2026 Volvo XC90 T8 Ultra review by The Road Beat Words and pictures: Mitchell Weitzman I had really high hopes for the updated and supposedly improved “2025.5” Volvo XC90, but a week with it left me disappointed—mostly by how much hasn’t changed, and the fact that the few changes made actually verge on going the wrong direction. It’s easy to blindly celebrate Volvo for merely existing as a less pretentious Swedish alternative to the typical German luxury fare, but the fundamental product is plagued by ingredients that have sadly gone sour upon first opening. Picks Good news: the XC90 is as pretty as ever. The updated exterior features a sharpened front fascia that looks both thoroughly modern and thoroughly tasteful. The same beautiful interior detailing remains, buoyed by leather and metalwork crafted by skilled artisans and not outfitted by Temu. On the road, it delivers a superlatively smooth driving and passenger experience, with minimal to no wind noise making its way through the body or glass. Sculpted and leather-clad front seats offer leagues of adjustment—lumbar, bolstering, seat-bottom extension—and some delightful built-in massagers in this test vehicle. Even the seat warmers and coolers prove their worth and border on too effective. Dominating the dashboard is a huge tablet-like touchscreen with a revamped operating system. Commands are quicker, pages load faster, graphics look fresher, and—finally—you can display both the backup and top-view cameras at the same time, which is extremely helpful for parallel parking or tight maneuvers. Steering and handling don’t excite, but the XC90 is secure and confidence-inspiring for daily driving. Pick up the pace on a winding road and it doesn’t fall flat on its face, flattering itself with surprising speed and lateral grip. It’s still not as happy as a proper performance SUV from Porsche or BMW M, but it drives more than decently and fulfills its mission as a luxury barge. When it comes to raw speed, that’s where the XC90 continues to more than surprise. The turbo four-cylinder hybrid of this 'T8' example churns out a combined 455 hp, which absolutely did not need improvement. 0–60 mph happens in as little as 4.5 seconds, though in normal driving the XC90 prefers a relaxed, efficient powertrain response, only summoning the demons when your right foot is buried. As a plug-in hybrid, a full charge of the 18.8 kWh battery nets you over 30 miles of electric-only driving, adding useful commuting flexibility if you have cheap and convenient electricity at your disposal (or even free charging at the workplace). Mixed hybrid driving, however, returned a modest 25 mpg. Nicks It might sound like there’s a lot to like, and that’s true. But there’s also a lot that annoys and disappoints—especially considering this was a real opportunity for meaningful improvements from Volvo. Despite the power, a four-cylinder engine is still a four-cylinder, and it’s just not deserving of a large luxury SUV. When you press the throttle, the noises coming from under the hood are gruff and less than desirable, lacking the smooth rumble or growl of more fanciful six-cylinder units. It’s not a bad engine, but for $90K it’s out of place and undermines the outright glamor. This also has me wondering why Volvo even bothers with combustion at all versus going fully electric for their luxury SUV. A new screen and UI might be welcome, yet it’s still obviously flawed. Yes, it’s faster—but it’s still slow enough to be annoying for a brand new car with allegedly the latest technology, revealing noticeable lag. Some core interface decisions are baffling, like separating temperature and fan speed for the climate into different digital tabs. Why are those not on the same screen? Other controls are buried, and at times the backup camera refused to show up in reverse—only the top-view camera would appear. While the overstuffed screen also controls the heated/cooled seats like most modern cars, in order to initiate those lovely massagers you must first press a physical button on the seat just to even bring up the on-screen menu, then the screen takes over - there is zero workaround. Why does one hand need to poke the physical switch while the other immediately taps the screen? It makes no sense and I think many drivers will never know how to start the massagers they paid for. If the screen adjusts the massaging feature, why can't you start them from there, too? An electronic gremlin hit me when the estimated driving range suddenly zeroed out: miles-to-empty dropped from about 150 to double dashes—zero. The trip computer also freaked out, tanking the average mpg from 24 to… 4. The range eventually returned on its own, but a brand-new car losing and skewing data like that is concerning and goes right in line with my history of new Volvos all having some kind of electronic glitch one way or another. Enabling cruise control automatically activates a semi-autonomous steering assist by default, and there’s no way to change that after digging through the menus. A quick click of the unlabeled right arrow on the steering wheel disables it, but it seems that you must do that every single time you use cruise. And you will want to, because the steering assist drives like it’s drunk—making small corrections and swerves that will absolutely get you pulled over. If someone can correct me on this being a default, please let me know. For a $90K vehicle, the third-row seats must be folded and raised manually with no electric assist. Normally I wouldn’t care because I’m not lazy this way, but the real issue is how there’s no convenient pull or latch to use. Once those third-row seats are down, the only way to get them back up is having a Michael-Jordan-in-Space-Jam arm length or crawling into the cargo area to reach the release lever. For something supposedly practical, this is just inconvenient. Also, cheaper SUVs have buttons to electrically raise and lower their third-rows. Further worth noting is the subpar 35 cubic feet of cargo space behind the second row, which is actually less than a RAV4. Even though the leather and metalwork are exquisite, Volvo bizarrely adds an extra raw material in the form of woven canvas—or maybe wool?