Search Results

This new Hybrid from Mazda hides a surprising heart 2025 Mazda CX-50 Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman There are times when sharing components can reap great rewards for those involved, and Mazda has benefited immensely from this latest collaboration between two unlikely allies. "Mazda makes a CX-50 hybrid?" a friend asked, and the honest answer is a kind-of-sort-of no. Because while this is a Mazda CX-50 on the outside and inside, its new modestly beating heart comes from Toyota, sharing an engine with the best-selling RAV4 Hybrid. I didn’t see that coming, and I’m so happy Mazda made this deal happen—because if you can’t beat them, then take from them. And after all, nobody does consumer hybrids quite like Toyota. The result is a CX-50 that is the superior choice for most consumers and, at the same time, renders the Toyota RAV4 Hybrid largely irrelevant. Picks Transforming into a hybrid has lost nothing in the way of Mazda’s superlative style and interior quality. So, as before, we’re left with a sharp and stylish exterior that looks and feels increasingly upscale once you open the doors. Other mainstream brands have certainly upped their game when it comes to luxury flair on everyday cars, but Mazda still leads the way with an attention to detail on all the crucial touchpoints that are simply better. While a friend was home visiting for the holidays, on their first ride in the Mazda, they were delighted by the mechanically solid and substantial feel of the volume knob and other controls. They also appreciated how soft the dashboard was. It just goes to show that people experiencing a Mazda for the first time come away impressed by how under-the-radar and undervalued the brand remains to this day. Now that we have the powertrain taken from a Toyota RAV4 Hybrid, oomph comes from a reasonable 219 horsepower, readily available at all times. The overall economy measured out as a fantastic 32 MPG during a cold winter week with the heater on high for each drive. That may be about couple MPG less than a RAV4 Hybrid, but we’re talking over 30 MPG in a fairly luxurious and gorgeous Mazda, which is a stupendous figure and significantly better than Mazda's own conventional offerings. Toyota has also developed seamless operation and instant response in its hybrid systems, and this is no different. It’s worlds better than the plug-in hybrid unit Mazda developed for its huge CX-90 SUV, which is, frankly, a travesty in terms of refinement. Quite honestly, Mazda paging Toyota for some hybrid help is a good and powerful move. And because it’s still a CX-50, the driving experience remains best-in-class. Steering? Delightful, with meaty weighting that enhances each drive with increased confidence. Pairing with the precise steering is a dynamic chassis that makes a compelling dance partner—whether it’s a laid-back slow dance or an upbeat and energetic foxtrot. AWD adds composure and all-weather capability, but the real magic is how willing and able the nose is, ready to be guided in nearly any and all directions. Mazda built its reputation on its zoom-zoom heritage, and their pedigree of fun-to-drive vehicles continues to this day. It might not quite be a murder on the dance floor, but this remains a shockingly fun way to put on the ritz every single day in a sensible family crossover. Nicks There aren’t many issues here, and most readers will find these to be minor nitpicks. But nitpicks can’t be overlooked by those they may bother. Perhaps the most annoying quirk is the center display screen, which is only touch-capable when at a stop or up to 2 MPH, weirdly. After that, you have to use the rotary click wheel. It isn’t bad to use, but Apple CarPlay is definitely meant to be used by touch, making this an odd design choice. A recent CX-30 now has an option to allow full touchscreen use at all times, so hopefully that makes its way to the CX-50, too There’s also the returning subject of the engine. While this Toyota-sourced four-cylinder hybrid delivers excellent fuel economy, it’s still a four-cylinder Toyota engine. In other words, it’s a coarse and groaning main act, emphasized by a CVT transmission that holds and maintains the same engine speed, making the dreary sobbing noises all the more apparent. Mazda’s own four-cylinders are smoother and produce a far more pleasing sound, but the tradeoff for this newfound economy is newfound four-cylinder coarseness. You also sacrifice the finite punch of Mazda’s own turbocharged 2.5-liter unit, which produces over 300 foot-pounds of torque and gets to 60 MPH from rest nearly a full second faster. Additionally, there were some rattles emanating from the rear of the CX-50 on rougher roads. Given the low mileage on this exact example, that would be a concern for me as a new owner—worthy of a trip back to the dealer or at least some investigation. The best crossover available? After receiving a heart transplant from Toyota’s RAV4 Hybrid, the CX-50 Hybrid is now one of the most attractive crossovers on sale today—not just aesthetically, but also in terms of its superb driving characteristics and excellent economy. For many, saving on gas is a top priority in a world with ever-rising living expenses. Before this test, choices were limited to either a Toyota or Honda to maximize savings at the pump, or commit to all-electric altogether even. How Mazda scored this deal—and how Toyota let it happen—is one thing, but what matters is that the same CX-50 is still here with all its intrinsic values. Now, it also has the efficiency trump card to play against its key rivals, and undoubtedly, this new version will attract and convert many consumers to Mazda. 2025 Mazda CX-50 Hybrid Premium Plus As-tested price: about $42,500 Pros: Excellent economy; Great style inside and out; Same Mazda dynamics Cons: Toyota engine is coarse when accelerating Basic Specifications Powertrain & Performance Hybrid 2.5-liter naturally aspirated four-cylinder engine paired with three electric motors Combined output of 219 horsepower Electronically controlled continuously variable transmission (e-CVT) Standard all-wheel drive (e-AWD) EPA-estimated 38 MPG combined Road Beat Real World 32 MPG Exterior Dimensions Length: 186.1 inches Width: 75.6 inches Height: 63.5 inches Wheelbase: 110.8 inches Interior & Cargo Space Cargo volume: 29.6 cubic feet behind rear seats Technology & Convenience 10.25-inch infotainment display with wireless Apple CarPlay & Android Auto 12-speaker Bose audio system with Centerpoint and AudioPilot Built-in Alexa integration Wireless phone charging Four USB-C ports Navigation system Surround-view monitor Full-color Active Driving Display projected onto the windshield Towing Capacity Up to 1,500 pounds Pricing Starting MSRP: $42,065 (including destination charges) More photos of the 2025 Mazda CX-50 Hybrid Premium Plus Thank you for reading The Road Beat's honest and candid 2025 Mazda CX-50 Hybrid review. All photos by mitchellweitzmanphoto.com . Please subscribe to never miss a review, published weekly.

The Sequoia SUV is now available in the Tundra's 1794 Edition trim, but the price just ain't worth it. 2025 Toyota Sequoia 1794 review by The Road Beat Words and pictures: Mitchell Weitzman $85,630. Yep, you read that correctly. And since we're already coming out of the gates swinging Thor's hammer, this latest edition of Toyota's Sequoia SUV is grossly overpriced for what it is. Not to say it isn't nice, but eighty-five grand nice? For a Toyota? No, thank you. And before you call me a hater, you being should be agreeing and thinking the same for the variety of reasons detailed below. Picks The highlight and dominating feature (besides the aforementioned price tag) of the Sequoia is the engine — a twin-turbocharged V6 hybrid power unit. Pumping out 437 healthy horsepower and a gargantuan peak 583 lb-ft of torque, this mammoth full-size SUV accelerates at a shocking pace. The 0-60 MPH benchmark takes just 5.5 seconds, which is as quick as the fastest Ferrari was during Ronald Reagan's first term. Imagine being in a brand-new Testarossa when a giant Toyota SUV from 40 years in the future rolls up next to you and dusts you at the stoplights, all while clumsily roast the clutch and miss a gear on the gated shifter. Anyway, as a replacement for a V8, the powertrain delivers impressive outright performance, with smooth pulses and seamless operation. Towing capacity is also above a substantial 9,000 pounds, which should be enough for most drivers before requiring a step up to a heavy duty diesel rig. Despite this 1794 Edition retailing for an absurd price, the Sequoia model itself starts at a far more reasonable sub-$65,000, with some decently well-equipped and furnished Platinum models available for below $75,000. In that range, a Toyota Sequoia at least begins to make some semblance of sense. Every Sequoia also comes standard with a humongous center display screen for easy navigation of your everyday tech, and all the usual bells, whistles, and safety features are present - except one glaring omission in the rear we'll get to later. Most surprisingly unexpected is that the new Sequoia drives quite well, combining confident steering for such a large vehicle with grip and handling that leaves the old model in another dimension. Hustle a Sequoia, and while it’s not happy to do so, it’s amazing how quickly it can carry speed through corners without really any kind of fuss or protest. On the highway, it tracks arrow-straight, and I like the steering weight, too, making for an easy driving experience despite its massive size. Nicks Here’s where the problems return — and there are a lot — but I’m going to go quick, relatively. First, we have the price again, because did I mention this thing costs $85,630? I know the seats are wrapped in high-quality leather, and some of that extends to the armrests and dashboard, but the rest of the cabin consists of cheap plastics with unsatisfying controls and touchpoints. The sagging glovebox, along with the release and latch for the center console storage, are particularly terrible and more fitting of a 15 year old Corolla. For such a physically vast and modern SUV, the third-row seats do not fold flat into the floor, which is inexcusable in a vehicle of this design and price point in 2025. Instead, to create extra cargo room, you have to manually remove them in an ungraceful and impractical process. Even then, the second-row seats aren’t all that spacious in terms of legroom, with Toyota’s own Grand Highlander offering a far more convenient and roomy setup for families. For measuring a Goliath-like 208-inches long, this has to be the smallest interior space to exterior dimension ratio of any new SUV. Packaging is important, and the Sequoia simply squanders this aspect tragically. For a direct comparison of interior space numbers, with the Sequoia's third row of seats folded (but not flatly), your storage capacity will be a weak 49 cubic-feet. On the other hand, a GMC Yukon with its third row of seats folded flat into the floor (and low storage bay height), packs a towering 72 cubic-feet of volume. A Yukon is only two inches longer than a Sequoia overall, but its storage capacity is nearly 50% larger. Remember the powerful engine that replaces a V8? Well, it certainly drinks like one, averaging a paltry 16 MPG during a week of mixed driving conditions — and that's despite being a hybrid . Both my passengers and I also disliked the obviously fake and synthetic V8 noises piped into the cabin to further disguise the fact that it’s a V6. It’s fine as it is—just embrace the V6 instead of pretending to be something you're not, which is what Instagram is for. While I praised the Sequoia’s handling, that comes with an unfortunate tradeoff: ride quality. With a bridge-girder strength required for its high towing capacity, the engineers seemingly couldn’t find a workaround for the stiff and jiggly ride. The