34 MPG 26 MPG 27 MPG Overall Length 177 in 180 in 173 in Wheelbase 104 in 105 in 104 in Rear Legroom 32 in 38 in 36 in Overall Height 65 in 64 in 62 in Cargo (behind rear seats) 22 cu ft 24 cu ft 20 cu ft Cargo (seats folded) ~53 cu ft 51 cu ft 45 cu ft Seating Capacity 5 5 5 Basic Warranty 3 yr / 36,000 mi 3 yr / 36,000 mi 3 yr / 36,000 mi Powertrain Warranty 5 yr / 60,000 mi 5 yr / 60,000 mi 5 yr / 60,000 mi Thank you for reading The Road Beat's 2026 Toyota Corolla Cross Hybrid XSE review.

This huge SUV from Toyota is a winner 2026 Toyota Grand Highlander Hybrid MAX review by The Road Beat Words and pictures: Mitchell Weitzman Toyota has quietly made the strongest case yet for what a big family SUV should be. Without resorting to the bloated, luxury-leaning excess of American full-size offerings, the Grand Highlander Hybrid Max delivers about as complete a package as you’ll find for $60,000 and less. Targeting consistency and an approachable user experience, it’s the way this Toyota does everything  well that makes it so compelling and arguably the best large SUV for most families today. Picks Measuring 201 inches long, 78 inches wide, and 70 inches tall, the Grand Highlander is unquestionably a large vehicle of mammoth proportions. But it’s not just the stretched exterior sheet metal that defines its size—Toyota’s engineers have maximized interior packaging in a way that genuinely benefits passengers and cargo alike. Despite being physically smaller than Toyota's own Sequoia, the Grand Highlander is noticeably more accommodating inside in each and every corner. If you want a bigger SUV they do exist, but there is simply no reason. For some ore facts and figures, the rear cargo space is nearly 21-cubic feet with the third row of seats in place. Folded down, that number swells to a terrific 58 cubic-feet, over 50% more than what relatively spacious RAV4 already offers. The more expensive and fat Sequoia only offer 49-cubic feet when its third row is folded down. Speaking of which, a Sequoia's third row does not fold flat into the floor, but the Grand Highlander does. Rear cargo space measures nearly 21 cubic feet with the third row still in place. Fold those extra seats down and capacity expands to an excellent 58 cubic feet—over 50 percent more than what the already-spacious RAV4 offers. For context, the significantly more expensive (and significantly bulkier) Sequoia manages just 49 cubic feet with its third row folded. Compounding that disadvantage, the Sequoia’s third row doesn’t fold flat into the floor, while the Grand Highlander’s does. Further, close competitors like the Hyundai Palisade and Honda Pilot also offer a weaker 49 cubic feet of storage with their own third of seats folded down. Legroom in both the first and second row is generous and paired with genuinely comfortable seating. More impressive still is the third row, which can actually accommodate adult humans—not just children or the occasional house cat. Storage is abundant throughout the cabin, including a deep center console, and Toyota has wisely scattered USB ports where people may actually want them. Cue Radiohead, because this is an SUV with "Everything in its Right Place." Driver ergonomics are logical, controls are intuitive, and there’s no learning curve just to operate basic functions from first ingress. Climate controls are immediate and obvious, the touchscreen interface is clean and responsive, and—thankfully—Toyota has retained lots of physical buttons throughout the cabin instead of surrendering to the fallacy of capacitive, fake digital controls. Cars don’t have to be frustrating to live with, and Toyota proves it here. With actual thought, the Grand Highlander avoids the minor but persistent annoyances that plague many rivals. Unlike the last Mazda CX-90 I tested, rear doors include touch-sensitive lock/unlock functionality. Inside, the infotainment system is lag-free, and the top-view camera controls are sensibly placed (unlike the latest Palisade, which inexplicably mounts the switch off near the passenger’s knee). Like all Toyotas, the vehicle remembers your heated seat and steering wheel settings (and turn back on upon startup), automatic high beams can be permanently disabled if you’re so inclined (I am), and radar cruise control can be disengaged with a couple of clicks on the steering wheel—no menu-diving required. On the road, the Grand Highlander does feel large, but it disguises its mass better than the XXL American SUVs from Ford and GM and feels noticeably slimmer than Toyota’s own ungainly Sequoia. This isn’t an SUV designed to excite, but it’s stable, predictable, and easy to place. Steering is accurate if numb, striking a balance between lightness and control that suits the vehicle’s mission. While there’s no meaningful feedback, it’s at least precise—and in real-world driving, that matters more. The standout mechanical element is the Hybrid Max four-cylinder powertrain. Combining turbocharging with hybridization, Toyota has created its most impressive powertrain in recent memory. With 362 horsepower and 400 lb-ft of torque, there’s immediate thrust at any speed or throttle position. More importantly, the system operates cohesively and smoothly which other brands have yet to fully crack when it comes to hybrids and throttle response. And unlike Toyota’s typical hybrid setups, the Hybrid Max ditches the CVT in favor of a proper six-speed automatic which allows the car to better use the available power from low RPMs and sacrifices nothing in terms of response. At neither crawling speeds or highway passing, there are zero hiccups, something that can’t always be said for rivals with lacking engines or disjointed hybrids. The 2.4-liter turbocharged four-cylinder is also far less coarse than past and current Toyota four-cylinders, aided further by the absence of a CVT locking it into a constant drone. Need a quick burst of speed from 30 mph? A slight tip-in of the throttle is all it takes to boil—no hesitation, no drama. Fuel economy averaged 25 mpg over a week of mixed driving, which may not sound impressive for a hybrid, but it’s excellent for a three-row SUV of this size with genuine straight-line shove. Competitors from Honda and Hyundai still rely on naturally aspirated V6 engines. While smooth-spinning and pleasant-sounding, they lack the flexibility and immediacy of Toyota’s Hybrid Max four-cylinder which feels like in another league of usable and appreciated everyday punch. By the time those engines have downshifted multiple gears, the Toyota is already gone. It may not be emotive or elegant, but it’s ruthlessly effective. Ride quality is cushioned and composed, soaking up dips and broken pavement without feeling floaty, and highway cruising is impressively quiet. The Hybrid Max also offers up to 5,000 pounds of towing capacity, enough for most wake boats or weekend lake toys. Nicks Complaints are few and far between. At $60,770 as tested, the Grand Highlander Hybrid Max Platinum is undeniably expensive—but this one is also fully-loaded with nearly every feature and creature comfort imaginable. For context, similarly equipped Hyundai Palisades and Mazda CX-90s land in the same territory. Where the Toyota does trail potential rivals is in outright luxury. Even in the precious metal grade Platinum trim, harder plastics are prevalent, and there’s less leather and soft-touch materials than you’ll find in a comparable Palisade or CX-90. That said, I’d gladly trade some material richness for how much easier the Grand Highlander is to live with day to day. The one control misstep is the heated steering wheel switch, awkwardly placed near the driver’s left knee while the heated seat controls live below the central touchscreen. Toyota’s JBL-branded sound systems still fail to impress me, plus there's a very oddly placed and framed USB port in the front. Extra plastics are used on the door paneling and the bezel around the window switches Enthusiastic drivers will also find little engagement here. Compared to the planted, confidence-inspiring Mazda CX-9 or CX-90, the Grand Highlander lacks precision when pushed. You can  hustle it down a winding road, but it won’t reward you for trying. Still, how often are you genuinely driving a vehicle like this quickly—and for fun? Be wary of the active driving aids like lane departure, which can often be seem more harmful than helpful. Not a negative per se, but yet to be driven is Hyundai's new hybrid system for its Palisade, which sees a healthy increase in horsepower and efficiency compared to its aging and weak V6. Depending how that is in the real world, it could be a notable new contender. The best SUV choice The Grand Highlander Hybrid MAX may not be sexy by design or in its mission, but it also doesn’t pretend to be; Its defining trait is just how effortlessly it fits into daily life. Bigger than most people will ever need, it drives well enough, offers serious power without punishing fuel consumption (like say, a Red Sox fan following Postseason elimination), and features some of the most sensible controls in the segment. Interior materials could stand to improve at this price point, but as a complete package—an SUV you drive every day, load with family, dogs, or a Facebook Marketplace find—it’s difficult to beat. As cars get needlessly and endlessly more complicated, the Grand Highlander—and especially in Hybrid Max form—is comprehensively competent and refreshingly easy to live with. For those uninterested in the added horsepower, the Grand Highlander itself starts at just over $40K for a stripped out and still huge and hugely convenient SUV. 2026 Toyota Grand Highlander Platinum Hybrid Max Specifications As-tested price: $60,770 Powertrain & Performance Turbocharged 2.4-liter four-cylinder Hybrid Max Combined output: 362 horsepower Combined torque: 400 lb-ft Six-speed automatic transmission All-wheel drive Fuel type: Regular unleaded Maximum towing capacity: 5,000 pounds Fuel Economy EPA Combined: 27 MPG Road Beat Real World MPG: 25 Dimensions Overall length: 201 inches Overall width (without mirrors): 78 inches Overall height: 70 inches Wheelbase: 116 inches Weight & Capacities Curb weight: about 4,900 pounds Gross vehicle weight rating (GVWR): 6,340 pounds Fuel tank capacity: 17 gallons Seating capacity: 7 passengers Interior Space Passenger volume: 149 cubic feet Cargo space behind third row: 21 cubic feet Cargo space behind second row: 58 cubic feet Maximum cargo space (all seats folded): 98 cubic feet Chassis, Wheels & Tires Wheel size: 20-inch aluminum alloy wheels Tire size: 255/55R20 all-season Front suspension: MacPherson strut Rear suspension: Multi-link Steering: Electric power-assisted rack-and-pinion Warranty Basic vehicle warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles Hybrid component warranty: 8 years / 100,000 miles Hybrid battery warranty: 10 years / 150,000 miles Corrosion warranty: 5 years / unlimited miles Comparison table with key, comparable rivals Specification Toyota Grand Highlander Hybrid MAX Honda Pilot (AWD V-6) Hyundai Palisade (3.5 L V6 AWD) Mazda CX-90 (3.3 Turbo AWD) Engine Turbo 2.4 L + electric hybrid, 362 hp / 400 lb-ft 3.5 L V-6, 285 hp / 262 lb-ft 3.5 L V6, 287 hp / 260 lb-ft 3.3 L inline-6 turbo, ~280 hp / ~332 lb-ft Transmission 6-speed automatic 10-speed automatic 8-speed automatic 8-speed automatic Drivetrain AWD AWD AWD AWD Fuel Economy (EPA Combined) 27 mpg 22 mpg 21 mpg 25 mpg Cargo (behind 3rd row) 21 cu ft 19 cu ft 19 cu ft 16 cu ft Cargo (behind 2nd row) 58 cu ft 49 cu ft 87 cu ft 40 cu ft Cargo (max, all seats down) 98 cu ft 113 cu ft 87 cu ft 75 cu ft Overall Length 201 in 200 in 199 in 201 in Width (without mirrors) 78 in 78 in 78 in 85 in Height 70 in 71 in 69 in 68 in Wheelbase 116 in 114 in 117 in 123 in Seating Capacity 7 8 8 8 Towing Capacity 5,000 lbs 5,000 lbs 5,000 lbs 5,000 lbs