—across the dash. It looks randomly placed and totally out of sync with Volvo’s clean Swedish ethos where minimizing the amount of materials or textures is prioritized. Further, the big center screen could be better integrated and flush in the dash, not tacked on and awkwardly and slightly raised. Quite a lot to say then Yes, there’s plenty to say about the latest XC90—some of it good, but plenty that leaves me wanting more and comes across as a huge missed opportunity. I was eagerly awaiting this refresh, but the modest facelift hasn’t advanced the vehicle in any tangible way besides a bigger screen that nobody really needed. The real issues with the XC90 remain its livability problems, annoying electronics, and clunky interface. If not for the bigger screen, you could mistake this cabin for something straight out of their 2015-catalogue, and not in a good way. I still like the XC90—it’s a pleasure to be in—but it’s a bummer they didn't try harder, especially considering the exorbitant premium it commands at $88,695 as-tested. 2025 Volvo XC90 T8 Basic specifications Price as-tested: $88,695 Powertrain Engine: 2.0-liter turbocharged inline-4 Plug-in hybrid with rear electric motor Transmission: 8-speed automatic Combined output: 455 horsepower Combined torque: 523 lb-ft Battery & Charging Battery type: Lithium-ion Battery capacity: 18.8 kWh total (approx. 14.7 kWh usable) Performance & Efficiency 0–60 mph: As quick as 4.5 seconds Top speed: 112 mph (electronically limited) Electric-only range: ~32 miles (EPA) Real World fuel economy: ~25 mpg combined Capacities Towing capacity: 5,000 lbs Fuel tank capacity: 18.8 gallons Curb weight: ~5,100 lbs Dimensions Length: 195 inches Width (without mirrors): 79 inches Height: 70 inches Wheelbase: 118 inches Ground clearance: ~8.8 inches Cargo Space Cargo volume behind 3rd row: ~11 cu ft Cargo volume behind 2nd row: ~35 cu ft Maximum cargo volume: ~86 cu ft Chassis & Suspension Front suspension: Independent control arms Rear suspension: Independent multi-link Brakes: Four-wheel ventilated disc brakes Wheels & Tires Wheel sizes: 19", 20", 21", or 22" Interior & Technology Upholstery: Leather seating surfaces Trim materials: Real metal accents, wood inlays, optional fabric dash trim Front seats: Power-adjustable with lumbar, bolstering, extension Seat features (trim-dependent): Heating, ventilation, massage Infotainment: Large vertical touchscreen with Google-based OS Camera systems: Rearview camera with 360-degree surround-view Warranty & Maintenance Basic warranty: 4 years / 50,000 miles Hybrid battery warranty: 8 years / 100,000 miles Roadside assistance: 4 years Complimentary maintenance: 3 years / 30,000 miles

The standard V6 version tested here is sadly no longer relevant. 2026 Hyundai Palisade Calligraphy review by The Road Beat Words and pictures: Mitchell Weitzman As beautiful as the Palisade is on the inside, this may be an instance of Hyundai simply going too far. The real trouble with the Palisade has always been the Kia Telluride, its better-looking twin sister. Styling changes have made the new Palisade nearly unrecognizable compared to the 2020 original, and its attempt to channel Range Rover vibes has backfired with over-the-top vulgarity. The same sadly applies to the Telluride, albeit to a lesser extent somewhat luckily, which also further solidifies its lead as the preeminent choice of the twins. Yet what was once a clear class leader now feels oddly out of touch with reality. While this review is for the V6-powered Palisade, a verdict on the all-new Hybrid model awaits evaluation. Picks On this top-spec Calligraphy model — a name that already fet TikTok-pretentious — Hyundai continues to succeed where it matters inside. Leather and soft-touch materials are everywhere you look and interact with. In particular, the light tan interior catches the eye and makes both drivers and passengers say, “wow.” Even if I don’t care for the exterior, the bold shape paired with the classy interior does make this SUV feel effortlessly expensive. In today’s ultra-competitive three-row SUV segment — including the Toyota Highlander and Grand Highlander, Honda Pilot, and Mazda CX-90 — the Palisade now sits at the top for interior luxury and cabin quality. In fact, it may even edge out Mazda’s best effort. At 199 inches long, the Palisade is impressively spacious in all three rows. The rear captain’s chairs offer power recline and legroom adjustment, and the cargo area features switches to electrically fold and raise both the second and third rows. No manual effort required — something even a $90,000 Volvo XC90 still demands. Convenience and packaging continue to impress. USB ports are scattered throughout all rows for passengers (and kids glued to their phones), and the center console’s wireless charging tray is excellent. Maybe not hidden well enought, but its ubberized backing keeps your phone in place and even accommodates today’s oversized camera bumps. Why hide the phone placement when most just dump their phone in a cup holder anyways. Road manners do a convincing job of a luxury machine, too. On the highway, there's minimal road and wind noise and a controlled and comfortable ride quality across nearly all normal road surfaces, even doing well on my own battered neighborhood street. Nicks Where the Palisade loses its once-commanding lead is in some very fundamental areas. A naturally aspirated V6 is always welcome, but in its default drive modes, the Palisade stumbles badly in everyday driving. It’s not that the engine lacks power; it’s the dreadful gearing from the eight-speed automatic. What happens way too often is that the transmission upshifts far too early, leaving the engine completely gutless down low. For example, pulling onto a normal 45-mph road highlights this issue. It accelerates just fine and smoothly in first and into second, but then almost instantly after dumps you in third — landing you at just 1,300 rpm with no torque and no momentum. The car then trips over itself, downshifting again to recover if you get rightfully greedy with the throttle to compensate. That kind of blundering behavior is simply unacceptable. Sport mode helps mask the problem, but then sport often makes the Palisade refuse to settle into top gear on the highway, making it an even bigger fuel hog. Which, by the way, the big V6 returned just 19 mpg in my testing — significantly worse than the turbocharged silken inline-six in a Mazda CX-90 and well below the Grand Highlander Hybrid MAX. Seriously, this engine and transmission pairing makes the Palisade feel like an absolute turd in the real world. Even at steady highway speeds, it constantly hunts between gears on mild inclines, unable to decide what it wants to do and what it