suspension reacts harshly to imperfections, making for an uncomfortable experience especially at the rear end, where not even a modern and sophisticed multi-link design has reaped any rewards. Speed bumps are a particular menace, with the rear axle slamming into them even at low speeds instead of gliding over like rival SUVs or trucks. For a supposedly luxurious SUV, this lacks the comfort and refinement you would expect. It must be said this example has the TRD Off-Road package and 'off-road' suspension, but off-road suspension usually actually means softer suspension to better cope with the earth's lumpy and bumpy terrain. A past Ford Raptor I drove, for example, simply glided over pavement in soothing fashion. So, if this is the supposedly softer option, that makes it even worse. So many SUV choices There’s no hiding the fact that there is a manic abundance of alternatives in the SUV market. General Motors alone offers a plethora of options, with the Escalade and GMC Yukon standing out, and Ford has the stalwart Expedition to boot. Other choices include Lexus with the more luxurious LX 600, Genesis has the superb GV80, Jeep offers the Wagoneer, and Nissan brought out a revitalized Armada with unexpected style and chic — and that's before bringing up any of the sporty and luxurious German family haulers. Also, for families seeking a large Toyota, don’t overlook the Grand Highlander—it’s actually more spacious and practical, costs significantly less, and its highest Platinum trims are nearly as nicely furnished. Sequoias can make sense, but only at their entry-level asking prices. Besides, Toyota became the automotive giant it is for delivering quality at unbeatable value. Today, hardly any Toyotas win on the value front, often costing more than equivalents from other brands. And as for its intended purpose as a big three-row SUV, it fundamentally fails here by being pointlessly inefficient as a hybrid, and also inefficient when it comes to interior space and cargo volume. When you venture into the $80,000-and-above territory, Toyota simply has no business competing there—and it shows. 2025 Toyota Sequoia 1794 Edition Price as-tested: $85,630 Pros: Powerful engine Cons: Thirsty; Overpriced; Third row doesn't fold flat 2025 Toyota Sequoia 1794 Edition Basic Specifications Powertrain: Engine: 3.4-liter twin-turbo V6 hybrid Horsepower: 437 hp @ 5,200 rpm Torque: 583 lb-ft @ 2,400 rpm 10-speed automatic Four-wheel drive Dimensions: Overall Length: 208.1 inches Width: 79.8 inches Height: 74.5 inches Wheelbase: 122.0 inches Curb Weight: Approximately 6,150 lbs Cargo Volume Behind Third Row: 22.3 cubic feet Cargo Volume Behind Second Row: 49 cubic feet Towing and Payload: Maximum Towing Capacity: 9,010 lbs Maximum Payload Capacity: 1,410 lbs Fuel Economy: EPA Estimated MPG: 19 city / 22 highway / 20 combined Real World Road Beat MPG: 16 MPG More photos of the Toyota Sequoia 1794 Edition exterior and interior: Thank you for reading The Road Beat's 2025 Toyota Sequoia 1794 review. Please subscribe to not miss another review. Photography by mitchellweitzmanphoto.com .

Despite a wonderful interior and massive power, the XC90 needs a tech refresh 2024 Volvo XC90 Recharge Ultimate review by The Road Beat Words and pictures: Mitchell Weitzman There's a lot that Volvo never needs to touch for fear of screwing it up — like their tasteful exterior and luxurious interior furnishings. With the XC90 Recharge full-size SUV, power has reached an upper acceptable limit, as nobody in the real world needs anything remotely above the 455 unassuming horsepower achieved here. Yet, with no fundamental changes in the past half-decade, there are still plenty of small details Volvo has yet to address. As much as I love the wonderful leather-clad, massaging seats and quiet cabin, this Swede is weighed down by yesteryear's tech and operation. Picks I don't think I've ever written a bad thing about Volvo's styling, and even though it looks largely the same as it did 20 years ago, the XC90 is refreshingly elegant and understated while remaining as taut as ever. And unlike most Ikea products that only look good until you touch them, this Swede somehow gets even better once your hands interact with the car. Even the door handles are solid, and the ones on the inside are wonderfully satisfying to use — much like how Tudor dive watches have confidence-inspiring rotating bezels and clicks. And the leather? Among the finest Nappa hides you'll experience in any car at any price. Once you're on the road, it's the pure embodiment of comfort. Aided by a serene lack of wind noise and those magical seats (best when both the seat warmer and massage functions are used together ), this is a fantastic vehicle for long voyages. This particular XC90 Recharge Ultimate was further fitted with optional air suspension, which proved its merit when gliding over uneven and winter-battered pavement on its ascent toward South Lake Tahoe along Highway 50. There’s no shortage of intricacy in the powertrain, a complex mix of turbocharged combustion and hybridized electrification. All suited and booted, this plug-in hybrid makes a peak 455 horsepower and hustles hard from any speed and prodding of your right foot thanks to its mighty 523 total lb-ft of torque. Even though it's just a four-cylinder, vibrations are well restrained, making for one of the smoothest four-bangers currently available in the world. And unlike the unsettling and blender-like racket of a Toyota four-banger, the noise is refined and almost cultured even. With its instant response, duly helped by the healthy dose of electric power on tap, there are no hiccups to be found — legitimately zero turbo lag. Also, transitions between gas and electric at slower speeds are seamless, an issue I've found in their less powerful powertrains. Volvo has done a masterful job making this hybrid powertrain both potent and viable in everyday operation in what is undeniably their flagship product of the time. Gas mileage can range from 22 mpg overall to a respectable 27 mpg on a longer road trip—decent for a big and powerful car. The plug-in hybrid architecture also means you can travel on PG&E alone. Fully juiced, the modest battery pack will carry you about 35 miles in the real world, adding some versatility and convenience over a full EV. You can also just never charge it and drive it exclusively as a hybrid. Nicks While the familiar exterior design has continued to age admirably, it's the technology inside that urgently needs a refresh going into 2025. And it’s strange — because at first glance, things appear fine with its center display, which is tastefully integrated into the dash. Instead, it’s the actual usability of the onboard technology that lets you down, with the simplest and most practical needs being the most disappointing. Despite the tablet-like appearance, the screen is a relatively diminutive nine inches—lagging behind the standard set by basically every single contemporary. Rotated in a portrait orientation, it appears larger than it is, but it’s still smaller than what you’ll find in much cheaper cars. Yet, size alone isn't an excuse for not being able to see both the rearview camera and the top-view camera at the same time. Even a Toyota RAV4 can do this, but in the Volvo, you have to clumsily switch between the two views. And if you are backing out of a parking spot and using the rear camera, your passenger cannot activate their seat controls or climate settings until you’re done—because doing so will block the camera from the driver. It’s like nobody thought through how some of these basic functions would interact or could be used simultaneously. Apple CarPlay is an increasingly popular feature in new vehicles, and while the XC90 does offer this convenient smartphone mirroring, it requires a wired connection — no wireless support found here. Then there's the odd switch to turn the XC90 on and off, which is positioned awkwardly, and the button labeled "P" to engage Park requires a very firm press to actually work. Several times, I pressed the Park button, removed my foot from the brake pedal, and the car unexpectedly lurched forward as it was still in Drive - several times is too many, and I had to be sure to check the gauge cluster to confirm Park was actually engaged before disembarking. Even though comfort is impressive, there are some dynamic deficiencies, mainly in the steering department. With two modes to choose from (standard and "firm"), the steering always feels rubbery and lacks outright precision. It’s an easy car to drive, but placing it exactly where you want on the road is trickier because of the flexible, elastic feel through the wheel that feels somewhat like an approximation. And that’s a bummer because the handling and traction are great when you pick up the pace on winding roads, but they can’t overcome the disconnect between you and the front wheels. Then there’s the price — an inexcusable $92,820 for this fully-loaded Recharge Ultimate version. There’s just no way one should ever pay this much for a Volvo SUV, considering what else can be had for that price. Luckily, the sticker price was bloated by heinous options, like a ridiculous $2,445 for puny, pathetic running boards that only get in the way of your shins and feet. No thank you for that historic ripoff. Speculation is not always fair, but I can imagine a vehicle like this losing massive amounts of value from depreciation in an increasingly short time. On my drive back home from South Lake Tahoe, I picked up an unfortunate nail in a tire, and while a tire pressure warning light came on to alert me, the sensors themselves were unable to provide exact PSI readings— something so many other cars have done for years. That seems like an odd omission for a brand so centered around occupant safety. When the light first came on, I was left wondering: "Is it down by just a pound? Five? Ten? Fifteen?" I had no idea — and that makes zero sense, especially at this price point and year we're in. A new one is almost here I like the XC90 and always have, but I have too many reservations at this point in time to recommend one of these late-model 2024 and early 2025s. The good news? A widely refreshed version is arriving very soon—dubbed the 2025.5 model year. I would heavily encourage waiting for the new model, which promises major technology upgrades— hopefully addressing the frustrating tech concerns outlined above in this review. It looks as handsome as ever, so fingers crossed it’s a real through and through winner. I think choosing an XC90 with the outgoing body (and in the top Ultimate trim) will lead to severe — and I mean severe —depreciation, so consider only leasing one verse purchasing. And please, don’t bother with those awful little running boards; That money could be better spent on a trip to London. 2024 Volvo XC90 Recharge As-tested price: $92,820 Pros: Amazing massaging seats and comfort; Powerful powertrain Cons: It costs how much? Old technology inside Basic specifications of the Volvo XC90 Recharge Powertrain and Performance: Engine: 2.0L four-cylinder turbocharged engine and plug-in hybrid Total System Horsepower: 455 hp Total System Torque: 523 lb-ft Drivetrain: All-Wheel Drive (AWD) Transmission: Eight-speed automatic 0-60 MPH Acceleration: Under 5 seconds Maximum Towing Capacity: 5,000 lbs Fuel Efficiency and Electric Range: Combined EPA MPG: 27 MPG The Road Beat MPG: 22 MPG All-Electric Driving Range: Up to 35 miles Battery Capacity: 18.8 kWh Charging Time (Level 2, 240V): Approximately 5 hours for a full charge Seating and Cargo: Seating Capacity: Up to 7 passengers With all seats up: 15.8 cubic feet With the third row folded: 41.8 cubic feet With both second and third rows folded: 85.7 cubic feet More photos of the 2024 Volvo XC90 Recharge Ultimate Thank you for reading the Road Beat's 2024 Volvo XC90 Recharge review. All photos by mitchellweitzmanphoto.com with The Road Beat.