Extremely good looks are ready for the TikTok generation 2025 Volkswagen Tiguan review by The Road Beat Words and pictures: Mitchell Weitzman TikTok has a pronounced effect on contemporary consumerism. Favoring aesthetics before substance, it won’t be long before endless clips of the new Volkswagen Tiguan flood feeds, buoyed by its genuinely striking looks. And on that front, the Tiguan will win plenty of hearts. But those quick-hit videos and surface-level 'reviews' won’t show the troubling details that undermine the exceptional efforts of the exterior styling. Picks Mazda has long worn the crown for the most attractive crossover in this fiercely competitive segment, but Volkswagen has stormed in and seized its throne. The previous Tiguan was already a good-looking vehicle, but the new lines breathe a subtle upscale nuance — especially up front — making this attainable crossover look far more expensive than it actually is. In fact, it now looks more like an Audi than most Audis do. Honestly, better than an Audi. Open the door for the first time and the reaction mirrors the exterior — overwhelmingly positive. Volkswagen’s brown interior option deserves praise as well, looking rich and intentional rather than dingy or dirty, something brown interiors often suffer from in vehicles like the RAV4 or GMC Terrain. The sweeping, oversized screen immediately grabs attention, and the Tiguan’s traditional strength of interior space continues. Rear-seat legroom is generous, and while previous Tiguans offered an optional third row that was nearly useless, its omission here is no loss at all. Unlike other Volkswagen crossovers that suffer from overly light, numb steering, the Tiguan finally delivers some weight and substance behind the wheel. While ultimate tactility is still lacking, steering accuracy and response are excellent for the class, giving the Tiguan a genuinely capable, almost sporty feel — something most rivals (Mazda’s CX-5 and CX-50 aside) simply don’t offer. Sharing its platform roots with the Golf certainly helps, and while many mainstream VWs and other crossovers feel dull and detached, the Tiguan has a welcome edge on Northern California’s twisty foothill roads. With all-wheel drive eliminating torque steer and power levels that don’t overwhelm the tires, the Tiguan’s chassis feels constantly planted and composed especially when leaving corners under power. Balance is impressive for a roomy mover of persons, and while it’s not outright fun in the traditional sense nor genuinely rewarding to drive briskly, its stout front axle and body control are solid, giving a confidence when pushed. Power comes from Volkswagen’s familiar turbocharged 2.0-liter four-cylinder, producing just over 200 horsepower. It’s not an exciting or even quick unit, but it is at least smooth under operation and sounds better than its Japanese contemporaries. Acceleration is barely adequate rather than exciting, with 0–60 mph arriving in the mid-eight-second range. Fuel economy hovered around 25–26 mpg combined over a week of commuting and errands. The good news is the 2026 model year will see a big upgrade to 268-horsepower. Price is competitive for this top SEL R-Line example, ringing the register at $41,180 all-in as-tested. Nicks Unfortunately, many of the Tiguan’s biggest disappointments are things those TikTok and YouTube shorts will never show. While the cabin initially impresses, that feeling fades quickly once you start living with it. The colors and materials may impress at first glance, but the design lacks cohesion. That massive screen, for example, is poorly integrated into the dashboard, appearing as a standalone slab awkwardly mounted on top. The bulky support structure on the passenger side for said screen only reinforces the sense that the interior was finished first, and the screen was added later as an afterthought. While this cabin is a step forward from recent Volkswagens, the appeal is surface level as the interior quickly reveals itself to be fussy and incoherent. Wood trim options only make matters worse, looking cheap and out of place — more Temu than premium — and clashing with the rest of the design language. Notice how the screen meets the dash on the passenger side...Afterthought. Then there’s the center console armrest, which remains one of the worst in the industry. It creaks loudly due to its notched adjustment mechanism, and you must open it fully just to close it again. Try to grab something quickly and close it from partway up? Too bad — it won’t. What would be a great idea is to use the latch as a clutch so you can you raise and lower it at your behest and without the awful creaking noise, but they didn't try hard enough. The idea of an adjustable armrest makes sense, but the execution is awful. In a new vehicle and the top Tiguan of the year, the cheap noises and clunky operation are unacceptable. Controls elsewhere don’t fare much better. The capacitive sliders for volume and temperature beneath the screen are frustrating, requiring repeated swipes instead of allowing you to hold your finger for quick adjustments. To make matters worse, there are also digital climate controls buried inside of menus on the screen itself. The result is two different temperature controls located mere centimeters apart, neither of which work particularly well; Physical knobs would solve all of this instantly. Adding insult to injury, the rearview camera resolution is poor by modern standards. Material quality further disappoints once you start wholly interacting with the cabin, with many surfaces feel hollow and cheap. Even the turn signal stalks, while visually clean, are overly smooth and slippery, making it easy to accidentally trigger the windshield washers when signaling or using the high beams. The steering wheel is overloaded with buttons as well — a far cry from when cars had just a few, or none at all. Passenger space is competitive, but cargo room is not. With just 27 cubic feet behind the rear seats, the Tiguan massively trails key rivals like the Toyota RAV4 and Honda CR-V which offer nearly 40 cubes of storage. That number is also a massive reduction compared to the 2024 version, so if maximizing trips to Costco matters to you, this isn’t the vehicle to buy. And for those who actually used the Tiguan’s old third row, Hyundai’s Santa Fe now fills that niche at a mostly similar if slightly higher price point, offering more usable space and strong styling of its own. Volkswagen clearly chased glitz and glamour here, but quality and usability took a back seat. Yes, this is still an affordable vehicle by segment standards, and compromises are inevitable. But these feel like the wrong compromises. Starts off as impressive because busy and fussy 2026 solves the lethargic acceleration, but Volkswagen also continues to not offer any hybrid option, something Mazda now does along with typical stalwarts like the CR-V Hybrid and RAV4 (now only hybrid for the 2026 model year). A tough spot to be in Volkswagen has created the visual leader of the segment, and the Tiguan’s driving dynamics are beat most rivals. The upgraded engine next year will also add the much-needed spice to the grunt department. I genuinely enjoyed driving it day to day during my test, but enjoyment on the move actually driving doesn’t outweigh the daily frustrations inside when interacting with the cabin. Not everyone will be as sensitive to tactile quality and control logic as I am, but these issues add up quickly to me when other brands are just easier to use. There are simply nicer, more intuitive, and more spacious vehicles available to choose from. This is the best Tiguan yet, with real improvements (and more to come) and clear strengths — but once again, it’s the little things that hold another Volkswagen back. More photos from the 2025 Volkswagen Tiguan review 2025 Volkswagen Tiguan SEL R-Line 4Motion main specifications Price as-tested: $41,180 Powertrain Engine: 2.0-liter turbocharged inline-4 Horsepower: 201 hp Torque: 221 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive (4MOTION) Performance 0–60 mph: ~8.5 seconds Towing capacity: 1,800 lbs Fuel Economy EPA combined: 25 mpg EPA city / highway: 22 / 30 mpg Fuel tank capacity: 15.6 gallons Dimensions Length: 185 in Wheelbase: 110 in Width: 73 in Height: 67 in Ground clearance: 7 in Curb weight: ~3,900 lbs Interior & Cargo Seating capacity: 5 passengers Cargo volume (rear seats up): 27 cu ft Cargo volume (rear seats folded): 59 cu ft Chassis Front suspension: Independent strut Rear suspension: Multi-link Brakes: Four-wheel disc (vented front) Wheels & Tires Wheel size: 20-inch alloy Tire size: 255/40R20 all-season Standard / Key Features (SEL R-Line) Large touchscreen infotainment display Wireless Apple CarPlay & Android Auto Digital instrument cluster IQ.DRIVE driver-assistance suite Leather seating surfaces Heated front seats R-Line exterior and interior trim accents Comparisons against key 2025 rivals (in comparable top trims and non-hybrids) on the spec sheet Spec VW Tiguan SEL R-Line AWD Toyota RAV4 Limited AWD Honda CR-V AWD Mazda CX-50 Turbo AWD Engine 2.0T I4 2.5 I4 1.5T I4 2.5T I4 Horsepower 201 hp 203 hp 190 hp 227 hp Torque 221 lb-ft 184 lb-ft 179 lb-ft 320 lb-ft Transmission 8-speed auto 8-speed auto CVT 6-speed auto Drivetrain AWD AWD AWD AWD 0–60 mph (est.) ~9 sec ~8 sec ~8.5–9 sec ~6 sec EPA MPG 25 mpg 28 mpg 28 mpg 25 mpg Cargo (rear seats up) 27 cu ft 37 cu ft 39 cu ft 32 cu ft Cargo (seats folded) 59 cu ft 70 cu ft 76 cu ft 56 cu ft Towing Capacity 1,800 lbs 1,500 lbs 1,500 lbs 3,500 lbs Wheel Size 20 in 19 in 18–19 in 20 in Approx MSRP ~$41,000+ ~$42,000 ~$36,500–$38,000 ~$43,000 (Premium Plus Turbo)