needs. Despite the fancy seats with endless adjustments and a mild massage feature, I could never find a truly comfortable driving position. The relationship between leg and arm reach feels off, compounding the problem. Jumping into a Grand Highlander the same day, I dialed in a better and optimal driving position in about 15 seconds — something a full week with the Palisade couldn’t achieve. Other ergonomic choices baffle, too, like the button to activate the (extremely helpful) top-view parking cameras being placed furthest right on the dashboard, near the passenger’s knee. Was it forgotten until the end of development? Meanwhile, the drive mode and terrain controls are small and obscured by the steering wheel, largely out of sight. All of these switches could have been logically placed near the wireless charging pad, where they’d be both visible and easy to reach. For a $60,000 SUV, proximity touch-sensing door locks are only located on the front doors. So, say your hands are full with groceries and you want to easily place them in the back seats, you'll have to open the driver’s door first, then hit the interior unlock button to access the rear and then open another door; Even a mid-trim RAV4 does better here with access to all doors. Or for those with kids, you also will not be able to open the rear doors for them without unlocking and opening the front first. Hyundai choosing to limit this feature to the front doors on such a big and expensive SUV is a cheap and frustrating decision. I'm not done with the lock and unlock controls, though, because I had so many instances of placing my hand on the door handle where the mirrors would fold out, clearly indicating the car was wanting to unlock, but it actually wouldn't unlock. It instead would take a couple tries and this was frustrating on days it was raining. It's nearly 2025, this shouldn't be an issue, and I never have similar problems on any other cars it seems besides Hyundais, but this was the worst instance yet. Worse still, the unlocking itself is unreliable. In many instances, I would repeatedly grab the handle to unlock and open, watch the mirrors unfold — a clear sign the car detected the key and my hand — only for the door to remain locked. It often took multiple attempts, which was especially aggravating in the rain. It’s nearly 2026, and this shouldn’t be an issue. I’ve noticed similar behavior in other Hyundais, but this was the worst instance yet. Perhaps the flaw is in the placement for where to touch to lock the door, which coincides with the same place you open the door from. Other manufactuers place the locking sensor at the front of the handle to avoid this problem. The long combined instrument cluster and central display is a nice idea and works great in other Hyundais, but the way this design pulls and curves out away from the dashboard at the end is a strange design choice, especially when the rest of the dashboard is so flat. In other words, just too tacked-on and awkward. And finally, the value argument has evaporated. At $60,000, this is a very expensive Hyundai. There are better choices (and a hybrid option now) The Palisade — along with the Telluride — reshaped the SUV landscape in 2020. But recent updates have been largely cosmetic, and they’ve gone too far into aesthetic excess. The engine frustrates in daily use, controls are poorly placed, the door locks are unreliable, and I never once felt truly comfortable behind the wheel. The once-strong value proposition is also gone. What remains to be seen is the new hybrid version of the Palisade which adds much needed power and extra efficiency. Could this be the game changer needed? What really drove the point home in this particular instance and test was stepping straight into a Grand Highlander Hybrid MAX the same day. Instantly, the powertrain felt stronger in real-world driving, the seating was more comfortable, the controls were intuitive, and all four doors unlocked exactly as they should. It may not feel quite as luxurious inside, but it’s the better overall package — and likely the better choice for almost everyone. If the new Palisade Hybrid can compete with Toyota's or Mazda's powertrains, then I may have to eat my own words. 2026 Hyundai Palisade image gallery 2026 Hyundai Palisade Calligraphy specifications As-tested price: ~$60,000 Engine & Drivetrain Engine: 3.5L V6 Horsepower: 287 hp Torque: 260 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive (AWD) Dimensions Length: ~199 inches Wheelbase: ~117 inches Width: ~78 inches Height: ~70 inches Interior & Capacity Seating: 7 passengers (captain’s chairs standard) Cargo volume: ~19 cubic feet (behind third row) Cargo volume: ~46 cubic feet (behind second row) Max cargo volume: ~87 cubic feet (with all rear seats folded) Performance & Efficiency Towing capacity: Up to ~5,000 lbs Real world fuel economy: 19 MPG Notable Features on Calligraphy 21-inch alloy wheels Dual-pane panoramic sunroof Nappa leather quilted seating Heated and ventilated seats (multiple rows) Surround-view camera and advanced driver aids Remote smart parking assist Premium audio system Heads-up display

This electric crossover is ballistically fast and reasonably priced, but that's it 2025 Volvo EX30 review by The Road Beat Words and pictures: Mitchell Weitzman Well, that wasn’t on my bingo card for 2025 — but then again, neither was cervical disc replacement. For some, especially the unsuspecting, the sheer speed of the Volvo EX30 may be enough to cause potential disc issues of their own. Insurance companies likely won’t love the rapid spread of hypercar‑quick, mainstream electric vehicles — but at least the neurosurgeons will. Pros How fast exactly is the all-electric Volvo EX30? This Twin Motor Performance Ultra edition emits 422-humming horsepower. That might not sound outrageous on paper, but it’s just 22 horses shy of the legendary Porsche 959 — except this power now lives in a commuter‑spec Volvo crossover. Unlike the multi‑million‑dollar icon, the EX30 would leave it in its metaphorical, mummifying dust. Zero to 60 mph takes a scarcely believable 3.3 seconds. Zero to 100 mph is dispatched in under nine seconds, and the quarter mile flies by in under 12. If you’re running late getting your kids to school in the early hours, the EX30 might make it genuinely difficult to ever be late again. Except for speed cameras that is. So yes, it’s an everyday ballistic missile — a short‑range one, admittedly, which we'll get to soon — but also seriously challenges what’s acceptable on public roads. Those shocking performance figures don’t fully illustrate just how disruptive this car is to the sub‑$50,000 EV landscape. A Toyota bZ4X? Hopeless. An entry‑level Hyundai Ioniq 5? No chance. That's well before considering the average Honda CR-V. Based on initial impressions alone when it came to the shocking speed it taps into, I was convinced this Volvo had to cost north of $70,000. Instead, I was genuinely stunned to see this well‑equipped example sticker just under $50,000, landing at $48,395 as-tested. Despite that punch, efficiency is commendable, hovering a touch above three miles per kWh in mixed driving. That puts it right inline with most other AWD electric crossovers like the Ioniq 5 albeit with gobs more power. Range isn’t headline‑grabbing due to the relatively compact ~69 kWh battery pack, but it will still just clear the 200‑mile mark. And with fast DC charging peaking around 150 kW, the smaller battery means you spend less of your life tethered to a cord. A compact size may be a downside for some, but I appreciate the diminutive footprint. Thanks to smart EV packaging, the interior feels roomier than the stubby 167‑inch overall length would suggest. Parking and maneuvering are effortless, and the EX30 simply feels less wasteful on crowded roads. The sparse interior will appeal to fans of minimalist Scandinavian and Bauhaus‑inspired design, too. Rather than by mistake, it’s intentionally barren, and while that won’t be to everyone’s taste, there are highlights — chief among them the interior door handles, which might be the best‑looking and best‑feeling I’ve ever used. Tesla introduced the vacant interior design language for modern cars, and Volvo's designers have at least made it feel more welcoming and attractive. Cons As fast as the EX30 is and at such a relatively attainable price, such vast pace is entirely unnecessary in the real world. It also feels less like a meaningful benefit and more like a one-trick marketing tool — one that distracts from the EX30’s fundamental shortcomings as a vehicle to drive and live with. And in classic modern Volvo fashion, it all boils down to deeply frustrating electronics and controls. One could safely assume a clueless Volvo committee decided the best way to build an EV interface was simply to copy Tesla. But in a stroke of questionable creativity — perhaps to differentiate themselves — they instead made a version that’s worse in nearly every conceivable way. By fully committing to Bauhaus minimalism, physical controls have been almost entirely eliminated and relocated to the central tablet. Want to adjust your mirrors? Don’t bother looking at the door. Instead, dive at least two menus deep into the touchscreen — only to then have to actually adjust the mirrors using unlabeled steering‑wheel buttons. Intuitive, right? Totally not distracting at all, literally feeling like a Tim Robinson skit. Despite the vast, unused dashboard space in front of the passenger seat, there’s only a microscopic glovebox . And yes, opening it also requires multiple taps on the central touchscreen. A cleverly hidden button would be so much better, and just wait until that electric connection and motor to open the glovebox fails. Turn signals and wipers are awkwardly combined into a single left‑hand stalk behind the steering wheel. Turning the wipers on is simple enough, but adjusting their speed during rain requires — you guessed it — several touchscreen interactions. Left hand for activation, right hand for menu diving. Brilliant again! Somehow there's also not a single, central page for climate functions, thus requiring separate pages and clicks of the screen to access the fan speed and then a different click and page to be able to adjust the temperature. I'm sorry, but who the actual f*ck thought of any of this? Not done yet, between the front seats sits some underfloor storage covered by clunky, awkward flaps finished in a truly hideous radioactive yellow. Above that are centrally mounted window switches that lack dedicated rear controls — meaning you must manually toggle between front and rear every single time. The center console itself is mostly an armrest, offering little in the way of meaningful storage. You can at least extend part of the console to reveal hidden cupholders, also drenched in that bile‑yellow accent, but even those are ungainly to deploy and stow. Add in a strange rubberized dash material that eagerly collects dust, and the cabin experience starts to wear thin very, very quickly. At least the door handles remain excellent — small mercies. Volvo also incorporated a driver‑monitoring camera. In turn, it chimes whenever it thinks you’re distracted — which is frequently, because you’re forced to look at the touchscreen to perform nearly every basic task to operate the vehicle. Oh, irony is rich! I earlier praised the MPG-equivalent of efficiency, but with the small battery in this Volvo, range is compromised and will be considered unacceptable to many drivers. On long-distance freeway driving, which hurts EV ranges the most, you can expect below 200 miles even which is a real usability handicap. Further, this Volvo relies on slower and older150 KW tech for fast charging. In the real world, a faster charging Hyundai can fill up its larger battery in the same time as the Volvo; That's a real problem. Other brands also have adopted native Tesla charging ports to use Tesla Superchargers  — easily the most available and most reliable in the world  — without any funky and ungainly adapter. For a tech-forward car, it fails quite abundantly in the very tech that defines living with an electric car. Solutions to problems that did not exist Volvo is trying far too hard to solve problems that never existed in the first place. In doing so, it has created an entire suite of new annoyances that are only worse. Good news is here: The price is competitive and the speed is astonishing. But, and this is fatal but, the EX30 isn’t actually engaging or interesting to drive, and its user interface represents a genuine regression in how humans interact with cars. A plague has infected so much of modern tech in cars, because it's obvious now that designers ask, "How do we make this more interesting?" instead of, "How do we make this better." Interesting here has ruined the user experience. Past Volvos I’ve tested have indeed suffered from tech gremlins — frozen screens with laggy responses, door