While not a blastoff or revolution, a second go around in a Civic Hybrid in Hatchback guise continues to impress 2025 Honda Civic Hatchback Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman While SpaceX has dramatically changed the way we think about space exploration and its possibilities in a short time, it's this Civic that continues to reshape the public's perception of what an everyday Honda can deliver so effortlessly. Many brands are striving to stand out amid increasing competition, but Honda has decisively pared things back in an almost "less-is-more" approach with its new Civic, a welcome and handsome change from past over styling exercises. This slow evolution has led to a quiet revolution for their most affordable car. No molds may be broken, nor records set, but for the mission of normal ground transportation here on planet Earth at a reasonable cost, the Civic has propelled itself to the forefront, bolstered by the newly released hybrid models. Picks Whereas the previous-generation Civic Hatchback was easily identifiable by its awkward hunch, the new edition is mildly discreet — only noticeable when parked next to its sedan counterpart. In other words, it's a handsome and understated design that looks far less like a Honda than it should. The previous Civic Hatchback had an overstyled, almost gaudy appearance, whereas the latest model is surprisingly elegant, especially for a Civic. Want a simpler way to put it? It's incredibly tasteful, with a restrained design that ties the exterior elements together seamlessly. Unlike rival hybrids from other carmakers, the Civic Hatchback Hybrid doesn't sacrifice performance — it actually gains some. The 0-60 MPH sprint takes a believable 7.5 seconds, a time that absolutely obliterates that of a Corolla Hybrid or Elantra Hybrid. However, the Prius can match and actually beat this new Honda if you're searching for an unexciting drag race. Despite the performance gains, the hybrid powertrain also improves overall fuel economy. While it doesn't quite reach the heights achieved by the previous Civic Hybrid sedan (a dizzying 47 MPG), an observed 38 MPG in real-world conditions is still impressive — especially in the frigid December temperatures of the Northern California foothills. Matching the understated exterior is an interior that cements the Civic as one of the best in its class for refinement and quality. The cabin feels enormous — and it is — with a spacious back seat that is perfectly comfortable for full-size American adults. The driver's forward view is wide and unhindered, enhancing the feeling of openness. And because it's a hatchback, cargo space is plentiful, making it as practical as possible for a car that measures only 180 inches long. Without resorting to cliché, the interior exudes a mature and grown-up vibe, reinforcing the impression that this is now a car for serious and thoughtful consumers as well. There's nothing particularly flashy or exciting about the interior, but its cohesive and uplifting take on industrial design is reminiscent of a stylish loft apartment you'd find in Austin, TX. Unlike some compact cars that feel like dreary, uninspired boxes, the new Civic, particularly in its top Touring trim, is genuinely impressive. Even the lower-tier Sport trim maintains a robust and high-quality feel. The only competitor that comes close — or possibly exceeds it — is Mazda, whose Mazda3 can offer legitimately luxurious interiors, though at a higher price and without the frugal hybrid option. Best of all — saved for last — is how well the Civic Hatchback Hybrid drives, which is right in line with all other new Civics from the past few years. Steering is shockingly direct and accurate and bosting a nice, confident weight to the controls. The handling is energetic with a keen enthusiasm for changing direction. Unlike many of its contemporaries, this is a small and reasonable car that remains enjoyable on backroads and all roads, striking a delicious balance between comfort and control. The new Civic has such a remarkable chassis that it's no wonder the high-performance Type R and Integra Type S models are considered among the best driver's cars in the world—at any price. Nicks Not without fault, the Civic Hatchback Hybrid does have some drawbacks — primarily related to the hatchback itself. With such a large cargo area, the liftgate is quite hefty, yet it lacks any power assist when opening. While power liftgates are typically reserved for luxury cars, the manual operation of this hatch feels surprisingly heavy and I suspect that some buyers might find it requires more effort than expected due to its leverage or weight. Additionally, there is no switch to open it from the inside, which is an odd omission for a hatchback. When using the external button to open the liftgate, you must hold it for a full second to ensure proper release and that it doesn't get stuck halfway unlatched. The easiest workaround is to lift upward as you press the release. For a car with a modern hybrid powertrain, achieving 38 MPG isn’t exactly groundbreaking here. It's amazing in its own right, but not close to previous records by other cars or even other Civic Hybrids. However, given the peak winter conditions and the necessity of running the heater at full blast on every drive, I can't criticize it too much. Still, it's worth noting that the standard Civic Hybrid sedan achieved an impressive 47 MPG in ideal fall conditions, without the need for A/C or heat. And while the Civic Hatchback is undeniably attractive, it may not be quite as sleek as the standard sedan. This becomes apparent when parked next to one, as the sedan appears slightly more streamlined. If aesthetics are a deciding factor, this could be a consideration if you want the best looking of the Civics. Despite Honda's four-cylinder engines being smoother than Toyota's comparable units, acceleration still comes with a noticeable amount of unpleasant noise; Under brisk acceleration, the engine produces a fair bit of moaning and groaning. Fortunately, the hybrid powertrain itself is exceptionally seamless in operation, with no noticeable jerks or lags in driving — even if you try to induce them. The CVT transmission is also well-matched to the powertrain, contributing to the car’s smooth and composed experience. A car for all occasions I like the new Honda Civic a lot, and it remains an easy top recommendation for anyone in search of a compact car, thanks to its undeniable blend of talents. The hybrid option boosts fuel efficiency, though perhaps not quite as much as some might hope for the Hatchback variation. Choosing the hatch does provide extra cargo space and additional rear headroom, though the sedan doesn’t compromise significantly in either area. Personally, I preferred the sedan for its sleeker profile and slightly better fuel economy. However, for those who favor hatchbacks, the latest Civic Hatchback Hybrid continues to impress, making everyday life easier and more enjoyable with nearly all the right moves. 2025 Honda Civic Hatchback Hybrid Sport Touring As-tested price: $34,500 Pros: Graceful styling and upscale interior; Excellent driving dynamics Cons: It's gotten kind of expensive Basic specifications Powertrain: 2.0-liter Atkinson-cycle inline 4-cylinder AC synchronous permanent-magnet motor 200 horsepower combined system power 232 lb-ft Peak torque:  CVT Transmission Front-wheel drive Fuel Economy: EPA Rating: 50 mpg city / 45 mpg highway / 48 mpg combined The Road Beat average economy: 38 MPG Fuel Capacity: 10.6 gallons Dimensions: Length: 179.0 inches Width: 70.9 inches Height: 55.7 inches Wheelbase: 107.7 inches Curb Weight: Approximately 3,3,00 pounds Cargo Capacity: 24.5 cubic feet Interior Features: Seating Capacity: 5 passengers Upholstery: Leather-trimmed seats Front Seats: Heated, with 8-way power adjustment for the driver and 4-way power adjustment for the passenger Infotainment System: 9.0-inch touchscreen with Google built-in, supporting wireless Apple CarPlay and Android Auto Audio System: 12-speaker Bose premium sound system Climate Control: Dual-zone automatic Safety and Driver Assistance: Standard Features: Honda Sensing® suite, including collision mitigation braking, road departure mitigation, adaptive cruise control, lane-keeping assist, and traffic sign recognition Additional Features: Blind-spot monitoring, rear cross-traffic alert, and a multi-angle rearview camera Wheels and Tires: Wheels: 18-inch alloys Tires: 235/40/18 all-season 2025 Honda Civic Hatchback Hybrid Sport Touring photo gallery Thank you for reading The Road Beat's 2025 Honda Civic Hatchback Hybrid review. All photos by mitchellweitzmanphoto.com and The Road Beat.