2026 Toyota Crown review by The Road Beat Words and pictures: Mitchell Weitzman Looks should never singularly define a car, but when a car resembles the Toyota Crown, resisting judgment becomes difficult. Even though Toyota has had recent design successes like the Prius, the brand proves they're still not afraid to serve us something truly mortifying. The self‑pronounced aesthetician of the 20th century, Lord Henry Wotton, said, "...Real beauty ends where an intellectual expression begins," but in the case of the Crown, it lacks both beauty and nearly any remote sign of intellect. Where does it all go wrong? Crown feels like an answer to a question or desire that never existed. Continuing the lineage of the Avalon — once the preeminent affordably large sedan for retirees — the Crown has become a bulbous, lifted sedan that appears like a normal car infected by a benign tumor. A shame, because the last Avalon was genuinely great‑looking, and simply a great all‑rounder, full stop. There's no hiding from the fact sedan sales have declined over the past decade as crossovers and SUVs now dominate new‑car purchases. Yet the solution to succeeding the Avalon was by no means making a normal car “a little more crossover‑like,” because the end result is one of the ugliest machines on sale today at any price. Toyota also hoped to make the Crown a more upscale experience — a nod to a name used in the past for its higher‑end JDM models and an attempt to capture some of the cultural buzz around Netflix's The Crown , as many Americans are serially obsessed with the British Royal Family. And upon first acquaintance and ingress, a glance around reveals what is easily one of the nicer interiors ever fitted to a mainstream Toyota car. But then reality crashes in: this “nice for a Toyota” comes at a wildly overzealous price — $49,900 as tested here for this 2026 Nightshade example, and prices can quickly creep to nearly $60,000 for other variants with essentially the same trimmings. The end result is surface‑level luxury, with soft padding and what appears to be leather, but the moment you interact with the controls, buttons, storage compartments, or even the trunk release, you're reminded this is not a genuine luxury car — it's only posing as one. Compounding that, despite its enormous trunk, the Crown still omits a power‑opening and closing trunk — a classic luxury‑car hallmark and something that has even trickled down to Hyundai Sonatas. Then there's the way it drives — so entirely unremarkable. The steering is mute and lacks immediate connection, the ride quality isn't all that plush and can bounce around when encountering mild freeway impacts, and if you aim its nose at a corner, you'll miss, thanks to body roll and pronounced understeer. Enter a sequence of tight, connecting turns even at a mild speed, and the lazy nature reveals a sloppiness the old Avalon didn't even exhibit. Fuel economy of this hybrid only model is fortunately excellent for such a large sedan, averaging 36 MPG in mixed driving, but that comes at a cost to dignity. Under the hood is a 2.4‑liter four‑cylinder hybrid powertrain paired to a CVT, and the engine sounds absolutely atrocious when accelerating. Exacerbated by the CVT holding a constant droning and moaning RPM, the noise spilling from the engine bay is loud and obnoxious, entirely undermining its goal of being a luxury vehicle. Power further fails to impress, requiring a deep stab of throttle to merge onto freeways, at which point your ears beg for this hybrid to just be a full EV instead. It’s a terrible powertrain that lacks performance and delights only in fuel economy. In true Toyota fashion, the Crown includes all the basic driver‑safety tech and gizmos as standard, but this is no longer a unique selling point — competitors offer the same. I do appreciate the availability of normal cruise control instead of solely the horrid radar version, and the center touchscreen is easy to use even if some of the settings are oddly organized ( like why is the screen beep setting not also under the sound menu?). Like other recent Toyotas, the lane‑departure warning is more hazardous than helpful, as it likes to follow exit lanes, grab painted lines, and feel like it's working against you. Thankfully, it can be disabled, albeit indefinitely. A bad Toyota, even by Toyota standards Aside from its excellent fuel economy, there is nothing else to like about the Crown. And if economy is the goal— which means saving money is a priority — pocket ten grand and get a loaded Camry instead, plus it returns even better MPG. Worse still, despite the bulbous shape, cabin space never feels particularly generous, with less rear‑legroom than anticipated for the adults I ferried. Between the embarrassing looks and dull, cumbersome driving experience, the Crown is an oddball that does nothing competently enough to make up for its drawbacks. Yes, Toyota offers the step‑up Crown MAX with increased power, but the dynamics don’t blend with the added power, and the price then approaches $60K — frankly a ripoff for a niche Toyota sedan. It will never be a crossover in any meaningful way, and if you want the visibility and ease of entry that comes with that form factor, just get a proper crossover. The Crown Signia is the far superior option in the Crown family itself, thanks to its wagon form factor, added utility, and actually decent looks to pair with the great mileage. Other vehicles to consider: Acura TLX, Genesis G80 (if you’re eyeing a $60K Crown Hybrid MAX), Toyota Camry, Lexus ES, Audi A5, Lexus NX or RX — there is no shortage of superior alternatives around the $50K–$60K mark. 2026 Toyota Crown Nightshade specifications Powertrain & Performance 2.5-liter inline-4 hybrid engine (gas + electric motors) 236 hp combined output 0-60 MPH: ~7.5 seconds Electronic continuously variable transmission (ECVT) Standard all-wheel drive (AWD) EPA-estimated fuel economy: ~42 mpg city / 41 mpg highway Real world economy: 36 MPG Dimensions & Weight Wheelbase: 112 in Overall length: 196 in Width (without mirrors): 72 in Height: 61 in Curb weight: ~4,000 lbs Trunk volume: ~15 cu ft Wheels & Exterior 21-inch matte-black alloy wheels (Nightshade-specific) 5-passenger sedan with lifted ride height / “crossover-leaning” stance Interior & Features Seating capacity: 5 Leather seats Toyota Safety Sense 3.0 driver-assist suite standard Radar and normal cruise control 12.3 inch touchscreen display with Apple CarPlay and Android Auto JBL stereo Warranty 3-year / 36,000-mile basic warranty

Progress has robbed the GTI some of its past magic 2025 Volkswagen GTI review by The Road Beat Words and pictures: Mitchell Weitzman In the quest for insatiable speed , the venerable Volkswagen GTI has lost some of its intangible mojo that made past iterations pure enthusiast dynamite. From the humble original to the revolutionary MKV model nearly 20 years ago, the GTI has been a hot hatch mainstay, embodying the highly practical, approachable, and highly attainable performance car. Yet, in the pursuit of progress, corporate overreach has invaded the sanctity of this icon. Even though the refreshed MK8.5 remains an insanely capable performance prospect, its priceless charm is evaporating. Picks There’s no ignoring that the GTI is a huge offender when it comes to sheer speed. With 241-horsepower claimed on paper and a walloping 273 lb-ft, its turbocharged four-cylinder hits with minimal lag, shoving you into your seat with the force of what must be at least 300 horsepower. Zero to 60 mph is dispatched in just 5.2 seconds, thanks to the launch control-enabled dual-clutch transmission that changes gear like an automatic machine gun. For “just a GTI,” this latest version punches so far above its weight class, it can keep up with Ford Mustangs and dust any new Mazda Miata. It also rarely feels any bit slower than the top-tier Golf R. My old Nissan 370Z with its burly V6 also wouldn’t stand a chance in the real world because the GTI just makes power simply everywhere , from down low and carries a stampede right up to the redline. Grip is colossal, thanks to its dialed chassis and sticky Michelin tires. The real admiration lies in how the front end bites relentlessly despite the front-wheel-drive layout. Torque steer? Largely absent, even with the big power on tap—a combo that historically was a recipe for disaster when sending serious power to just the front wheels. Modern engineering, and some electronic wizardry, renders those fears inconsequential. The front axle’s composure isn’t just for straight lines but shines most notably through the turns. Even when loaded laterally while transmitting all its boosted horsepower, it stays unflappable and right on line. Tuck the GTI’s nose hard into a corner—be it a long carousel like a freeway on-ramp or Turn 6 at Sonoma—and you can keep squeezing the throttle toward your apex and exit with minimal understeer. There’s also a degree of adjustability when you lift off, invoking some helpful rotation. It’s forgiving, too, allowing multiple steering tweaks to carve your perfect line or when dodging potholes on your favorite backroad. Three pedals will almost always trump two, but the GTI’s dual-clutch automated manual is a defining feature that brought these hallmark transmissions to the masses in cars like the MKV and Audi TT. The face those affordable cars had dual-clutch automated manuals before any supercar shows testament to how far ahead VW and Audi were