lock issues, and general digital misbehavior. Now imagine that happening here, where nearly everything depends on the screen functioning properly. Volvo is absolutely on the right path when it comes to blending efficiency and outrageous performance at a reasonable price. Unfortunately, it’s heading in the completely wrong direction when it comes to user interface design and driver interaction — and that matters far more than a 3.3‑second sprint to 60 ever will. 2025 Volvo EX30 image gallery 2025 Volvo EX30 Performance Ultra AWD main specs As-tested price: $48,395 Powertrain & Performance Dual electric motors All-wheel drive (AWD) 422 horsepower (combined) ~400 lb-ft of torque 0–60 mph: ~3.3 seconds 0–100 mph: under 9 seconds Quarter mile: ~11.8 seconds Battery, Range & Charging Lithium-ion battery pack (~69 kWh usable) EPA-estimated range: ~250 miles Real world mixed range : ~200 miles Efficiency: ~3.0+ miles per kWh (real-world mixed driving) DC fast charging up to ~150 kW 10–80% DC fast charge: ~26–30 minutes Dimensions & Weight Length: ~167 inches Width: ~72 inches (excluding mirrors) Height: ~61 inches Wheelbase: ~104 inches Curb weight: ~4,150–4,200 lbs Maximum towing capacity: ~2,000 lbs Interior & Cargo Seating for 5 Cargo space (rear seats up): ~30 cu ft Minimalist interior with recycled materials Central tablet-style infotainment interface Google built-in (Maps, Assistant, apps) Wireless Apple CarPlay Panoramic fixed glass roof (Ultra trim) Chassis, Wheels & Brakes Front suspension: MacPherson strut Rear suspension: Multi-link Wheel size: 20-inch alloys (Ultra trim) Performance-oriented AWD torque distribution Safety & Driver Assistance Automatic emergency braking Blind-spot monitoring Lane-keeping assistance Adaptive cruise control Pilot Assist (Ultra trim) 360-degree camera system Driver monitoring camera

2025 Volvo EX40 Twin Motor Ultra review by The Road Beat Words and pictures: Mitchell Weitzman Don’t get me wrong—there are  positive aspects to the new Volvo EX40, a compact all-electric crossover. But it’s the drawbacks that unfortunately define the experience. This is an EV assembled in Belgium by a Swedish, Chinese-owned company using a majority of parts sourced from China. Yes, modern Volvos are global products, but the lack of outright cohesion here feels deeper than its complicated logistics would even suggest. The end result is a car so uncomfortable that it’s hard to believe anyone truly drove it before signing off. And yes, you read that correctly: my primary issue with the EX40 is comfort. While the interior initially impresses and the seats look minimalist and futuristic, the reality is grim; These are among the worst seats I’ve encountered in any new car at any price. In fact, the EX40 was so uncomfortable that I parked it with multiple days left in my test loan because I simply had enough. How can seats go this wrong? Excellent question. The head restraints—their correct name, not “headrests”—have virtually no adjustment. Resultingly, they aggressively push your head forward at all times, forcing a posture best described as “desk neck”: hunched, craned, and unnatural. Only here, the restraint itself actively makes it worse. Try to relax and your face simply angles downward and comfort is never achieved. The forward push also disconnects your upper back and shoulders from the seatback, eliminating lateral support entirely. Even at modest speeds through mild corners and bends, your torso slips out of position as you grab and hold on to the wheel. If you wear your hair in a ponytail, the uncomfortable head angle will only amplify the problem. If this sounds exaggerated, consider the context. The EV and compact crossover space is now packed with genuinely well-rounded competitors that perfectly comfortable and with increased range, making the EX40 feel completely irrelevant. There are simply no excuses, and dot even its insane performance can save it. While this EX40 Twin Motor Ultra can hustle from 0–60 mph of 4 seconds dead, it's all for naught. Because when you do floor it, your neck just hurts more, and if you carry speed through corners, you'll fall out of the seat. There are  some wins. You can finally display both the reverse camera and the top-down camera simultaneously. The air vents feel excellent in operation, and the Harman Kardon sound system impresses. But the positives stop there. Real-world range barely clears 200 miles, well below the EX40’s EPA rating of 260 miles and about 25% short of what key competitors achieve now without effort. That’s last-decade EV tech. Charging doesn’t help either. DC fast-charging tops out at 200 kW, not the 350 kW now common elsewhere. As a result, a 10–80% charge takes closer to 27–30 minutes, versus roughly 18–20 minutes in a Hyundai Ioniq 5 under similar conditions. Ten extra minutes may not sound like much, but do that once a week and you’re looking at over 500 minutes a year—more than eight hours of your life spent waiting for your car to charge. That’s an entire workday, annually, lost to inefficiency. Then there’s the price. Ringing the register at $62,045 as-tested, the EX40 Twin Ultra is objectively worse than rivals in nearly every measurable way all while costing extra. It isn’t even meaningfully nicer inside, either. Not to mention just how small is compact really is: measuring only 175 inches long while boasting a poor 16 cubic feet of cargo space behind the rear seats. Despite carrying a luxury price tag, there are glaring design shortcuts. Most offensive is the large, blank circular button where an ignition switch would be in a gas car. For a vehicle that is exclusively electric, continuing to reuse the old XC40 dashboard is starting to feel lazy and tone-deaf. I like small cars and they have a great purpose, but for over 60 grand and it's uncomfortable and not particularly luxurious? It's a total joke. Cruise control performance is another weak point. On freeway grades, it regularly sheds about 3 mph before aggressively accelerating back to the set speed at the crest. That behavior is not only annoying but terrible for efficiency by constantly having to accelerate uphill . Volvo gives consumers no compelling reason to choose the EX40. With underwhelming range, outdated charging performance, and the worst seats I’ve experienced in a new car, this one is a complete pass. And that’s before mentioning the dated screen graphics, slow load times, and a radio system that never reliably connected to my phone nor remembered my last SiriusXM station. As Randy Jackson would say: “It’s a no from me, dog.” More photos from the 2025 Volvo EX40 Twin Motor Ultra review 2025 Volvo EX40 Twin Ultra – Specifications Price as-tested: $62,045 MSRP Powertrain & Performance Drivetrain: Dual-motor with all-wheel drive Combined output: 402 hp Combined torque: 494 lb-ft 0–60 mph: 4.0 seconds Battery & Charging Battery capacity: 82 kWh (approx. 