I have lots of thoughts about this stunning disappointment, which also happens to be an EV 2024 Honda Prologue review by The Road Beat Words and pictures: Mitchell Weitzman In terms of initial quality, the new Honda Prologue ranks among the absolute worst of any new car I've tested. And with only a few thousand miles on the odometer, this does not bode well for how these vehicles will age—destined, most likely (and most unfriendly to the environment), to become lithium paperweights. Apart from its lacking efficiency, nothing about this car being electric is the problem. Rather, it's an overpriced tub of mediocrity, even in this top-shelf Elite trim level. Then again, is this even Honda’s fault? After all, this isn’t actually a Honda at all—it's built on a Chevrolet platform with a GM propulsion system. Hondas are typically rock-solid, so blame can at least be deferred to General Motors and the bowtie brand for this laughable attempt at a car. If you think I'm being harsh, then just wait until you watch the video below. That might just be the single most critical and vengeful paragraph I've written as a car reviewer, but when you step inside a car costing $60,000, expectations are, well, expected. And wowza, did this Prologue fail. Instead of writing out all the failing details and cheapness abound—which you probably think I'm exaggerating—here’s a video with a few key highlights to ponder: A video tour of all the problems inside the Honda Prologue Right? The plastic that encompasses the entire console between the front occupants isn’t just econo-car cheap; it’s more in line with a 15-year-old Hyundai Accent kind of economy crapbox. It’s the worst plastic I’ve seen in any new car recently, and it’s incredibly prone to scratching and damage. That plastic alone—and it’s all over the doors, too—looked like this car had years of use and miles, not just a couple of months. Adding to the highly questionable build quality is an interior with numerous noticeable rattles, despite the fresh age of this test example. The steering wheel features large metal inlays, which look nice and expensive on the surface, but they’re placed too close to the edges of the wheel. If you drive with your hands at 9 and 3, the metal impedes your palm space. On top of that, the metal gets terribly cold in the winter, and I reckon it’ll get even more unbearably hot when baking in the summer sun. And because of how wide it extends, avoiding it will be difficult if you have larger hands. And on top of that, the tailgate closes with an abundance of mechanical noise post-closure—something I’ve never heard before in a car, leaving me wondering if it was broken. I kid you not—after the abnormally hard and harsh clang of it closing, there are several more seconds of 'noises' that led me to believe it wasn’t finished shutting. Besides the cheap plastic all over inside, the front seats are undersized for even my modest 5'10", 160-pound frame, offering the support of a child’s seat or one that clearly was not designed for or tested by any man. I’m a small bloke, but my shoulders extend beyond the bolsters, and the seat feels like a small stool under me. And when driving, even the mildest of corners had my torso twisting and falling out of the seat’s confines. Resting in the center of the dash, the large infotainment display is mostly straightforward and not worth writing home about, but curiously, the seek button while listening to satellite radio changes position once you press it. So if you’re driving and change the channel from, say, 33 to 35 — bouncing between 1980s New Wave and modern indie rock like I do —the digital seek icon moves after the first press from the left side of the screen to the center. Really. That means you have to watch the screen just to perform a simple operation because why on earth would, or should, a seek button literally move? The volume controls on the steering wheel are actually behind the three o'clock spoke on the right-hand side and are easy enough to modulate once you learn they are there. The left side has a lever to pull and hold, delivering increased regenerative braking, but oddly, that same lever won’t cycle through different levels of regen. To do that, you have to click a tiny electronic icon on the center display, which is entirely unintuitive to have two closely related controls in complete opposite ends of the cabin. Another weird quirk is having the wiper controls on the same stalk as the turn signals and high beams, with two rotating switches for the front and rear wipers. They did this to make room for a stalk on the right side to operate PRND, but it becomes too fiddly, requiring careful flicks of little switches just to operate the windshield wipers and does require a learning curve. Wiper operation in cars has always been easy, yet Honda somehow made it worse. The first time I drove the car was at night and in the rain, and because none of the tiny icons on the stalk illuminate in the dark, I actually didn’t know how to turn on the wipers — something that has never happened to me in a car before. Wipers should be easy - don't make them harder than they should. Is there anything the Prologue does well? It looks alright, opting for a traditional SUV aesthetic rather than resembling some weird, dumb science project like the Toyota bZ4X (a car my girlfriend says looks like a USB drive lol). The wheels aren’t my cup of tea, nor is the color, but at least this is a handsome-looking Honda. Battery and range With a large 85 kWh battery onboard, the GM Ultium architecture and design, in conjunction with three electric motors, is good for 288 horsepower and a claimed 273 miles of range. Acceleration is immediate and perky when leaving stop signs and signals, and remains responsive at slow speeds. However, once your velocity rises above 50 MPH, the rate of acceleration dwindles to the point where passing on the freeway requires real-time consideration. The 0-60 MPH time of 5.5 seconds might suggest this is a reasonably quick car, but in the real world, on roads with 55 MPH and higher speed limits, it feels anything but quick. Which brings us to the claimed range figure—because 286 miles is a complete and utter lie, at least here in mid-November Sacramento. With moderate heater use and a mixture of driving conditions, my real-world range tumbled to an estimated and disappointing 220 miles. The onboard computer displayed only 2.4 miles per kWh consumed, making this one of the thirstiest electric cars I’ve tested. That efficiency figure falls substantially behind what I experienced in Hyundai’s Ioniq 5 or VW’s ID.4. And despite this being a recent electric car release, it cannot make use of ultra-fast 350 kW chargers like some rivals can, meaning longer charging times when making a juice stop. Does it drive decently at least? Hondas typically drive well, offering more engagement than comparable Toyotas or Hyundais. The Prologue, yet again, does not uphold that strength, instead delivering a supremely mundane and distant driving experience. Despite direct steering, the car feels large and wayward, not helped by the obtrusive A-pillar bases that block visibility to crossing traffic. The ride quality is fine, and it's at least quiet on the highway, but this Honda lacks any of the enthusiasm most other Hondas enjoy. What’s really telling is that the car I tested immediately afterward — a Toyota bZ4X, or, another sleepy electric transport pod — felt positively alive by comparison. It’s also significantly quicker when accelerating above 50 MPH judging by pure instinct and the 'seat of the pants.' The bZ4X is far from a shining example of a modern car, but it made the Prologue feel even worse. A prologue to a sad story As the name suggests, the Prologue serves as the intro to Honda’s (possibly) all-electric future. But if this were a book, I wouldn’t make it past the prologue. For me, this is the intro, the main story, and the epilogue all in one go—without any recommendation—given how poorly made and underwhelming to drive this overpriced example was. Initially, I thought Honda was being lazy by not developing their own electric car from the ground up, as if they didn’t care and didn’t even try. But maybe, just maybe, Honda is actually playing it smart by not trying at all. Perhaps they know these cars will struggle to sell and lose the same massive amounts of money as other legacy manufacturers. So if the cars will inevitably lose money anyway, why not piggyback off another brand that already developed the technology? Maybe Honda is just playing psychological combat so they can at least check the focus group box that says, "Yes, we do sell an electric car." That would at least serve as a silver lining. But where it really matters, skip this Prologue — it’s somebody else’s story, and it ain't a good one. To quote Taylor Swift and Bon Iver, "I think I've seen this film before, and I didn't like the ending." 2024 Honda Prologue AWD Elite Price as-tested: $59,750 Pros: Looks decent on the outside Cons: Appalling build quality and Expensive Main specifications and dimensions Powertrain : Dual-motor all-wheel drive Combined output: 288 horsepower and 333 lb-ft of torque 85 kWh Ultium lithium-ion battery 150 KW maximum DC fast charging Performance : EPA-estimated range: 273 miles Maximum towing capacity: 1,500 lbs Dimensions : Wheelbase: 121.8 inches Length: 192.0 inches Width: 78.3 inches Height: 65.2 inches Ground clearance: 8.1 inches Estimated weight: 5,273 lbs Cargo capacity: 23.7 cu.ft. (with all seats in place); 54.5 cu.ft. (maximum) More pictures of the 2024 Honda Prologue AWD Elite Thank you for reading The Road Beat's 2024 Honda Prologue review. For more of our honest and candid takes on cars and photography, please subscribe.

The Jetta continues for another year, and it's aging like wine. 2025 Volkswagen Jetta review by The Road Beat Words and pictures: Mitchell Weitzman Not all cars age well. When the current Corolla debuted in 2018, it represented a huge step forward for the brand and one of its core economy cars. Fast forward to today, and the unchanged Corolla feels stuck in the last century, aging like milk instead of wine. Other models have had significant revamps, like Honda's superb new Civic and the uniquely styled and practical Hyundai Elantra—both of which I've tried and liked (or loved in the case of the Civic). Yet, in the thick of it all, the VW Jetta hasn't really changed much in the past five years, yet it has aged astoundingly well and makes a seriously compelling case on its own. The Jetta is a pretty good car, and I did not expect to arrive at that conclusion before spending a week with it. Picks For a vehicle costing $30,680 with options and destination factored in, this is a remarkably well-equipped car. Beyond the basics, here are some standout features that impress for $30K all-in: leather seats, a heated steering wheel, heated and ventilated front seats, and even heated rear seats. I can't think of another car that combines all those attributes at this price—it’s frankly astonishing, especially with real leather instead of some faux material. Of course, the usual suite of active safety systems is included, along with radar cruise control (which I actually despise), Apple CarPlay, and Android Auto. Even the BeatsAudio stereo is impressive for the price and, dare I say, beats (pun intended) the JBL-branded option in cheaper Toyotas. So, we have fantastic value with a capital F, but that's not the only thing worth raving about. For commuters, there’s the nearly 40 MPG I averaged after a week of mixed driving. Sure, 40 sounds better than 38.8, but hey, that's pretty damn close! For a non-hybrid vehicle to achieve this figure is an impressive feat, especially when recently tested Corolla Hybrids only manage a few solitary MPG more. And unlike some competitors, Volkswagen builds a much smoother four cylinder engine, avoiding the yelping coarseness that plagues Toyotas. Here, you get a low-frequency, muted tone that plays in the background when you step on the throttle—not exactly pleasant, but far from the annoying cry of competing compacts. The 1.5L turbocharged engine also punches above its weight, making real-world acceleration effortless thanks to its flexible midrange power. It doesn't require screaming at 4,000-5,000 RPM just to maintain speed up freeway grades. While 0-60 MPH in 7.5 seconds isn’t headline-grabbing, it’s still worlds better than those Corollas I keep mentioning—and notably quicker in real-world driving where it matters most. Jettas, though well-equipped, aren't going to win awards for luxury or build quality. However, on the surface, the Jetta’s interior looks decent and interesting enough—not the drab dungeon of a Corolla. The touchpoints may not impress, but the cabin at least gives off the visual impression of quality. For buyers shopping under $30K, perception can be just as important. More importantly, it never feels outright cheap, even if the leather seats can look a little rumpled at times. One thing that