when designing this industry standard. As time and tech have marched on, the shifts are as instant as you’d want from a car like the GTI, with up- and downshifts snapping off with more precision and speed than a torque converter. With seven gears and the small four-cylinder engine, the overall MPG hit a remarkable 29 after a week of mixed driving, too. Being a refresh to the MK8.5 now, refreshed styling does sharpen the GTI’s look with sleeker LEDs, but it’s more evolution than revolution—still handsome, just not anything to be that excited over. Nicks So where does the GTI miss the mark? A lot of the above, actually, plus a few other problematic areas that rob this marvelous hot hatch of the very character it built its legacy on. By chasing numbers and the odds-defying levels of grip, what has been sacrificed is civility. Between the road noise and blatantly stiff ride quality on normal California roads, it's not the happy and comfy everyday car they once were. Instead, it's just too angry for its own good, and that hurts the daily driving ability, but it also doesn't go far enough because it's still way behind the intensity and adrenaline-inducing daze of the next stup up: the Honda Civic Type R. This might be a sharper and harder GTI than ever, but it's lost the identity and playfulness that made it an icon while still being considerably behind cars like the Type R and Elantra N for outright driving satisfaction. While the interior may have at least (thankfully) ditched the troublesome haptic controls on the steering wheel, but they linger elsewhere for volume and temperature adjustments just below the center display. These are solutions to nonexistent problems, making simple tasks increasingly frustrating over time. The mash of buttons below the screen for climate and driving modes is a puzzle, particularly the climate switch, lazily labeled “clima” (an example of Euro-chic branding fail). You can adjust temperature and fan speed via the screen, but you must first press “clima” below —an inconveniently unthoughtful order of operations. The rest of the center display is a mess of boardroom planning by folks who never touch the programs they create. The user experience is awful, with a labyrinth of screens and buried menus that require LSAT-level studying to learn and navigate through for even basic vehicle functions. Center console storage is a disaster, emitting an awful noise when opening, and in order to close it, you must raise it all the way up first. How about a simple latch with a clutch? It also just feels bad in operation. This crappy console belongs in a tin-can rental car from when John Kerry was a presidential candidate - just inexcusable in a car costing this much money and in this year when quality standards have moved well past. I had high hopes for the seats since they look the part with their big bolsters, but I actually found the front ones uncomfortable; The angle of the back and head restraint seems designed for contortionists. To keep it from pushing your head too far forward, you must recline significantly—a bizarre exercise in ergonomics, or the lack thereof. These seats would also be a nightmare at a track day with a helmet, as the forward tilt shoves your head forward, rendering the bolstering useless and your neck sore The SE seats are at least a combination of soft ultrasuede with some stitching accents, and the thumping Harman Kardon stereo adds a premium touch, but it’s not enough to save the haphazard experience. Seats might be a godsend for others, and maybe some aren't as particular as me for UX and other maladies, but where latest GTI disappoints is in its practice and experience as a performance vehicle. Because with all that speed and capability, you would hope for a sense of fun and emotion, and it's vacant from the GTI. Adding a loud exhaust hasn't helped either, which sounds artificial and just like a cheap tuner prop from a Fast & The Furious movie, farting its way obnoxiously through the gears with each upshift with an exaggerated and pointless pop that becomes lowkey embarrassing. The seats might be a godsend for some and their particular (peculiar) shape, and maybe others aren’t as picky about digital UX or these maladies, but where the latest GTI truly disappoints is in its performance experience - and not because it lacks performance. See, with all that speed and capability, you’d hope for some fun and emotion, but it’s sadly AWOL. The obnoxiously loud exhaust doesn’t help with its poor four-cylinder noises, but detracts further by sounding excessively artificial—like a cheap tuner prop from a Fast & Furious  movie. And with that dual-clutch transmission, it then farts its way through the gears with exaggerated, pointless pops that become low-key embarrassing. The dual-clutch gearbox itself might be a superlative example for shift speed and outright operation, but it’s so objectively good it’s dull. You’d think something so snappy would at least have decent paddle shifters, but these plastic, short-travel ones belong on a Corolla. It's almost a paradox that the same transmission that revolutionized the MKV GTI for its unique placement and ability now just blends in with so many others, detracting from the experience rather than adding to it. The little shifter for selecting park and drive also looks and feels lame in operation, too. And why don’t aggressive downshifts bring much engine braking? That’s useful for spirited driving and controlling the chassis. Add these ingredients together, and while the GTI can deliver supercar-baiting pace, it’s a bit soulless and, frankly, boring. The sound isn’t good, the steering feels artificially heavy with muted feedback, and the sharp handling comes with a harsh, bouncy ride on Northern California roads. Instead of being a fun little car that’s a blast to abuse, it’s too clinical for its own good. Rival newcomer vehicles like the Hyundai Elantra N are simply more engaging on backroads. Sure , call me a cynic It’s a pity Volkswagen didn’t send a manual transmission GTI to test, as that added interaction could inject some secret sauce back into the GTI. But wait—what’s that? A manual GTI would’ve been impossible because they no longer offer their hot hatch hero with a stick shift full stop. From past experience with VW manuals in cars like the Jetta GLI, their DIY operation is admittedly less satisfying than what Honda, Mazda, or even Hyundai offers, but even a less-than-perfect manual would make for a more fun and exciting GTI. It might also hopefully avoid the excessive pre-programmed flatulence on upshifts. In reality, though, the Jetta GLI is the more fun car to drive daily with its exploitable chassis, much like the GTI was meant to be historically. The other issue? The GTI SE as-tested starts a hair under $39,000 with destination factored in, and can easily crest $40K with options, either of which is considerably more than an Elantra N—the objectively and subjectively superior performance. If you go up to the Autobahn-spec GTI, you'll be spending even more for just few extra luxury cover-ups of what is obviously not a luxury car to begin with. At the other end, you’re not far from a Honda Civic Type R, which cranks the aggression up several notches, boasts perhaps the best manual ever, and delivers unmatched intensity and engagement. VW has landed the GTI in an unfortunate no man's land, being too hardcore yet not hardcore enough, sitting in a strange middle ground that misses the mark as a complete package. The Jetta GLI now is the preferred of the two because it's actually now more fun thanks to its softer personality that makes it more fun on public roads. So, slow the GTI down, soften it up to make it usable and exploitable again, make the manual simply mandatory, and the GTI could again be what it ought to be. Once the people’s hot hatch, the GTI has traded its joyful soul for sterile speed, leaving enthusiasts longing for the magic of old. 2025 Volkswagen Golf GTI SE review As-tested price: Est. $39,000 Pros: Outstanding performance in all directions Cons: No more manual; UX; Too harsh on normal roads 2025 Volkswagen Golf GTI SE Basic specifications and figures Specification Details Engine Turbocharged 2.0-liter inline-4 (TSI), direct fuel injection, DOHC 16-valve Horsepower 241 hp @ 5,000-6,500 rpm Torque 273 lb-ft @ 1,600-4,300 rpm Transmission 7-speed dual-clutch automatic (DSG) with launch control and paddle shifters Drivetrain Front-wheel drive (FWD) with electronic limited-slip differential (VAQ) 0-60 mph Acceleration 5.2 seconds Top Speed 129 mph (electronically limited) Fuel Economy (EPA) 24 mpg city / 33 mpg highway / 27 mpg combined Real World Economy 29 MPG Brakes 13.4-inch vented front discs / 12.2-inch vented rear discs Wheels/Tires 18-inch alloy wheels (split 5-spoke design) with 235/40R-18 all-season or summer performance tires (e.g., Hankook Ventus S1 evo3) Dimensions (L x W x H) 168.9 in x 70.4 in x 57.7 in Wheelbase 103.6 in Curb Weight Approximately 3,250 lbs Seating Capacity 5 passengers Cargo Volume 19.9 cu ft behind rear seats / 34.5 cu ft with seats folded Passenger Volume 92 cu ft (front: 51 cu ft / rear: 41 cu ft) Infotainment 12.9-inch touchscreen with wireless Apple CarPlay/Android Auto, navigation, IDA voice assistant (with ChatGPT integration), 9-speaker Harman Kardon premium audio Safety Features (Standard) IQ.DRIVE suite: Adaptive cruise control, automatic emergency braking with pedestrian detection, lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, Dynamic Road Sign Recognition Starting MSRP $37,705 (U.S., excluding destination fee of ~$1,200; prices may vary by region)