79 kWh usable) Battery type: Liquid-cooled lithium-ion AC charging: 11 kW onboard charger DC fast charging: Up to ~200 kW 10–80% DC fast-charge time: ~27–30 minutes EPA-estimated range (Twin Motor): 260 miles Road Beat Real World Range: 210 miles Dimensions Length: 175 inches Wheelbase: 106 inches Width: 75 inches Height: 65 inches Curb weight: 4,600–4,800 lb (depending on equipment) Rear cargo: 16 cu ft Rear cargo (rear seats folded): 57–58 cu ft Front trunk (frunk): ~0.7 cu ft Chassis & Suspension Front suspension: MacPherson strut Rear suspension: Multi-link Brakes: Four-wheel ventilated discs Wheels & Tires Standard wheels (Ultra): 20-inch alloy wheels Tires: Performance-oriented all-season EV tires Towing Maximum towing capacity: 2,000 lb Specs comparison against class leaders: 2025 EX40 Twin Ultra vs. Hyundai Ioniq 5 vs. Tesla Model Y – Key Specs Volvo EX40 Twin Ultra Hyundai Ioniq 5 AWD Tesla Model Y Long Range AWD Drivetrain Dual-motor AWD Dual-motor AWD Dual-motor AWD Horsepower ~402 hp ~320 hp (approx) ~420+ hp Torque ~494 lb-ft ~446 lb-ft (approx) Tesla doesn’t publish exact 0–60 mph 4 sec 4.7 seconds ~4.5 sec or quicker Battery (usable) ~79 kWh ~77–84 kWh ~69–82+ kWh EPA Range ~250–260 miles ~269–282+ miles ~327 miles DC Fast Charging Peak ~200 kW ~250–350 kW ~225–250 kW Charging 10–80% ~27–30 min ~18–30 min ~20–30 min Cargo Behind Rear Seats ~16 cu ft ~26–27 cu ft ~29 cu ft Length ~175 in ~183 in ~187–189 in Towing Capacity ~2,000 lb ~2,300 lb (some trims) ~3,500 lb Typical Price ~$62,000 ~$55,000–$62,000 ~$50,000–$60,000+

A thrilling electric sports car, the Ioniq 5 N has terrible range 2025 Hyundai Ioniq 5 N review by The Road Beat Words and pictures: Mitchell Weitzman This is the quickest-accelerating car to 60 mph I’ve ever driven. If you want to melt faces at legal speeds, the Ioniq 5 N considers that mission accomplished in three fleeting seconds. What sets the Ioniq 5 N apart from nearly every other EV on the market is what it does—and how it does it—when you’re not just blasting along in a straight line. Speed is everything for many EVs, a trend that kicked off when Tesla unveiled the original “Insane” mode on their early Model S sedans. But the Ioniq 5 N is different: this hot hatch is a legitimately and staggeringly brilliant sports car. Yet in doing so, it’s not exactly a great EV by traditional standards. Whichever way you slice it, this car proves one vital truth: EVs can be fun. Picks This is one hell of a fun time. Explosive acceleration is old news for EVs—been there, done that. Where enthusiasts are concerned, the glaring ingredient missing from most attainable electric cars (sorry, Rimac doesn’t count) is genuine, old-school fun. No matter how accomplished the regular Hyundai Ioniq 5 is, it often has the charisma of a washing machine. There will always be fanboys for certain models and gimmicks, but a true, modern electric sports car? That’s been largely missing until now. Instead of trying to make an electric car “more fun,” Hyundai went back to the roots and asked, “How can we use electricity to make a better sports car?” That’s the attitude carmakers should adopt, and by doing so, Hyundai has crafted an incredibly fun retro hatch with performance that obliterates its contemporaries and most muscle cars. The standard Ioniq 5 dual-motor setup is already plenty quick with 320 horsepower, but the N division said, “Hold my beer,” and cranked it up to 641 horsepower at peak performance, with nearly 600 horsepower available at all times. The result? Face-warping acceleration. Being electric, there’s no pause or wait for power—it hits instantaneously with a prod of your right foot. With dual motors front and rear, plus the ability to adjust torque split for optimal traction or glorious slippage, this car is built for hot-lapping and attacking canyons at devastatingly illegal speeds. Grip is immense when you want it, and smart power distribution quells understeer. Flip a few switches, push some buttons, and you can transform this AWD hot hatch into a RWD-biased drift machine with a penchant for Mountain Dew-fueled, cotton-candy oversteer. What impresses most is how this machine changes direction so flatly, aided by batteries that keep the bulk of its not-insignificant mass low in the chassis. Despite weighing nearly 5,000 pounds, the Ioniq 5 N dances around like it’s a ton lighter. It might wear a Hyundai badge and look like a boxy grocery-getter with some puffed-up jewelry to some, but this EV is a sensory blast, delivering the joy and adrenaline of driving a fast car fast. There’s no real engine sound (more on that later), but the tactile sensations are dialed up well past the usual domesticated levels. The main takeaway from a week with this menacing Hyundai is that it’s a properly, righteously fun car. Unconventional? Sure. But it tickles all the right feelings in conventional ways through its blistering speed, razor-sharp control, and driver involvement. That last bit is crucial—other EVs often lack engagement or even prefer (and are designed) to drive themselves. The Ioniq 5 N, however, demands its driver take the helm to extract its full potential. Nicks By crafting an incredible sports car, Hyundai has also made a pretty lackluster EV by (admittedly recent) traditional metrics. Standard Ioniq 5 AWD models average about 2.7 miles per kWh in previous testing, but the N drops that to a dismal 2.1. Even with a full charge, I never saw more than 200 miles of estimated range, and with the heater lightly on during winter, that quickly plummeted to around 150 miles all-in from its 84 kWh capacity battery park. A real-world range well under 200 miles makes this car highly impractical for many drivers because of how limiting it is, not to mention how you'll constantly need to have charging planned (and time allocated for charging). Compare that to a gasoline-powered sports car like the BMW M3, which can easily surpass 300 miles in daily driving and averages about 20 MPG in mixed driving. This poor range hampers outright usability, forcing frequent charging