cannot be overstated is how roomy the Jetta is, with a deep and spacious rear seat that easily accommodates adults and a humongous trunk perfect for a Costco haul. Driving is another positive for the Jetta. It’s reasonably quiet at speed and delivers a very comfortable ride that keeps occupants happy. It’s not particularly athletic or dynamic, losing ground to Honda and Mazda on that front. However, when pushed, the front differential does an admirable job resisting understeer and tucking the nose toward an apex. Despite being turbocharged, there’s zero torque steer, and the light steering makes for effortless driving on long cruises. It’s not a party animal in the bends like a Golf GTI or Jetta GLI, but it holds its own well enough—even if it rolls a bit—maintaining control with a strong and resilient front axle. Nicks Let’s get right into it: I think the steering is too overboosted. While some drivers will appreciate the featherlight wheel that requires zero effort—you can practically drive with just a pinky—I think it dulls engagement and makes the handling feel more rubbery than it actually is. Despite my general liking for this little turbocharged engine, the eight-speed automatic sometimes shifts into second gear too early, causing it to bog down. It’s not as much of an issue as it is in other Volkswagens like the Taos (which has the same engine but far more weight to lug around), but it still happens and can be frustrating. Fortunately, you can adapt and find a sweet spot to avoid either lurching or the second-gear bog, so it’s not the end of the world. Another recent bit of big news: Volkswagen has killed the manual transmission in all Jettas except the hot GLI. It won’t matter to most buyers, but for those on the "Save the Manuals" political action committee, it’s a sad reality. I always enjoyed rowing gears in modest VWs. Most of the controls are straightforward, but there are some annoying touch-sensitive switches—most notably the sliding temperature control, which is needlessly difficult compared to a simple knob. Worse, it requires you to take your eyes off the road to adjust. Thankfully, the steering wheel doesn’t have the same idiotic sliders for volume that other recent VWs have suffered from, and there’s still a normal volume knob in the center. However, the steering wheel itself is still too crowded with small buttons. The top-right switch for the heated steering wheel deserves a special callout for being awkwardly placed and tiny enough that anyone with large hands will need an angled fingernail to press it. And the largest issue with the VW Jetta? The Honda Civic, doing everything the Jetta does, but with fewer annoyances, a more dynamic and involving driving experience, and a has a further upscale interior on top trims. A solid, value-packed alternative I really expected to kind of hate this Jetta, but I came away pleasantly surprised. The gas mileage is fantastic, it has all the features you could ever want in a car, and it even slightly resembles one of its more expensive Audi brethren. Whether my nitpicks matter to you is another question, but overall, this is a seriously impressive car for the $30,680 asking price. It’s not as good as a Civic, but it’s closer than I previously thought. And for a car that hasn’t meaningfully changed in years, I actually find myself enjoying the Jetta more than before. Like finding a partner with a solid skincare routine, aging well is always a good sign for the future. Maybe not quite like a vintage Cheval Blanc, but one of Trader Joe's finer and surprisingly terrific bargains? You bet. 2025 Volkswagen Jetta 1.5T SEL Price as-tested: $30,680 Pros: Spacious interior; Comfortable to drive; Excellent economy Cons: Honda Civics exist Engine and Performance: Engine: 1.5-liter turbocharged inline-4 Horsepower: 158 hp Torque: 184 lb-ft Transmission: 8-speed automatic with Tiptronic Drivetrain: Front-wheel drive (FWD) Fuel Efficiency: City/Highway MPG: 29/40 MPG (EPA estimated) Real world economy: 38.8 MPG Fuel Tank Capacity: 13.2 gallons Dimensions: Overall Length: 186.5 inches Wheelbase: 105.7 inches Width: 70.8 inches Height: 57.7 inches Curb Weight: Approximately 3,071 pounds Interior Features: Seating: Leather upholstery with heated and ventilated front seats; heated rear seats Infotainment: 8-inch touchscreen with navigation, Apple CarPlay, and Android Auto compatibility Audio System: BeatsAudio premium sound system Climate Control: Dual-zone automatic climate control Sunroof: Panoramic sunroof Safety and Driver Assistance: Standard Features: Volkswagen's IQ.DRIVE suite, including adaptive cruise control, lane-keeping assist, blind-spot monitoring, and forward collision warning with autonomous emergency braking Wheels and Tires: Wheels: 18-inch alloy wheels Warranty Basic: 4 years or 50,000 miles, whichever comes first. Corrosion: 7 years or 100,000 miles. Roadside Assistance: 3 years or 36,000 miles. Scheduled Maintenance: 2 years or 20,000 miles. More photos of the 2025 Volkswagen Jetta Thank you for reading The Road Beat's 2025 Volkswagen Jetta review. Please subscribe if you enjoy our candid takes and photography. All images by mitchellweitzmanphoto.com .

It's still ugly, but the bZ4X is better than I remembered 2024 Toyota bZ4X review by The Road Beat Words and pictures: Mitchell Weitzman There is no sneaking around the large elephant in the room: this is one ugly car. While looks are subjective, I can’t imagine anyone with a functioning brain finding this car actually attractive. Now in its third year of availability, the styling also hasn’t improved with age—something that occasionally happens with other cars - but not with the bZ4X. Despite the aesthetic monstrosity on display, and the equally terrible name (bZ4X stands for "beyond zero," with the “4” denoting size comparable to the RAV4 and the “X” presumably indicating it’s electric?), what lies underneath is a surprisingly decent EV that performs well in many respects. If only it had the sheet metal of the sleek Hyundai Ioniq 5 instead of the face that only a blind mother could love. I'm done with the looks, but even Toyota execs can’t deny that its bizarre body is the single biggest barrier to its adoption. So instead, let’s focus on what the car gets right, starting with efficiency. Many electric vehicles competing in the same practical crossover space average between 2.5 and 3.0 miles per kilowatt-hour (the simplest stat to measure, akin to MPG but for EVs). This front-wheel-drive (FWD) model, with a modest 201 horsepower, delivered a spectacular 3.3 miles per kWh—even with the always-draining heater running. With a 71.4 kWh battery, its real-world range should theoretically reach about 235 miles, which aligns shockingly (pun unintended) well with the 236-mile EPA estimate on the window sticker (Most EVs tend to drastically overstate their range.) The highest range estimate I saw on the gauge cluster was 224 miles, but the math at least supports the EPA's claim—a rare win for an EV. Charging speeds and outdated tech Unfortunately, even if the efficiency is commendable, when it comes time to fill your tank with electrons, the bZ4X lags behind in charging speeds. While competitors like Hyundai and Kia can leverage ultra-fast 350-KW chargers, the bZ4X tops out at a mere 100 KW for the FWD model and 150 KW for AWD (why there's any difference is mystifying). This translates to longer charging times, which remain a significant deterrent for potential EV buyers. Moreover, the battery and electric tech already are outdated with its slower charging speeds using yesterday's tech. Another example is the regenerative braking, ,another area where the bZ4X falters, offering weak regen at best and lacks the ability to adjust levels of regeneration, which rivals can do; Here, it’s simply on or off. Decent dynamics It’s worth noting that this is the FWD version, which benefits from lower rolling resistance compared to AWD models. However, I didn’t even realize this was a FWD vehicle at first as there’s no noticeable torque steer. I only experienced traction loss once, and that was during quick acceleration while sharply turning on a damp road. Surprisingly, this might be the quickest 201-horsepower crossover I’ve ever driven. Up to freeway speeds, throttle response is instantaneous and surprisingly peppy, a trait we've come to expect from purely electric drivetrains. In fact, it felt quicker above 50 mph than the dual-motor Honda Prologue I recently tested, despite that car carrying nearly 50% more horsepower. While the bZ4X isn’t "fast," its responsiveness alone punches well above its weight, and it's also significantly quicker in the real world than a RAV4 Hybrid. Handling and ride Again against my expectations, the bZ4X handles reasonably well. Steering is muted and offers little feedback, but it’s direct and accurate, and the car remains composed even when pushed past its (and your passengers') comfort zone. On a looping freeway cloverleaf, the front tires maintain grip, and I could smoothly apply throttle without the punishing understeer I expected. It’s not the best-driving EV, but it’s capably competent. The ride quality is also impressive, with a plush suspension that absorbs most road imperfections. Interior disappointments Back to its misfortunes, the interior is where the bZ4X stumbles again. This top-tier Limited model, with an MSRP over $51,000, doesn’t look or feel nearly as premium as its price would suggest. A faint rattle emanated from the center console, the interior door handles felt flimsy (almost toy-like), and the instrument cluster design is outright baffling. Positioned far away from the driver, it’s not only hard to read, but the steering wheel often blocks it from view. It’s also crowded and small, unable to display key information simultaneously, and surrounded by odd, unattractive plastic trim. At least the 12-inch center display is user-friendly, as are the climate controls. There’s ample space for adult passengers In the rear, and the cargo area offers a decent 27 cubic feet of storage. While it’s 10 cubic feet shy of a RAV4, it’s more practical than Toyota’s Corolla Cross and narrowly beats the Hyundai Ioniq 5 by a single cubic foot. Safety system nuisances A troubling trend in modern cars is the regression of their active safety systems, and the bZ4X is no exception. Features like lane-keeping assist and lane departure warnings are overly intrusive and compromise comfort and confidence. For example, when driving in the far-right lane on a freeway, the car would often attempt to follow exit ramps, requiring deliberate steering corrections to stay on course. Nagging tugs at the wheel are also common when you're near the boundaries of your lane, and can be off-putting on winding country roads. These systems used to feel more refined, but now they're just annoying and I prefer to disable them. The Road Beat bottom line It’s a shame that the bZ4X is so painfully unattractive because beneath its off-putting exterior lies a surprisingly capable EV. Its range isn’t groundbreaking, but its efficiency is respectable for squeezing decent mileage out of a relatively small 71.4 kWh battery. However, the slow charging speeds are disappointing, and it’s surprising that Toyota hasn’t addressed this after several years. When it first launched, the bZ4X languished on dealer lots. Today, it’s become a more common sight in Northern California, thanks in part to generous lease rebates. Toyota is currently offering an unprecedented $18,000 off leases on remaining 2024 models—about 33% of the car’s value—making this a highly affordable option for those seeking an easy get-in-and-go commuter. 2025 models still receive a solid $10,000 at least here in California from Toyota. However, I can’t personally recommend the bZ4X unless you yourself can overlook its looks. Toyota could easily fix the design, but given their reputation for being one of the lazier automakers in recent memory, will they bother? 2024 Toyota bZ4X Limited FWD Price as-tested: $51,893 Pros: Great efficiency and decent to drive Cons: Ugly; Slow max charging speeds Basic bZ4X specifications Powertrain: Single electric motor producing 201 horsepower and 196 lb-ft of torque. 0-60 MPH in about 7 seconds flat Battery and Range: 71.4 kWh battery pack. EPA-estimated driving range of up to 236 miles on a full charge. Exterior Dimensions: Length: 184.6 inches Width: 73.2 inches (excluding mirrors) Height: 64.8 inches Wheelbase: 112.2 inches Ground Clearance: 8.1 inches Interior Dimensions: Passenger Volume: 94.4 cubic feet Headroom (front/rear): 38.6 inches / 37.1 inches Legroom (front/rear): 42.1 inches / 35.3 inches Shoulder Room (front/rear): 57.8 inches / 56 inches Hip Room (front/rear): 54 inches / 45.3 inches Cargo Space: Behind Rear Seats: 27.7 cubic feet With Rear Seats Folded: 56.8 cubic feet Toyota bZ4X image gallery Thank you for reading The Road Beat's 2024 Toyota bZ4X review. Please subscribe for more of our candid takes on cars. All photography by mitchellweitzmanphoto.com .