2026 Honda Passport Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman I’d been eagerly awaiting a revamped Honda Passport, and when it comes to visuals, this new edition dressed in Trailsport guise nails the mission brief. Purposeful yet not outlandish, this wannabe off-roader channels a bit of Defender-lite flair and finally gives the formerly incognito Passport some well-deserved presence. Unfortunately, despite its rugged makeover, the latest Passport undermines itself with gruff characteristics that do without charm. Picks The main selling point of the Passport Trailsport is undoubtedly its newly discovered good looks, earning compliments from several friends. Backing up its off-road aesthetic are real, functional knobby tires that genuinely can help grip the soil beneath when venturing to Tahoe or in the modest dirt and gravel parking lot (what most G-Wagons ever see). Inside, electronic aids assist in mildly challenging conditions, while the suspension has been retuned for a small increase in ground clearance and longer shock travel, allowing better articulation over uneven terrain. With its smartly designed front fascia and undertray, a 23-degree approach angle actually outperforms some trims of the new 4Runner (which has a highly compromising air dam). Passport was long overdue for the same obligatory interior refresh now standard in other Hondas, and the update is a welcome one. Materials show a noticeable improvement in quality, and the layout looks and feels far more modern than last year’s model. I especially appreciate the physical knobs and buttons—infinitely more intuitive than the digital controls plaguing so many new cars. The center touchscreen has grown to over 12 inches, finally looking proportionate to the dash and expansive cabin. Space remains a key strength for travels or trips to Costco. Despite seating only five and lacking a third-row option, there’s ample room for five adults with generous comfort, and the 44-cubic-foot cargo bay remains entirely unobstructed. The load floor in the cargo bay is a touch higher than expected, but overall usability is excellent. A hidden third row, though, would not go amiss for the occasional rare or emergency use case. Core areas that needed improvement have indeed advanced, particularly interior quality, which now competes directly with the latest 4Runner. Ride comfort is better, too, and the back seat offers real long-haul comfort when compared to the Toyota which suffers in both key objectives. Next to no compromises exist in the handling department, either, as the typical Honda traits of weighted, confident steering are gratefully left intact. Push the pace and the Passport stays composed, avoiding the greasy-weasel antics that plague some rival SUVs at anything above a trot. Remarkably, despite its nearly 80-inch width, this SUV rarely feels large in motion; It’s easy to place on the road, allowing me to clip apexes neatly on backroads. Short of Mazda, Honda still leads in chassis finesse, and even with its Trailsport-specific tires and suspension, this remains a solid, enjoyable SUV to drive (as far as mainstream SUVs go, that is). Nicks Despite its best intentions and strong looks, this Passport Trailsport is largely undone by a lethargic engine and transmission. I enjoy naturally aspirated six-cylinders, and Honda is famous for its VTEC magic, but this V6 feels sadly anemic at low speeds. With just 262 lb-ft arriving at a lofty 5,000 RPM, you have to bury your right foot to extract any kind meaningful acceleration. On the hilly highway, it often needs multiple downshifts just to maintain speed on mild inclines. Naturally-aspirated V6 engines are not to be dismissed, but this old school unit is tuned for the upper end to perform and does not suit a big Honda SUV built for the street. Gear changes go unredeemed, too, with shifts that are slow both up and down. Further, there's a complete lack of engine braking on descents—something you’d want when towing, especially given its credible 5,000-pound tow rating. Worse, it can clunk its way through the gears in normal acceleration, an unforgivable trait in a modern automatic. As a ten-speed unit, it should be seamless and transparent, but instead produces audible thuds during gentle shifts at normal speeds. Slow upshifts and torrid downshifts make this one of the worst transmissions I've recently tried full stop. This points to the latest Passport suffering from hardware that simply doesn’t work harmoniously. Even though the V6 can sound good when revved out, its pairing with this transmission feels clumsy in everyday use. It’s hard to believe no engineer or executive flagged the awful throttle delay or the jerky transitions, like when slowing for a red traffic light that suddenly turns green before you completely stop. Fuel economy proved another disappointment—an alarming 18 MPG overall during a week of mixed driving. The infotainment system also refused to remember my phone, forcing a full Bluetooth deletion and connection every single drive. Perhaps that’s due to a “guest profile” setting of this test loaner, but no other test cars have done that before. And when venturing off-road, ground clearance measures just 8.3 inches—somehow less than even a base Toyota RAV4. So, while the approach angle is commendable, clearance limits absolute capability and might give a false sense of off-road confidence. Be sure to also not ignore the fact that if you do take a Passport Trailsport on some namesake-level trails or through mud, the lack of low-end power and crap throttle response and lag will make doing so all the more challenging. Almost forgot: those cool hood vents? Completely fake and sealed off. A passport missing stamps I’m genuinely frustrated by this outcome because I wanted to like the Passport Trailsport. I’m usually a big fan of new Hondas, but this level of throttle lag and drivability issues are inexcusable; It shouldn't be this difficult to drive a new car smoothly. What's more sad is that I don’t recall previous Passports behaving like this, marking a regression in combustion engine technology. Honda, you can do better. I know you can, and you should. 2026 Honda Passport Trailsport specifications Price as-tested: $54,355 (Trailsport Elite) Powertrain & Performance Engine: 3.5-liter V6, DOHC, 24-valve, direct injection Horsepower: 285 hp @ 6,100 rpm Torque: 262 lb-ft @ 5,000 rpm Transmission: 10-speed automatic Drivetrain: i-VTM4 all-wheel drive with selectable drive modes (Trail, Sand, Snow, Tow, etc.) Towing Capacity: 5,000 lbs Fuel Economy (EPA): 18 mpg city / 23 mpg highway / 20 mpg combined Real world MPG: 18 :( Chassis & Suspension Suspension: TrailSport-specific tuning with increased ground clearance and longer travel Ground Clearance: 8.3 in Approach / Departure Angles: 23° / 23° Steering: Electric power-assisted rack-and-pinion Brakes: Four-wheel disc with ABS Exterior Dimensions Overall Length: 192 in Overall Width: 79 in Overall Height: 73 in Wheelbase: 114 in Front Track: 68 in Rear Track: 68 in Curb Weight: ~4,700 lbs Interior & Capacity Seating Capacity: 5 passengers Cargo Volume: 44 cu ft (behind second row) Key Features (TrailSport Elite) TrailWatch / Multi-View Camera System Heated and ventilated front seats Heated steering wheel Tri-zone automatic climate control Rear climate controls and sunshades Bose premium 12-speaker audio system with subwoofer Rain-sensing wipers Terrain-style all-season tires on unique TrailSport wheels

2025 Hyundai Ioniq 5 RWD review by The Road Beat Words and pictures: Mitchell Weitzman As if there weren’t already enough reasons to call the Hyundai Ioniq 5 one of the best EVs on sale, Hyundai has gone ahead and given us another. Tested here is the entry rear-wheel-drive variant (I’d only sampled the AWD versions before), now featuring a larger battery pack and a remarkable real-world range of 300 miles. No caveats, no asterisks — this car genuinely goes 300 miles between charges in summer driving, even with the A/C running. Now that it matches Tesla’s range, this stands as the best EV at that coveted and fiercely competitive $50,000 price point. Picks Lovely as ever, this compact hatchback channels design cues from 1980s icons like the Renault 5 and Lancia Delta, resulting in a neo-modern design triumph. Even years after launch, the shape remains fresh and intriguing. Matte paint isn’t the most practical finish for long-term ownership, but this pewter-gray coat of velvety paint work looks fantastic for now and complements the proportions well. Cabin space impresses for a vehicle measuring 183 inches long thanks to the stretched 118-inch wheelbase, with clever packaging that creates an airy greenhouse and excellent visibility. Headroom is generous thanks to the low floor, and the wide, uncluttered view forward enhances the sense of openness. A large, sliding center console between the front seats offers abundant storage and further flexibility. Material quality and tactile feedback throughout are a notable step up from competitors like Volkswagen’s ID.4, which can often feel comparatively toy-like. Rear legroom isn’t exceptional but is adequate enough for adults, though I wouldn't enjoy being back there for hours on end. Charging performance is another highlight. The Ioniq 5 can take advantage of high-power 350 kW chargers to impressive effect (not fully, but still faster than most rivals), and now natively adopts the Tesla NACS charge port. That means easy access to the vast and reliable Tesla Supercharger network without an adapter. For home charging and other stations with SAE plugs, Hyundai includes an adapter so you truly get the best of both worlds. Expect roughly 24–30 minutes for a 10–80% top-up on a Tesla Supercharger, and as little as 20 minutes on a 350 kW DC charger. Ride and handling continue to impress, maintaining composure and comfort across a wide range of surfaces. Even on rough local roads — the kind that can trip up underdamped crossovers — the Ioniq 5 remains cool, composed, and supple. Power here isn't amazing with 225 horsepower in single motor RWD format, but it's quick and instant to make all real world situations easy. And I like Hyundai's use of paddles mounted behind the steering wheel to easily adjust and tailor the amount of regenerative braking to your liking. Steering lacks true feedback but remains quick and reassuringly responsive, lending viable confidence through corners. Grip levels are high thanks to modern rubber and a strong enough natural balance to the chassis, resisting understeer admirably in sane driving. While this RWD model lacks the torque-vectoring ability of its AWD sibling, it feels more natural and old-school — even a bit BMW-like in how it powers through bends with power coming from the back. Occasional traction slip aside, the RWD setup is more than sufficient for most drivers. It’s not quite “tossable” like a proper and aggressive hot hatch, but agility is still impressive for a vehicle of this approachable purpose. Efficiency is where this version truly