stops. Long journeys will be a hassle, even driving 120 miles to San Francisco from home would leave me with just morsels of energy remaining, necessitating a charging stop en route or upon arrival. Utilizing 350 kW chargers helps (though it actually maxes out at about 200 KW), but the need to recharge so often is a bummer. And on the track? A 20-minute session of hard driving will significantly drain the battery, requiring a recharge every session to keep things on the boil. Then there’s the fake engine noise. It’s amusing at first but quickly feels overdone, like Hyundai’s admitting that EVs are inherently boring. I’d prefer a raw, mechanically electric sound—think TIE Fighter—over this artificial snapping, crackling, and popping of a faux four-cylinder. Thankfully, you can tweak those noise settings to be as fake or silent as you desire. The Ioniq 5 N’s cornering prowess comes at the cost of everyday comfort. The ride is firm and jiggly at low speeds, though it settles at moderate paces. This is a sports car, and it can beat you up like one. Plus, unlocking its best performance requires navigating menus and settings—lots of them. Remember when a BMW M3 didn’t even have a screen or adjustable dampers? Just key in, shift to first, and go. I miss those days. The right direction for electric vehicles Let’s face it: as an EV, the Ioniq 5 N isn’t great. Its efficiency is laughable—a car with this big a battery (84 kWh) failing to hit even close to 200 miles in real-world conditions, especially in colder weather, is disappointing. But focusing on its strengths, it excels in its fever-dream levels of speed and intensity, laughable in an entirely positive way. Other EVs may be as fast—or even faster with a large bank account—but few match the Ioniq 5 N’s fun factor when the road gets twisty. Accelerating, braking, turning, repeat—it’s a blast. Whie not close to perfect, the Ioniq 5 N is a massive stride forward for EVs, proving hypercar-level performance can be attainable at its price point and also be genuinely fun to drive. Price as-tested: $67,685 Pros: Outstanding performance in every direction; Looks great Cons: Poor range; Stiff ride 2025 Hyundai Ioniq 5 N basic specifications. Powertrain: Dual electric motors, all-wheel drive Power Output: 601 hp (641 hp with N Grin Boost) Torque: 545 lb-ft (568 lb-ft with N Grin Boost) Battery Capacity: 84 kWh Electric Range: 221 miles (EPA) Real World Range : About 175 miles 0-60 mph: About 3 seconds Top Speed: 162 mph Transmission: Single-speed direct drive Charging Time (240V): 7–9 hours Fast Charging: 10% to 80% in 18 minutes (350 kW charger) Dimensions: Length: 186 in Width: 76 in Height: 62 in Wheelbase: 118 in Curb Weight: about 4,900 lbs Cargo Capacity: About 26 cubic feet Wheels: 21-inch forged aluminum with P275/35R21 Pirelli P-Zero tires MSRP: Starting at $66,100 (US) Thank you for reading The Road Beat's 2025 Hyundai Ioniq 5 N review. 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This aging lite pickup has its charms, but can't hide its age 2025 Honda Ridgeline Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman Honda’s Ridgeline is not a truck that excites upon first greeting, but instead grows on you over time. I haven’t exactly given glowing reviews of Ridgelines in the past, but a reintroduction to Honda’s midsize pickup was welcome after recent drives in Toyota’s new Tacoma—a truck that has ballooned in price with its latest generation. Honda, on the other hand, has kept things simple for another year, which is both good and bad. What still stands out most to me is how easy the Ridgeline is to drive and use, as well as the sheer value it continues to bring in 2025. Picks Easy drivability and comfort remain at the forefront of the Ridgeline’s strengths. On the road, it never feels like a traditional pickup, instead shrinking itself down into an easily maneuverable crossover. Handling and steering both impress, too, as this is a truck that never really drives like a truck and can carry alarming speeds down country backroads. On the highway, it’s remarkably civilized with low wind and road noise, paired with a plush ride quality that rarely feels anything less than composed. Too many SUVs and trucks bounce around endlessly as if riding on blown shocks, or they’re tuned too stiffly to chase payload and towing bragging rights. True, the Ridgeline doesn’t boast headline-grabbing figures in terms of utility, but the tradeoff is a beautifully smooth ride across any surface—far better than the overly firm Toyota Tacoma. This TrailSport trim adds some useful features and performance attributes, including suspension tuned for mild off-road use and knobby tires to match. It also gets unique trim pieces that pair nicely with certain colors (though this flat blue isn’t one of them, in my opinion). Inside, it’s fully loaded with all the bells and whistles, along with nice leather seat coverings, yet still retails for about $47,230. That may sound steep, but a TRD Sport or Off-Road Tacoma with faux -leather seats will cost at least $5,000 more. Unlike the Passport TrailSport SUV, where I noticed powertrain hiccups and sluggish throttle response, the Ridgeline has none of those concerns. Its V6 is a smooth operator at all times and speeds, and the automatic transmission rarely feels lost when accelerating or needing it to kick down. My observed fuel economy was 21 MPG, which matches Toyota’s new turbocharged four-cylinder Tacoma, a fair result for an old big V6. Put your foot down from a standstill, and the Ridgeline’s sonorous V6 will launch you to 60 mph in a surprisingly brisk 6.5 seconds. Another clever touch is the dual-action tailgate, which can swing open sideways as well as drop down. It makes bed access easier depending on your needs and circumstance, and the built-in storage bin adds real utility with an additional 7 cubic feet. You could even use it as its own cooler. Nicks The drawbacks, unfortunately, are familiar. The interior is heavily dated, with a small screen angled awkwardly upward. In simpler terms, this cabin feels very much from Trump’s first term rather than his second. Many of the knobs and buttons look bulky and old, not befitting a brand-new 2025 truck. And even though the Trailsport is the off-road oriented of the range, it only has 7.6 inches of ground clearance, a frankly abysmal figure that is less than a basic Toyota RAV4. Most annoying is the transmission’s operation. The slow-reacting PRND buttons always