A surprise wagon that never excels 2025 Toyota Crown Signia review by The Road Beat Words and pictures: Mitchell Weitzman In the midst of a vast and vastly needed model refresh across their range, Toyota has also snuck a new model bearing a returning nameplate. Called the Crown, it's an oddball pick for anyone, mostly undone by its exceedingly strange aesthetic that isn't really a car, but isn't really a crossover either. A spinoff in name and concept, Toyota has now released the Crown Signia, which fills another oddball niche mashup of wagon and SUV. It's a decent enough car on its own, boasting a hybrid-only powertrain and nice interior (for a Toyota), but the looks miss the mark (to my eyes at least), and the dizzying price leaves the Crown Signia stuck between the trenches in no man's land. Don't be too tempted by the 37 MPG promised on this tester's window sticker, as the real-world mileage returns a still-reasonable 33 after several hundred miles of mixed conditions. What's very curious is the onboard range estimate, initially showing a staggering 591 miles with a full tank when I first received the Crown Signia. However, on a short road trip to Donner Lake, the final estimate (adding remaining range to miles driven on the trip computer) did not even total 400 by the end of my test term. How can a range estimate be so wildly untrustworthy? To be off by over 30% is painful for such a simple calculation in the present day. Speaking of the hybrid powertrain, while Toyota continues to be the leader in seamless transparency among hybrids, exhibiting zero hiccups nor any herky-jerky hesitations, the combustion engine itself is a nasty little moaning and groaning four-cylinder unit. It's loudly apparent at all speeds, and undoes the apparent luxury that the Crown line is striving to perpetuate; Both my friend and his wife commented on the sound even, that's how obviously unpleasant it is. While 240 combined horsepower is hardly worth shouting about over $50K, the Crown Signia at least labors its way to 60 MPH from rest in seven seconds flat. With the responsive nature of the power unit and CVT transmission, passing is easily done at your command, but it sounds terrible while doing so. The good news includes the usual suite of Toyota safety systems that work mostly well, and the intrusive radar cruise control can thankfully be disabled if you (including me) prefers resorting to manual control. There's a big 12-inch display that is among the easiest in the business to navigate and use, and I appreciate the presence of physical buttons for the climate that are welcome in a sea of digital capacitive alternatives. As far as the cabin goes, this is among Toyota's nicest work ever, with soft and plush materials meeting the usual Toyota solid-build quality with nary a rattle nor squeak to be heard. For the carnivore crowd, the seats on this Limited are genuine leather, too. Road noise isn't particularly appropriate for a library, but this is a comfortable car overall for longer drives with good rear legroom for passengers courtesy of its long 194-inch total length. Comfortable as it may be, the Crown Signia is uninspiring and unengaging to drive with it muted steering and rubbery handling. Granted, a car like this is not meant for carving canyons, but I still would like more composure and willingness instilled, a formula that brands like Mazda and Genesis have perfected in the past few years. Honestly, this is such a boring car to drive that there really isn't much else worth mentioning. Then again, it's not exactly designed nor made to thrill, with the emphasis on effortless and numb transportation being top priority. When you do enter turns with higher velocity, there is lots of mass heaving about causing body roll and lessening its grip on the road. It may look like a normal wagon, but it's lazier and more dynamically inclined to a lumbering SUV. And then there's the price, which starts at $52,565 for this Limited trim and poses a tough question: who is the Crown Signia for? If you want a big Toyota SUV, there are better choices like the Highlander and Grand Highlander, which offer convenient and useful three-row seating. But the real kicker with the Crown Signia comes from within Toyota, by swapping the Toyota badge for a Lexus. Currently, the price of the Crown Signia overlaps with the Lexus RX 350h, which features the same engine, has more attractive looks, and boasts an even nicer and increasingly upscale luxurious cabin. If they're close enough in price, why would you choose a Toyota over a Lexus? They're both the same 194 inches long, too, and the RX has five feet of additional everyday storage volume behind its rear seats. And then Lexus offers the slightly smaller NX 350h, too, which drives quite a bit better with its tighter body control. Sense should not be taken for granted, and maybe there are the few people out there for whom the Crown Signia is their perfect car. But, with so many alternatives from Toyota and Lexus, not to mention all the other crossovers from other brands, there isn't a reason to choose this one unless the admittedly subjective looks completely win you over. As for me, I don't like the squinty eyes that look sleepy (like pop-up headlamps that aren't raised all the way) and out of place, not the rest of the the exterior aesthetic. It's a bold and brave move from Toyota, but Toyota is not a brand known for carving niches, and there's little reason here to deserve and establish its own. Bottom Line Get the Toyota Crown Signia if you desire a Toyota with a nice cabin and unique look. But for over $50,000? There are more compelling choices that go further on luxury for the dollar. 2025 Toyota Crown Signia Limited Price as-tested: $52,565 Pros: One of the nicer Toyota interiors; It's a wagon Cons: Moaning and groaning engine; odd big-wagon looks; Overlaps with Lexus RX 350h More photos of the Toyota Crown Signia Thank you for reading The Road Beat's 2025 Toyota Crown Signia review. For more honest takes on cars, please subscribe. All photos by mitchellweitzmanphoto.com .

The big SUV from Genesis sees incremental improvements 2025 Genesis GV80 review by The Road Beat Words and pictures: Mitchell Weitzman I was dumbstruck upon realizing it's already been three and half years since first sampling a GV80, but now it's already been an entire presidential cycle since. At the time, it was the first foray into the big and profitable SUV game for Hyundai's separated luxury arm. Impressed was an understatement, oozing experienced luxury from every nook and cranny while delivering an unexpectedly superlative driving experience. Frankly, updates were not necessary, and it's with confidence that this latest 2025-edition has only undergone the briefest of changes inside its stellar A-list cabin. Continuing their success, albeit at a new all-time high price tag, Genesis' GV80 is the luxury SUV you should be considering. Let's address the wandering unmissable elephant in the room first: it costs $81,300 as equipped. Gulp. Yes, that's a big gulp indeed. Even Genesis is not immune to the reality of inflation, with this example commanding a frightening $15,000 extra compared to the 2021 model I tested. Granted, that 2021 red example was an Advanced+ trim, and this 2025 is a Prestige, but I do not remember that 2021 tester missing a single essential item. Looking into the internet archives for a 2021 Prestige model, the sticker would have been about $72,000 for a comparable unit. So apples to apples, in a few short years, this is a significantly more expensive machine and no longer can fairly warrant 'bargain' status. That said, it still costs less than a comparably-equipped BMW or Mercedes among others, and the starting price for an entry-level GV80 remains attractive at just $60,000. Other knocks? At a time where other Hyundai group products are finally receiving wireless Apple CarPlay capabilities, the 2025 GV80 mysteriously omits this convenience. I tried multiple times connecting and repairing my phone to the Bluetooth, and never was given a choice of CarPlay. I scrolled in the menus to phone projection/mirroring, which then threw the white flag proclaimeing a USB cable was indeed required to use CarPlay. Guys, it's nearly 2025; Why can't we have wireless Apple CarPlay in an $80,000 vehicle? So, to combat this, you'll want to permanently leave a cord in your GV80 at all times for the safest and convenient operation of your Spotify and other entertainment sources. Also sort of related is the positively puny center console storage under the main armrest, revealing a shallow cubby that can barely fit certain sunglasses even. For a big people-moving SUV, this is ridiculous oversight to forgo any kind of practical and accessible storage for a driver's personal items. Wasn't kidding you; no wireless Apple CarPlay, still. Move past the monetary concerns of the retail price (and the $10 for a new iPhone cable to permanently keep inside), and the GV80 is so, so sweet. Elegantly beautiful inside and out, the GV80 is among the best-looking SUVs on sale today and simply looks expensive, with a style and class much closer to that of a Rolls-Royce or Bentley than that of an Audi, except it's also tastefully less vulgar than the former-mentioned British heavyweights. And while the exterior has serious curb appeal that will look especially good and impressive in the valet drop-off, it's the interior that steals the show, a commonality of all Genesis products. This is not the cheap tin can Hyundai Accent from the George W. era we all remember, but a sumptuous opulence so deserving that, in terms of shear quality of finish and materials, I don't think even Gordon Ramsay could think of any qualified insult to throw at the Genesis; It's that good. Other cars succeed at playing pretend luxury, where only select sections have decent leather, but other touchpoints will have cheap plastic or thin and flimsy door handles and switches, but not Genesis. No stone is left unturned here, using only the finest leather available for the touch points, and gorgeous crafted metal switchgear and controls. Shoot, even the plastic in the few places it resides is solid and crafted well. There is one knock, and that was a left paddle shifter that had about a single millimeter of loose play in it if you judge really closely. That unnoticeable factor aside, the biggest single change to this 2025 GV80 is the presence of that huge and gorgeous 27-inch wide display that encompasses both the instruments and central infotainment display. The whole array is cohesive and consistent in color and background theme, lending a pleasant sense of continuity. Will it age badly in five or ten years? Maybe, but it's too soon to speculate and makes for an interesting and captivating focal point that will look just as modern for at least the duration of your potential three year lease term. Yet, if there is any aspect of the GV80 exceeding its beauty and craftsmanship, that would be the way this big luxury SUV goes up and down the roads it owns. Unlike other cars tested that have great dynamics, but are let down in the engine department, or vice versa, the GV80 is a complete package harkening back to the most celebrated days of Germany's "Ultimate Driving Machines." Power comes courtesy of a twin-turbocharged V6 engine dishing out 375 delectably smooth horsepowers, and while there is no electric assist to be found here, these six pistons operate in turbine-like fashion, with zero hiccups nor distractions, while emitting a pleasant and subdued growl under the hood that sounds expensive. It's not the fastest thing in the world, nor is it slow either, striking a measurably useful balance with its 0-60 MPH time of 5.5 seconds, or fast enough for any real