shines. The upgraded battery 84 kWh pairs with stellar real-world efficiency, averaging 3.3 miles per kWh — up from about 2.7 miles per kWh in prior AWD models. That’s a near 25% improvement, translating directly into that headlining 300-mile range. Paper numbers aside, this efficiency makes the Ioniq 5 one of the most usable EVs in real-world conditions, especially when combined with ultra-fast charging and seamless Tesla Supercharger access. This feels like the complete EV package many have been waiting for. Nicks Few meaningful drawbacks exist. For some, even 300 miles of range and widespread charging may still not feel sufficient, though that’s more a reflection of EV hesitancy and the charging lifestyle than a flaw of the Ioniq 5 itself. In practical terms, this Hyundai is about as convenient and accessible as an electric car has ever been at this price. Living with the car, the only recurring frustration was visibility of the digital HVAC controls during bright daylight. Whether due to my seating position or the harsh summer sun, they were often difficult to read — a surprising oversight considering Hyundai’s usual attention to detail. Surely someone in development noticed the same thing during daytime testing. Also, the infotainment display can have an overwhelming number of menu app selections. A full monty After four separate stints behind the wheel of different Ioniq 5s, I only seem to like it more each time. While updates have been subtle rather than sweeping, they’ve added up nicely, reinforcing that the core formula remains a triumph. It still looks fantastic, drives with sophistication, and now finally delivers the range it always deserved. In this segment, Hyundai has produced a decisive winner — one that rightfully stands as the benchmark for mainstream EVs today. Tesla may still hold an edge in overall technological integration with its refreshed Model 3 and Y, but neither comes close to matching the Ioniq 5’s sheer design brilliance. 2025 Hyundai Ioniq 5 Limited RWD — Key Specifications Powertrain Single rear-mounted permanent-magnet synchronous motor (RWD) Horsepower: 225 hp Torque: 258 lb-ft Battery Capacity: 84 kWh lithium-ion polymer EPA Range: 318 miles Real world range: About 300 EPA MPGe (city/hwy/combined): 129 / 100 / 114 0–60 mph: ~6.5 seconds Charging (DC Fast 10–80%): ~20 minutes (350 kW charger) Level 2 Home Charging (10–100%): ~7 hr 20 min (10.9 kW onboard) Charging Port: NACS (Tesla Supercharger compatible) Dimensions Wheelbase: 118 in Length: 183 in Width: 74 in Height: 63 in Ground Clearance: 6.1 in Curb Weight: ~4,150 lbs Cargo Space: 26.3 cu ft (behind 2nd row) / 59.3 cu ft (max) Chassis & Suspension Front: MacPherson strut Rear: Multi-link independent Drive Modes: Eco, Normal, Sport, Snow Features (Limited trim highlights) Panoramic Vision Roof (fixed glass) Heated & ventilated front seats; heated rear seats 12.3-inch touchscreen + 12.3-inch digital cluster Bose premium audio system Head-Up Display (HUD) Remote Smart Parking Assist 2 Digital rearview mirror, power liftgate, rain-sensing wipers Full Hyundai SmartSense safety suite MSRP (est.) : ~$54,200 Thank you for reading The Road Beat's 2025 Hyundai Ioniq 5 RWD review. 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The most basic version of the new Land Cruiser is just too spartan 2025 Toyota Land Cruiser 1958 review by The Road Beat Words and pictures: Mitchell Weitzman I had eagerly anticipated the new Land Cruiser in its entry-level, almost attainable form. Dubbed the 1958, this basic SUV shares the same engine, clever 4WD system, and fundamental off-road chops as its pricier siblings, but skips the often unnecessary luxury. Coming in at a near-enough-to-be exact $60K, it’s significantly cheaper than higher-tier versions while interestingly intersecting price-wise with a well-equipped Toyota 4Runner. Whether intentional or not, the Land Cruiser’s biggest rival might just be its own showroom neighbor. After a week with the 1958, though, the conclusion is simple: this trim feels too bare-bones for the money. Land Cruisers have long carried luxury-level price tags while rarely delivering true contempoary luxury. Take a 2020 example for study, a nearly $90,000 SUV that wasn't any better than ten year old 4Runner with some fancy leather as a band-aid. The latest one unfortunately continues that trend for another generation, even when specced to a tear-inducing $80,000. There’s progress here, but compared to other SUVs at similar prices, the overall package still falls flat. In the case of the 1958, removing the silly pricing does help the Land Cruiser make more sense—just not enough, because the experience doesn’t rise to the price. Cloth seats for $60,000? Honestly, no complaints there—I’ll take quality fabric over cheap fake leather any day. Here the material is thick, supportive, and holds its shape well. The seats themselves are sculpted ergonomically, comfortable, and allow you to sit in them rather than perched atop them. Fantastic front seats. The rear seats are less impressive, yet the cloth adds an old-school charm and the shapes don’t detract from comfort. They even look surprisingly good and robust like a real fabric instead of an Alibaba special. Where things sour are the omissions and other material choices, with cheap, flexible plastics scattered everywhere. For example, the climate-control switches are simple to use, but a gentle press causes the entire row to flex downward and creak—imagine how that's going to hold up in a decade. Meanwhile, the gauge cluster sits in a frame that awkwardly slopes downward toward the center screen—odd in a cabin defined by boxes and straight lines. Cloth seats got a pass earlier, but the clunky manual seat adjustments do not. And yes, that does mean power seats are absent—even at $60,000. Back to that center display: at only eight inches, it looks tiny and lost in the dashboard. The surrounding textured plastic doesn’t help, and the screen’s scale feels wildly out of place in a vehicle this size and at this price. The audio system also barely rises above “fine.” I get this is the entry model, but the price is so far from entry. Rear seats fold easily to expand cargo space, but the hybrid powertrain components—shared across all Land Cruiser trims—forces a frustratingly tall cargo floor. Both space and usability suffer, especially for anyone under about 5'5" who now has to lift items much higher than expected. Even though this a big SUV, the cargo only holds 38 cubic-feet, or, exactly the same as RAV4. A heavy and decidedly old-school manual liftgate doesn't help matters. Neck surgery aside, this liftgate genuinely requires effort, and plenty of shoppers will struggle with it. Hard to justify when you’re spending sixty grand on a Toyota. Another eyebrow-raiser? The hybrid powertrain. A turbocharged four-cylinder backed by electric assistance delivers strong real-world shove thanks to 326 horsepower and a mammoth 465 lb-ft. Merging onto freeways is effortless. Noise, however, is disappointing—miles away from the satisfying burble of past V8s or even the V6 engine other Toyotas still have. Besides the casual acceleration, hammering the throttle reveals a distinct lack of top-end pull, and the heavy SUV ends up needing 7.5 seconds to reach 60 mph. Why is the cargo floor so high? More baffling is Toyota altogether skipping the excellent twin-turbo V6 found in the Tundra and Lexus GX 550 (which is essentially a rebodied Land Cruiser). That engine sounds better, runs smoother, and delivers far more urgency in all scenarios. Fuel economy isn’t even a win for this hybrid FOUR-cylinder Land Cruiser: I averaged just 19.5 mpg over a week, and the last GX 550 I tested actually beat that number. Good news does appear once you start driving. Handling is shockingly competent. Steering feels tight and direct with well-judged weighting, and lateral grip far exceeds past big SUVs from Toyota. This Land Cruiser finally drives like a modern vehicle—something that couldn’t be said about the previous generation or the outgoing 4Runner. Highway stability is excellent with zero wandering, and you can now take corners that would have sent the old model scrambling for cover like a first time player in an online Call of Duty bout. Credit to the chassis engineers for delivering a genuinely pleasant driving experience paired with a ride that avoids the punishment typical of Toyota’s body-on-frame lineup. Then comes off-roading—the Land Cruiser’s calling card for half a century. Reality check: factory off-road capability is hamstrung by compromised ground clearance. Despite sophisticated electronic aids and excellent torque management, just 8.3-inches of clearance means you’re scraping sooner than expected. Approach and departure angles of roughly 30 and 22 degrees are good, but both are behind what you get from a 4Runner TRD Off-Road, let alone a TRD Pro with its 10 inches of clearance and superb angles. Out of the box, you’re left with an off-road-themed SUV that can’t actually handle much off-roading without modifications. I mean, it's sad when you realize the incoming 2026 RAV4 Woodland has even 8.5-inches of buffer. Credit where due: the styling is and remains fantastic. Wrapped in Trail Dust paint, this Land Cruiser turns heads everywhere, and the appeal hasn’t faded in the past year. Compared again to its 4Runner stablemate, looks is the one area the '4 just cannot compete. A mixed bag overall From one angle, the newfound driving engagement, more manageable size, and (relatively) approachable price point bring real appeal. And the styling, oh boy is it a knockout. Yet this base model still asks $60,000 while missing quality many shoppers should expect. For the average consumer and mall-crawling crowd, a fully loaded Highlander or Grand Highlander offers more comfort and practicality for the same money—though with less cool factor. Meanwhile, around the same price, a top-trim 4Runner offers better equipment and greater off-road ability. My own conclusion remains conflicted: the Land Cruiser 1958 represents decent value within the Land Cruiser lineup, but weak value on its own. And spending more for a nicer trim simply pushes you into Lexus GX 550 territory—a superior vehicle in its own right. Easy to like? Absolutely. But in a market full of stronger alternatives, liking it just isn’t enough. 2025 Toyota Land Cruiser 1958 basic specifications As-tested price: $60,969 Length: 196 in Width: 78 in Height: 76 in Wheelbase: 112 in Ground Clearance: 8.3 in Curb Weight: About 5,350 lb Seating Capacity: 5 Cargo Volume (behind 2nd row): 38 cu ft Powertrain & Performance Engine: 2.4 L inline-4 hybrid Horsepower: 326 hp Torque: 465 lb-ft Transmission: 8-speed automatic Drive: Full-time 4WD Maximum Towing Capacity: 6,000 lb Fuel Fuel Tank Capacity: 18 gal EPA Fuel Economy (estimated): 22 mpg city / 25 mpg highway / 23 mpg combined Real World Economy: 19.5 MPG Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Corrosion (Perforation): 5 years / unlimited miles Hybrid Component (Traction Battery): 8 years / 100,000 miles Roadside Assistance: 2 years / unlimited miles Off-Road Specifications Tire Size: 245/70 R18 Approach angle: 30° Breakover angle: 25° Departure angle: 22° Ground clearance: 8.3 in for 1958 4WD system: Full-time 4WD with a two-speed transfer case Differentials: Electronically locking center and rear differentials Articulation aid: Front stabilizer-bar disconnect (not available on the 1958 trim, only on higher trims) Crawl Control: Standard with multiple selectable low-speed modes Downhill Assist Control: Standard Traction modes: Multi-Terrain Select with settings for mud, dirt, sand

2025 Hyundai Santa Cruz XRT review by The Road Beat Words and pictures: Mitchell Weitzman This is not a truck for everyone, and to many, they won’t even consider it a truck at all. Yet, oddly enough, that’s precisely the defining feature and strongest trait of the Santa Cruz. Rather than chasing unreasonable payload and tow ratings, Hyundai focused on crafting an everyday crossover that just happens to have a truck bed out back. Think of this as less of a truck and more of a South Korean cyberpunk El Camino, and you’re on the right path, and it's a good path at that. Mass appeal won’t be in the cards, but the niche this fills is one it absolutely nails. Picks Viewed through the right lens, this isn’t an alternative to a traditional pickup; it’s an alternative to a mainstream crossover or even a stand-in for the modern wagon’s absence. The reality is simple: not every driver who owns a truck truly needs one. In my corner of Northern California, light duty and consumer heavy duty trucks make up about half the traffic, yet only a tiny fraction are ever being used as trucks. That’s where the Santa Cruz, Honda Ridgeline, and Ford Maverick crossover-trucks thrive—offering an easier, more approachable gateway into truck ownership that prioritizes versatility rather than sheer capability. Hyundai and others have carved out a smart niche here, and although the Maverick currently leads in popularity in California (among these three - the Tacoma still wins the non full-size truck department), the Santa Cruz presents a compelling argument of its own. Hyundai’s progress in cabin refinement and build quality the past decade borders on staggering, and the Santa Cruz continues the streak even in midrange XRT trim. No rattles to speak of, tight and consistent fitment, and materials that exceed expectations for the brand—all rivaling or surpassing direct competitors. Having spent time in a Ford Maverick recently, this simply stands as the nicer, more refined vehicle. Highway manners are pleasantly quiet, seats are comfortable and spacious, and the overall vibe leans more near-luxury than bargain-budget-friendly. Power comes from a turbocharged four-cylinder in this example, producing 280 horsepower and 290 lb-ft of torque. Real-world performance leaves nothing to be desired; expect easy sub-seven-second 0–60 runs and effortless midrange shove courtesy of the readily available boost and a smart eight-speed automatic. Better yet, Hyundai’s four-cylinder avoids the grating, coarse soundtrack that plagues four-cylinder engines from other makes. Fuel economy isn’t half bad either, delivering an honest 24 MPG combined—comfortably ahead of a Honda Ridgeline or even the last Toyota Tacoma I tried which had a new turbo 'four of its own. Driving dynamics, though, stand as the most impressive aspect yet. Apart from glimpsing the bed in the rearview or climbing into the cab, you’d scarcely realize you’re in a truck-ish vehicle. Steering feels tight and precise, backroad pace borders on genuinely quick, and the real-world mechanical grip inspires confidence. On my usual El Dorado County country routes, this thing can keep up with nearly any reasonable sedan, let alone a crossover, and dispatches twisty asphalt with ease. Ride quality impresses, too, avoiding the overly firm, borderline pointless stiffness plaguing the latest Tacoma. Offering another strong perspective: if you want a truck bed in a vehicle, but not comfortable with driving a large full-size pickup, the Santa Cruz is a viable antidote. Also worth noting is how the XRT has some midly beefier tires and ground clearance raised to nine inches, allowing this little 'ute to veer off the asphalt with comfortable ease in modest use cases. Looks like be love-it-or-hate-it, but the styling lands firmly in the “rad” category for me. Truck purists will dismiss it on principle, but the look channels a moon-buggy vibe—and that’s high praise for a small adventure-oriented truck, no doubt helped by the orange paint and XRT-specific cladding. The extra utility versus a conventional compact SUV sweetens the deal: toss a washing machine in the back, haul appliances, plants, or tackle dump runs—tasks you’d never want to subject your RAV4 to. Nicks Positives aside, certain drawbacks do surface depending on what buyers want and expect. Personally, nothing about the Santa Cruz jumps out as inherently dislikeable, nor does anything stand as fundamentally flawed. Rather, where it falls short is mostly in the categories where Hyundai (wisely in my view) chose not to participate. Unlike the Ford Maverick, no hybrid powertrain exists—for now—which is a shame, since the Maverick’s base hybrid delivers comfortably over 30 MPG. While I enjoy the punch of Hyundai’s turbo engine, a more relaxed hybrid would appeal to a wider audience chasing fuel savings. Because let’s be honest: at 24 MPG, this isn’t dramatically more efficient than a new Ram 1500 with its 400-plus-horsepower Hurricane straight-six. Choosing to pursue practicality has impacted towing, one of the top reasons people who need trucks buy trucks. With a maximum rating of 5,000 pounds, the Santa Cruz does keep pace with the Honda Ridgeline and bests the Maverick, but sits far behind what “real” midsize trucks like the GMC Canyon, Chevy Colorado, or Toyota Tacoma can handle. Choosing the non-turbo Santa Cruz drops the rating further to 3,500 pounds, or what the incoming 2026 RAV4 hybrid can tow. Still, it's enough for some lake toys. Payload performance stands at an oddly specific 1,411 pounds—several hundred below a Canyon or Tacoma and a hair behind the Ridgeline. It doesn’t outperform most Mavericks either, but over a half ton of whatever in the bed will be tough to breach in the small truck bed. Speaking of the Hyundai's payload, the biggest disappointment to some will come from the diminutive bed size, measuring only 52 inches long with the tailgate up and only able to completely withhold 27 cubic feet of volume within its confines. With no other way of saying it, that's kind of tiny and pretty comparable to the cargo volume of a RAV4. However, of course you can put tall items back there in the bed as long you as secure them so they don't tip out and over onto the road. How to make the Santa Cruz make sense Evidence provides proves the Santa Cruz clearly won’t suit every prospect. Plenty of genuine strengths exist, but a week behind the wheel underscores just how specific the target audience is. Compared directly against traditional half-tons or even midsize body-on-frame trucks, it barely registers as a truck. The key realization is reframing the comparison entirely: this shouldn’t be cross-shopped against bigger trucks, but rather against the mainstream and ever-popular RAV4 and CRV-class of crossovers. Pricing aligns closely, driving characteristics match (albeit with more power), and its bed volume approximates what many crossovers offer—just in an open format. Instead of stuffing a Japanese maple or dishwasher inside an enclosed cargo area, you simply drop it in the bed, strap it down, and go. A real personality shines through here, and for anyone stuck in the monotony of yet another anonymous crossover, the Santa Cruz might be the answer—an ideal partner for regular Harbor Freight runs, Green Acres visits, and everything in between. Don't think of it as a truck, but as a competent and nice, cool-looking crossover that happens to boast a truck bed behind. Hyundai Santa Cruz photo gallery 2025 Hyundai Santa Cruz XRT — Key Specifications Price as-tested: $42,425 Engine: 2.5L turbocharged inline-4 Horsepower: 281 hp Torque: 311 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive 245/60 R18 all-terrain tires Fuel Economy (EPA): 18 mpg city / 26 mpg highway / 21 mpg combined Road Beat real world: 24 MPG Fuel Capacity: 18 gallons Towing Capacity: Up to 5,000 lbs Payload Capacity: 1,411 lbs Curb Weight: ~4,250 lbs GVWR: 5,798 lbs Bed Length: 52 in (tailgate up) Bed Depth: 19 in Bed Width: 54 in max / 43 in between wheel wells Bed Volume: 27 cu ft Overall Length: 196 in Wheelbase: 118 in Width: 75 in (without mirrors) Height: 67 in Ground Clearance: 9 in Seating Capacity: 5 12.3-inch touchscreen display with wireless Apple Carplay and Android Auto Warranty: 5-yr/60k-mi basic; 10-yr/100k-mi powertrain Thank you for reading The Road Beat's 2025 Hyundai Santa Cruz XRT review. 