world need and scenario. Throttle response is a little too lax off the line at times, but it means consistently smooth and gentle takeoffs (no dreadful lurching) that are fitting of a luxurious cruise line. Would I prefer a V8? Yes, and other increasingly expensive SUVs still offer V8s, but this is worlds better than a trash can four-cylinder that others are increasingly moving toward. And I was quite surprised to average a solid 20 MPG during my week of driving in mixed conditions and on a variety of roads. Complementing the delightful power unit is a chassis underneath that actually welcomes the approach of corners. Displaying a command of the road that is absent in so many other crossovers and SUVs, the GV80 is a joy to drive and is a nudging reminder that normal and luxury cars can in fact be good to drive while showing some seldom seen semblance of emotion and character. Granted, the steering is too mute for my own liking, but understanding you typically would not want a luxurious barge communicating road imperfections via vibrations and the like, I can forgive this trait. Making up for the lack of feedback is a weighted steering that is anything but a toy, requiring a relative conviction and determination when maneuvering or charging down a winding country road. Some won't like that, preferring the gentle and easy one-finger driving approach of overly boosted steering that other rival cars offer, but those aren't nearly as much fun, and the Genesis just feels secure and sweetly substantial in return. And when you do find yourself on some backroad spaghetti, that's when you'll appreciate just how unique the GV80 is these days with its neutral balance and handling combined to a comfortable ride. Not mistaking it for a M-car or AMG, but relative to its mainstream luxury competition, this does legit yearn for speed and apexes, and the way it settles itself and remains composed over bumps mid-corner deserves applause. Just get the nose turned in and you can squeeze on the twin-turbo power, relying on the AWD to whisk you off and onto the next corner. In many ways, Genesis' GV80 is their single most accomplished vehicle they make. Even with the price increases, this is the best and most luxurious SUV you can buy at $80,000 right now. The combination of character and elegant traits are undeniably inviting and addicting, making one wonder why anyone still buys German. Really, the only concession I can make is that you need a wired connection for CarPlay, and honestly who cares when the rest of the car is this damn good. And I didn't even mention the electrically-folding third-row of seats when you need them in case of emergencies. And if the price tag of this privileged Prestige is too much, the basic entry GV80 is still a masterclass of value at 20-grand less. Life is too short to continue driving the same boring appliances or be stuck on brand loyalty; Venture out and give the GV80 a chance to win your heart. 2025 Genesis GV80 3.5T Prestige AWD Price as-tested: $81,300 Pros: Incredible interior and tasteful style; Great to drive Cons: No longer a 'bargain' among other luxury brands; Cable needed for CarPlay More photos of the 2025 Genesis GV80 Thank you for reading The Road Beat's 2025 Genesis GV80 review. For more of our candid takes on cars, please subscribe. All photos by mitchellweitzmanphoto.com .

This kills a standard Corolla, but an N Line is no substitute for the real N nor even a Civic Si. 2024 Hyundai Elantra N Line review by The Road Beat Words and pictures: Mitchell Weitzman Hyundai's Elantra N is the most fun new performance car on sale today for $35,000. It's unexpectedly raucous behavior and speed even is preferred over a RWD GR86 coupe, such is the magnitude of its character and capability. Dumb things down one notch to the N Line , though, and this edition has more in common with a standard fare Elantra than the full-fat N, so it's one very big notch down the ladder. This is still an accomplished car, but there are traits that do limit its daily usability and doesn't fully work as in-between model. If you're after the thrills of the Elantra N, this simply isn't any kind of replacement. Coming in at $29,825, this sits right in the middle between a base Elantra and an Elantra N. But the price here also coincides exactly with Honda's venerable and extremely populist Civic Si. The Korean Hyundai claims 201-horsepower, while the Japanese Honda churns out 200 horsepower. A close match, no? Let's not get caught up in too many direct comparisons and instead focus on how the Hyundai Elantra N behaves in the real world, because despite those 201-horsepowers generated by the turbocharged 1.6-liter engine, the Elantra N never feels particularly quick when you put your right foot flat on the floor. There's noticeable turbo lag to be had, and then what follows is just not the kick in the pants that you would expect from that kind of power in a small car. 0-60 MPH takes nearly eight seconds, which is a full second behind a Civic Si. What I can commend is the low down performance, where the Elantra N is able to easily maintain freeway speed, even up long grades while in high gear, so it is at least a flexible powertrain. However, it's when downshifting to find the 'meat' never reveals extra oomph you may hope for. As far as speed is concerned, this N Line should just be called the Line, sans the N. A difference from the mundane mainstream is found with the transmission. While I would encourage anyone shopping for something fun and so-called 'sporty' to choose the actual manual transmission, the N Line bravely offers a seven-speed dual-clutch transmission when most others offer soulless CVTs and autos. However, the automatic of choice for the real N is an eight-speed dual-clutch, a fabulous transmission on merit in nearly all circumstances. On the contrary, the dual-clutch utilized here does deliver crisp upshifts, but the penalty in drivability can be quite shocking. With a throttle pedal that is already rather heavy, the first bit of travel often results in nothing happening, and then you have to wait for the car to respond. I attribute this to the transmission not being able to comprehend how to slip and engage first gear properly, in an orderly time no less. So what ends up happening is you either are left going seemingly nowhere, or you press too hard too eagerly, resulting in an uncomfortable lurch. The Elantra N does not have this problem with its dual-clutch, but this inferior item behaves like a novice teenager driving stick for the first time whenever leaving from a stop. Can you acclimate to it? Yes, but this is 2025 and you shouldn't have to, and even when you do, it's still frustrating at times with how patient and careful you need to be with the gas upon setting off. All the more reason to choose a more involving stick shift. But, what's that you say? You would be correct in knowing you can no longer have an Elantra N Line with a DIY gearbox, but thankfully the actual N still does, as does a Civic Si. An N Line is certainly more capable than a base Elantra in the corners, but again this is no substitute for the big N. What you get instead is more tepid handling, showing only a moderate uptick in lateral ability over a standard Elantra. I do like the steering with its accurate responses and weighting, but this is not a car to attack corners in, which comes as a disappoint to me. Can it hit turns at ludicrous speeds that will make sensitive passengers sick? Of course, but even a Prius can do that these days. Lacking the fine balance of proper sports cars and sports sedans of its superior sibling, it fades to understeer quicker without strong front end grip nor a trick front differential to lay down power and pull itself out of trouble. I also found turning off lane departure controls a necessity, as the safety system interferes and tugs at the wheel well before leaving the confines of your lane. When setting myself up to enter sweeping turns a little wide to smooth a turn out, the car would just start trying to correct you way too early, resulting in behavior that seemed more dangerous than safe; So turn that junk off. Yet, for a 30-grand vehicle, the interior is perfectly fine and serviceable, showing a substantial uptick in quality over Hyundais from ten-plus years ago. All the touch points feel solid, and the car displayed zero rattles even on bumpier roads. Space in the back seat is also generous, so passengers likely won't give too many complaints, if any at all. Against a drab Corolla, this environment surpasses that of Toyota's competing alternative, with an increasingly open and airy design of a higher caliber. The leather steering wheel also feels great, and the N Line specific seats offer enough support, but definitely look more impressive than they actually are. Ride quality is good on most roads, and wind noise is well controlled for an affordable car, both helping with comfort. Gas mileage is decent at 28 MPG in everyday driving, which won't set any records, but also will not drain your wallet at least. The infotainment is simple and easy to learn, and it's actually more user friendly than the system implemented in higher-end Hyundais and Genesis. Also of note is that Apple CarPlay is included, but on this model year, you do need a wired connection to access this convenience, which is a bummer. For just a simple and affordable car to drive each day with some aesthetic pizzazz, the Elantra N Line can do the works, but it plays the role of a pretender too often and does without any real sporting credentials where it could and should. If you want an actual performer, this serves as no replacement for the Elantra N; Not just one rung lower, but more like five. And as for daily commuting, the normal Elantra is the better choice because the throttle response and overall drivability are better thanks to the annoying dual-clutch auto that's applied here. But where the Elantra N Line really hurts is when compared to its faster and more fun competition from Honda in the shape of the Civic Si. For modest performance at a modest price, the Civic Si has been a longtime standard for a reason, and it remains the standard still today. Now, if you can spend $5,000 more and jump up to the big real N, like Scarface, the world and all its fun can be yours. Take the plunge. 2024 Hyundai Elantra N Line As-tested price: $29,825 Pros: Improved looks; Relative fun Cons: Relative fun still isn't that fun; Sometimes annoying dual-clutch transmission More photos of the 2024 Hyundai Elantra N Line Thank you for reading our 2024 Hyundai Elantra N Line review. Please subscribe to our email list to never miss one of our honest and blunt car reviews. All images by mitchellweitzmanphoto.com