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The Prius impresses with its plug-in hybrid powertrain 2026 Toyota Prius PHEV review by The Road Beat Words and pictures: Mitchell Weitzman I almost couldn’t believe another yellow Prius had arrived on my doorstep. A standard Prius Nightshade in this same mustard hue visited earlier this summer, and I had to make sure it wasn’t back for a repeat and duplicate stay. Relief came only after spotting the extra charging port on this plug-in hybrid example, but the same unfortunately torrid, desaturated yellow remains. New Priuses look terrific themselves, but this particular dijon stands among the worst yellows ever painted on any car. And coming from a huge fan of yellow, that says everything. Beyond the appalling color, though, the Prius PHEV is a winner. Want to read more about the Prius in general? Many of the same pros and cons from the standard Nightshade edition I drove months ago still apply. Differences between that car and this new PHEV Nightshade boil down almost entirely to the propulsion system. As the acronym suggests, PHEV denotes the Plug-In Hybrid variant, formerly known as the Prius Prime. A few extra dollars add a second electric motor which bumps total output to 220 horsepower from 194. The battery pack included in the PHEV is capable of roughly 40 miles of electric-only driving. Sure, weight and complexity increase, but the added power reveals itself the moment you accelerate onto a motorway. Throttle responses sharpen, too, and even at highway speeds this bold Prius delivers a surprising punch when overtaking—something no previous Prius could ever claim. For those counting, 0-60 MPH takes about 6.5 seconds. More electrical assist also means the gas engine isn’t as stressed, slightly reducing the coarse, garbage-disposal soundtrack Toyota four-cylinders often inherently make. As someone who prefers the refinement of an inline-six or V8, this is a welcome improvement; headaches become far less likely. Charging remains strictly optional. Without ever plugging in, the Prius Plug-In Hybrid still returned about 40 MPG in my testing—right in line with the regular hybrid. Add some electrons (maximum 13.6 kWh capacity), and your gas mileage numbers will climb dramatically. Despite the added mass, wiring, and lithium, no meaningful real-world penalty seems to exist, only real gains. By all means plug it in, though, because that’s how you extract the full value of this model. Everyday driving continues to be pleasant, but the steering is still too light, and quick transitions on winding roads can overwhelm available grip and balance. Turn-in comes with a brief hesitation, and quick left-right inputs can leave the chassis lagging behind your commands, reacting a day late and dollar short when worked up. This remains the best-handling Prius ever built, just don’t be fooled by the sleek shape and wannabe performance color—sports car aspirations remain a stretch. Leather seats elevate the Nightshade’s cabin, and overall quality impresses for a sub-$40K Toyota. Rear seating and headroom suffer from the stylishly sloped roofline, making a Camry or Accord a smarter choice for frequent adult back passengers. Forward visibility is again compromised by long A-pillars, and shoulder-check blind spots aren’t great either. Further, the gauge cluster disappoints: too small, too far away, and easily blocked by the steering wheel depending on your seating position and anatomic proportions. Even without government rebates or tax incentives, this stands as the best Prius variant overall. A standard hybrid costs less and will suit many drivers, but the PHEV sits atop the lineup with its stronger powertrain and genuine electric-driving capability when you choose to use it. Comfortable, stylish, and even quick, this is the best Prius yet—just order literally any other color. If there is one single demerit against the Plug-in Hybrid version of the latest Prius, it's that there's no all-wheel drive currently offered. And as-equipped, this Nightshade costs a sad $41,304. 2026 Toyota Prius Nightshade Plug-in Hybrid specifications Price as-tested: $41,304 Powertrain & Performance 2.0-liter 4-cylinder engine with dual electric motors 220 hp combined system output Front-wheel drive eCVT automatic transmission 14 kWh lithium-ion battery (rounded from 13.6) ~40 miles EV-only range ~52 MPG EPA-estimated combined mileage 40 MPG Real world combined mileage Exterior Dimensions 181 in length 70 in width 56 in height 108 in wheelbase Interior & Cargo Seats 5 passengers 91 cu ft passenger volume 20 cu ft cargo volume (rear seats up) 27 cu ft maximum cargo space (rear seats down) Nightshade Package Features 19-inch black alloy wheels Black exterior trim and badging Black shark-fin antenna Unique Nightshade interior trim elements

The all-wheel drive Ioniq 5 sees big gains in range even on the XRT example 2026 Hyundai Ioniq 5 XRT review by The Road Beat Words and pictures: Mitchell Weitzman After driving a mildly refreshed ID.4 Pro S and noting some improvements for the German brand, Hyundai serves a reminder of just how far behind Volkswagen remains. Past Ioniq 5s tested by The Road Beat suffered from relatively weak real-world range, but recent updates bring a greatly improved and more consistent distance. With a product now better than ever, this remains the pick for everyday EVs by The Road Beat. Measuring 84 kWh in capacity and featuring a dual-motor AWD drivetrain with the familiar 320 horsepower, this model now returns a reliably consistent 270 miles of real-world range. Not quite the magic 300, but this XRT-equipped AWD version rides on mildly knobby tires intended for light off-road use—never ideal for efficiency. A recently tested RWD single-motor Ioniq 5 managed to crest the 300-mile milestone (pun intended, sorry), though the dual-motor setup here rewards you with significantly more punch when you flatten your right foot. Thanks to the added range, the Ioniq 5 feels far more competitive towards the dual motor Tesla Model Y in how far you can realistically go in the real world. Another welcome update is the adoption of the Tesla NACS port, allowing direct access to Tesla Superchargers without any adapter. Hyundai includes adapters for traditional SAE Level 2 or DC fast chargers as well. Huge win for Hyundai, especially considering the ID.4 still lacks this capability. Hyundai also continues to offer the quickest charging in its price bracket, with the ability to make use of 350-kW chargers—even if the peak never quite hits that number. Going from 10–80% takes just over 20 minutes on a top-tier charger and still lands under 30 minutes on a Tesla Supercharger. Visually, the Ioniq 5 remains beautifully fresh, and the XRT package adds a quirky digital-camo treatment to the plastic cladding that meshes well with its cyberpunk, Tron-like aesthetic. Those chunkier tires also bump ground clearance by nearly an inch over a standard Ioniq 5, giving the XRT meaningful capability for more than pure pavement—snow, mild dirt roads, and similar adventures. Still only 7 inches of clearance, but a noticeable improvement over the 6.1 inches of other trims. Concerns about handling from the extra height and tires? Hardly. No meaningful drawbacks appear in normal driving, which makes the XRT feel like a surprisingly smart and versatile configuration for the model. It’s not as upscale inside as a Limited, but still comes across as nicer than similarly priced rivals where quality is concerned. Responsive, tight steering remains intact, giving the car a confident, accurate feel. Lateral grip only starts to fade when the suspension is heavily loaded—something normal drivers won’t ever do. Interior design itself continues to impress, from the wide, well-integrated display to the cleverly packaged sliding center console. Forward visibility is excellent and outward sightlines remain solid all around. Hyundai also retains the most adjustable regenerative-braking settings in the business, including the option for none at all. Issues do exist, mostly around the fact that this Ioniq 5 XRT stickers for about $55,000. With government tax credits no longer available, leasing becomes far less attractive, and buyers should prepare for severe—and I do mean severe—depreciation. A pleasant car, certainly, but is it $55 grand kinds of pleasant? Electric vehicles simply aren’t cheap at retail, though dealerships are usually more than willing to discount to help move them. Manufacturers do seem to be propping things up with strong incentives since the credits expired, but who knows how long that will continue once quarterly earnings land in January. Price skepticism aside, this is a fabulous EV that has an edge on most of its competitors and in most ways. It's quick, nice to drive, charges fast, and now has native Tesla Supercharger support. Unless the deal is simply too good to pass up, you'd be simply foolish to consider the VW ID.4 at this point. Tesla has an excellent package in their Model Y, but then again I just do not like the looks of any Tesla, enough to not ever want to consider one (hey, looks are important. And subjective). Price skepticism aside, you’re looking at a fabulous EV that edges out most competitors in the meaningful ways. Quick, enjoyable to drive, fast-charging, and now offering native Supercharger support. Unless an ID.4 deal is too good to ignore, choosing the Volkswagen over this would be hard to justify. Tesla’s Model Y remains an excellent package, but the styling is, well, challenging and a shape only a blind mother could love (hey, looks are subjective, but they do matter). Hyundai has made the Ioniq 5 all the more appealing now with the XRT and other updates, and with the newfound range ability, addressed what easily was its largest weakness prior. Other models to consider for an EV would be the Tesla Model Y and 3 and Ford Mustang Mach-E. Hyundai has made the Ioniq 5 even more appealing with the XRT and its latest updates, and the newfound range addresses the model’s biggest previous weakness. Other similar EVs to also consider include the aforementioned Tesla Model Y, along with the Ford Mustang Mach-E and Kia's EV6. 2026 Hyundai Ioniq 5 XRT – Key Specifications Price as-tested: ~$55,000 Battery capacity: 84 kWh Motors / Drivetrain: Dual-motor AWD with 320 hp / 446 lb-ft Real world Road Beat range: ~270 miles Miles/kWh: 3.2 Charging: 800V fast-charging architecture 10–80% in ~20–30 minutes on a fast charger Supports NACS (Tesla Supercharger) Wheels & Tires: 18-inch black alloy wheels 235/60R18 all-terrain tires Ground Clearance: ~7.0 inches (about 1 inch more than standard Ioniq 5) Exterior Dimensions: Length: 183 in Width: 74 in Height: 64 in Wheelbase: 118 in Cargo Space: Behind rear seats: 26 cu ft With seats folded down: 59 cu ft XRT-Specific Features: Unique digital-camo cladding Black exterior trim and badging All-terrain tires Terrain drive modes (Snow, Mud, Sand) XRT interior accents and all-weather mats