Another go in the Japanese sports sedan 2025 Acura TLX Type S review by The Road Beat Words and pictures: Mitchell Weitzman I first experienced the TLX Type S only earlier this year in a disappointing fashion, and six months later, I've already had a chance to give this Japanese luxury sports sedan a second go. And while my new experience has definitely elevated the Type S in my mind, it does go to show that Acura does need some help in realizing what this sports sedan could be and what potential lurks underneath. Priced at reasonable $59,545 for this highly-optioned example, the Type S is a good sports sedan, but is missing everyday refinement in its convenience features, and it becomes tougher once you remember what hooligan V8 rival you could have instead. To embrace greatness, the necessary improvements are not all that complicated. Where the TLX Type S lacks is in the (frankly) terrible touchpad-controlled infotainment system, a hallmark travesty in modern Acuras, and an intrusive and unsettling cruise control system. The rest is really rather rock solid and does the important dynamic bits all quite well. I'm at least somewhat familiar now with the touchpad interface from repeated use, but it's still a nightmare to operate, easily laying claim to the worst user experience of any new car. With a trackpad that recenters itself if you lift your finger, it's awkward and uncomfortable to use, let alone one lacking accuracy. I thought utilizing Apple CarPlay would improve the experience, but it somehow became even worse and clearly shows a lack of thoughtful throughput that went into this design. When BMW first debuted iDrive in the early 21st century, it was appalling, and while this is not as bad as original iDrive, it's as close as we can get to that tech travesty today. Put it this way: if Apple were to release the same trackpad design on their laptops, there would be literal riots in the streets. Circling back to the cruise control, the problem is when the Type S often loses speed up freeway hills, and then overspeeds upon the immediately following descent, and when it goes past your set velocity, the Acura panics and abruptly brakes to slow you back down rather than just gently coast. Because the ride quality is quite resolved, and the car is quiet and comfortable, it's very easy to tell when the car decides to brake and becomes all the more noticeable and simply unsettling. Cruise control has been around for decades and decades; It's not that hard. No other car applies the brakes down hills quite like the cruise control on an Acura TLX Type S. Remember, this is supposed to be a luxury car, and anything remotely jarring undoes that. Once you leave behind the bad tech above, the TLX Type S is an unexpectedly solid sports sedan. With firm and weighted steering, I can't remember the last BMW 3-series that steered this naturally or this good. The brakes also have a sporting weightiness to them that give confident feedback (big front calipers look the part, though the little rear floating binders are disappointing to see) and stopping power. The ride can be firm and jiggly at low speed (expected in a car with dynamic aspirations), but improves as pace increases, settling to a welcome combination of control and comfort at cruising speeds. AWD is standard in this application, dubbed the so-called Super-Handling AWD, but it's clever in its distribution of power, pulling you admirably through corners with substantiated grip. Often AWD cars can be plowing and boring, bloated beasts of understeer, but this Type S remains positive and neutral under duress and can be quite pleasing to drive quickly, definitely more fun than expected. A definite contributing factor to the fun to drive metric comes from the weight of the controls, and the TLX Type S feels like a car instead of just guiding a toy or a sim rig. 355-horsepower is churned out by a 3-liter turbocharged V6 engine that emits a gutsy and guttural growl, dishing out smooth enveloping power with ease. This is not close to the fastest thing on the road, but I like that the Type S feels fast in the way it builds and delivers power, all while making a noise that no farty four-banger can replicate. It's a shame then that the transmission is too lazy on downshifting, and even when selecting sport mode for both the transmission and engine, each downshift has a distinct pause where it seems to freewheel in neutral, not the rifle-bolt cracks of cog-swapping that other transmissions deliver (looking at you, dual-clutch automatics, or even most ZF eight-speeds that BMW and Jaguar have used recently), even other torque converter trannies. Upshifts are fine, but it's when changing down that leaves lots of room for improvement. I personally think the dash and center stack inside are too busy for my own taste, but the rest of the cabin has the usual Acura quality to it, featuring plush leather and solid touch points. I also could do without the push buttons for operating the transmission, but that's just what Acura and Honda seem to be committed to in many of their vehicles. On longer highway hauls, this is a very comfortable and capable distance tourer, with the only real fault in this regard being the nosy cruise control when you come across a landscape of rolling hills. If there is one real complaint with the cabin, it's that the ventilated seats don't seem to do anything, and I was surprised at the lack of a heated steering wheel considering all the other equipment onboard. Acura's TLX Type S has the fun fundamentals of a sports sedan, but it's in need of refinement in the right places to deliver itself as a truly viable alternative for sports sedan aficionados. There is good value here, too, as this loaded example costs less than the entry price of a BMW M340i. There's also quite a bit more character here than what you'd find in an Audi S4, and both more engaging and easily better looking than the four-cylinder Mercedes-AMG CLA 35. But, if AWD isn't a priority or needed, there is nothing at this price point that compares to the Lexus IS 500, a V8-powered hot rod that just oozes charisma and doesn't have the same troubled user interface. I came away liking the TLX Type S quite a bit more the second go-around, but continues to be too annoying in the tech department to topple what Lexus brings to the game with their mighty V8 IS 500. 2025 Acura TLX Type S As-tested price: $59,545 Pros: Feels legitimately rapid; Great chassis dynamics; Looks superb Cons: Intrusive cruise control; Industry worst infotainment interface More images of the 2025 Acura TLX Type S. The home of the touchpad travesty Thank you for reading our 2025 Acura TLX Type S review. Please subscribe to never miss a review or photo gallery of the latest new cars. All images by mitchellweitzmanphoto.com .

The Prius, even at a cheaper entry point, is a compelling choice for any driver 2024 Toyota Prius Prime SE review by The Road Beat Words and pictures: Mitchell Weitzman I asked my friends an unexpectedly tantalizing question: "If both this Prius and a base C8 Corvette were parked next to each other in downtown Carmel, which do you think will get more glances?" We didn't want to admit it, but we all chose the Prius. Nearly two years on, the Prius looks as fresh and bold as ever, with a borderline ridiculousness to even think that it bears the name Prius on its rump. In a monumental swing of fortune, Toyota went from making the ugliest new car on sale to one of the best looking, and the sales have shown this model to be a hit here in California with an abundance on our roads already. The last Prius Prime I tried was a top-end model, so how does this basic SE model fare? Rather well as it turns out. Besides steering that is both too light for my own liking and slightly inferior gas mileage than prior Prius iterations, there isn't much to dislike about this car. Okay, the rear seats have somewhat limited headroom in return for that sexy and sloping roof line, but style over substance, right? And I guess the view out front is compromised by the long windshield, which makes you feel further away from the road while the resulting A pillars can impede vision, but I got used to it; Just takes some time for an adjustment period after some initial strangeness. Other than that, this is a real winner for Toyota. Step inside, and even this entry SE has a decent enough interior that makes for a marked improvement over Toyotas of old. There isn't an ounce of luxury to be found here, and there are still hard plastics and cheap materials, but the important touch points are soft and feel substantial in a high quality way. In other words, this isn't a nice car, but it's also not a dark dungeon (which Corollas can easily impersonate), especially for the sub-$35,000 price. Comfort is generally great, and a four hour drive through heavy traffic on the way to Monterey proved mercifully easy. And by keeping the hatchback/rear liftgate design, storage is plentiful and easy to haul the goods. The cabin does receive a knock down after testing the new Civic Hybrid a short time after, which retails for a similar price while showcasing an impressively upscale interior of its own. Performance impresses a year on, with the combined 220-horsepower plug-in hybrid powerplant trading its old character of sludgy molasses for proper punch. When I say proper punch, 0-60 MPH still necessitates seven seconds, but that's literally a full three seconds quicker than the old Prius; It's not just a little faster, but in another realm altogether. Fuel economy does suffer in exchange for this newfound speed, but my average MPG after a week of mixed driving still stood at 43 overall (driven purely as a hybrid with no battery charge), an otherwise excellent number. And because this is the plug-in Prime, you can choose to charge it when desired, and doing so will unlock you about 40 miles of pure electric range. I rather like the concept of plug-in hybrids because they do offer the best of both worlds for convenience, especially if you have short commutes with accessible and affordable charging (or even free at some businesses and workplaces). Toyota is also a continued master of hybrid powertrains when it comes to functionality, switching between gas and electric without hiccups nor jolts. The four-cylinder combustion engine is still a grainy and thrashy racket under throttle, but it's at least marginally better than past efforts. I already stated my feeling towards the featherweight steering, forgoing resistance while providing zero feedback (this makes it feel a bit like a toy), but the actual handling and cornering capabilities can easily surprise both yourself and passengers. Grip is everyday abundant even on eco tires, and the front end is daringly committed to holding its line when driven at reasonably speedy paces through winding roads. Old Priuses would fall to the doom of understeer quite early and disastrously, pushing straight and head-on through the sound of squealing tires, but this new model has some spunk to its dynamics that are historically unbecoming of a Prius. In all honesty, it's not in any way superior compared to a Toyota Camry, another decently dynamic midsize sedan, but it is quite similar, and for a Prius to be considered comparable in this regard is a huge achievement as an entire proof of concept. This is very relative as I hope you understand, because this Prius is not close to a sports car in any way, but it's so much more engaging and capable than before, and that defiantly and definitely deserves a cheer. Before? Approach a hard corner at speed and you'll go head-first into and through a guard rail. Now? The Prius can actually hustle and bustle at fair speed. Bravo! Between the horsepower now on tap and the cornering grip, Priuses now have absolutely no excuse for holding up traffic on any road. The Prius has lots going for it, and that's something I would never have dreamt of writing even four years ago. A transformation to shock both the faithful and doubters, Toyota has successfully taken the visual travesty that was the Prius and turned it into a sexy little commuter with enough performance to surprise. Because of its prowess on all fronts, I would never consider a Corolla Hybrid anymore, or even a Camry, just because the Prius is that much better looking and desirable. The only real alternative I'd say is the incoming Honda Civic Hybrid if you want something more luxurious and grownup. Yet it's the shape of the Prius that will be enough to sway many. 2024 Toyota Prius Prime SE As-tested price: $34,434 Pros: Stupendous looks; Performance (for a Prius) Cons: Rear headroom; New Civics have nicer interiors Thank you for reading our review of the 2024 Toyota Prius Prime SE. All photos by Mitchell Weitzman and mitchellweitzmanphoto.com .