introduce a delay that gets in the way of progress when leaving a parking stall or at home. Adding to that is another lingering Honda issue: The absence of strong engine braking from the nine-speed automatic transmission. For example, when descending even a moderate slope, there’s a pronounced lack of engine braking, compounded by lethargic downshifts. That becomes especially unsettling if you’re towing its maximum 5,000 pounds downhill. Styling is subjective, but the Ridgeline is not the most attractive truck, lacking the purposeful stance and classic proportions of its rivals. A major design flaw is the obscenely high bed height. For a truck that’s supposed to be approachable, you end up lifting cargo higher than normal into its bed, not to mention the short surrounding walls that don’t offer much protection for keeping your cargo. As for that clever tailgate, while I like the functionality, the hinge panel gaps are god awful—lopsided and asymmetrical. Before realizing the tailgate swung out, I honestly thought it was just bad manufacturing. Chances are, most people following you on the road will think the same. A crossover that happens to be a truck Despite complaints, I still find myself liking the Ridgeline. Its strongest points are clear, especially the standout chassis performance when driven like a normal car. Other trucks simply aren’t as easy to live with, and that’s the single biggest factor in the Ridgeline’s success. It doesn’t demand the same level of commitment as other pickups, because this is a Honda—and it behaves like one at all times. It’s also a terrific value in an age of inflation and increasingly expensive Tacomas. Sure, it’s old inside, but that very datedness may help explain the attractive price point. At the end of the daily commute, it's best to think of the Ridgeline as a crossover that happens to have a truck attached behind, offering a useful alternative to the common SUV, but is also compromised as such. After a week behind the wheel, though, I cam to enjoy its simple and good-willed demeanor. 2025 Honda Ridgeline Trailsport As-tested price: $47,230 Key Specs Engine: 3.5-liter V6 (SOHC, i-VTEC, 24-valve) Horsepower: 280 hp Torque: 262 lb-ft Transmission: 9-speed automatic Drivetrain: All-wheel drive (AWD) Towing Capacity: 5,000 lbs Payload Capacity: ~1,500 lbs Fuel Economy (EPA): 18 city / 24 highway / 21 combined mpg Dimensions Overall Length: 210 in Wheelbase: 125 in Overall Width (without mirrors): 79 in Overall Height: 71 in Ground Clearance: 7.6 in Bed & Cargo Bed Length (tailgate up): 64 in Bed Length (tailgate down): ~83 in Width in Bed at Wheel Wells: 50 in Bed Volume: 34 cu ft In-Bed storage bin volume: 7 cu ft Thank you for reading The Road Beat's 2025 Honda Ridgeline Trailsport review. Please subscribe for more of our candid and frank reviews.

Just over a year ago I purchased an S15 Silvia from Japan. Here's part 1 of its journey. 1999 Nissan S15 Silvia Spec R by The Road Beat Words and pictures: Mitchell Weitzman There’s no shortage of guides and advice online about importing a Japanese classic under the federal 25-year rule, and this article isn’t meant to be another one of those. Instead, consider this an update on what it’s like occasionally driving a 26-year-old Japanese car that was never sold in the United States. Against my own expectations, I’ve grown to genuinely love my Nissan S15—converting this longtime skeptic of a drift-era icon into a true S-chassis enthusiast. I never thought I’d own an S-chassis Nissan. I’ve admired the occasional well-built S13 or S14 from afar, but S15s always felt reserved for Gran Turismo fantasies. In fact, I did  own one in Gran Turismo 5: finished in yellow, big wing and all, earning a place in my virtual garage. Still, they never compared—at least in my mind—to the six-cylinder RB-powered Skylines of the same era. R32s and R33s remain somewhat attainable, but the R34 market has jumped the shark by a skyscraper-sized margin. And besides, could I ever really own a four-cylinder car? My real-world garage history had never dipped below a V6, from a 370Z to the silky BMW inline-sixes of E36 and E46 (non-M, unfortunately) lore. So why did I buy an S15? Simple: my buddy accidentally bought two. Two S15s, the day they arrived to their new home He was only trying to purchase one, but after going zero-for-ten on previous attempts, a pair of automatic high bids placed on two cars in the same night resulted in two unexpected wins. Having grown accustomed to losing auctions, he suddenly had a surplus. I was offered the “reject” of the pair—which I was perfectly happy to accept, especially since it was cheaper and had fewer miles. A couple of months later, two Silvia Spec Rs arrived stateside, both equipped with six-speed manual transmissions, right-hand drive, and the legendary SR20DET. To my surprise, aside from a mild body kit, my car was mechanically stock—a rarity for a platform so often modified into oblivion. It was even in decent cosmetic shape, save for a cracked front bumper, some dashboard damage, and four unfortunate holes in the trunk where a generic Fast and the Furious  wing had once lived. The body kit was later discovered to be by Impul, the legendary Nissan racing team famous for the classic Calsonic Skyline in Super GT.  It was technically auction grade R (couple areas repainted), but overall very good shape! After some basic maintenance—oil change, spark plug inspection, new brake pads, and a full system bleed—the Silvia revealed itself to be exactly what it appeared to be: a healthy, fully functioning car. So what were my first impressions of a stock Silvia Spec R? Very good. The steering immediately impressed, offering quicker responses than an E36 or E46 BMW of the same era—closer in feel to the coveted ZHP rack. Handling was balanced, favoring mild understeer unless provoked. Mash the throttle like a game of whack-a-mole, however, and the car’s drift heritage reveals itself instantly, delivering wide, controllable slides with excellent modulation. Many modern performance cars feel edgy and nervous when oversteer arrives on public roads or spacious, abandoned intersections, but the Silvia remains remarkably relaxed. It didn’t take long to understand why these cars became drift legends. Pushed hard on back roads, the suspension reveals its softness, allowing a fair amount of body roll. This wasn’t helped by the 215/55 economy tires mounted on the white Work wheels it arrived with, though they did at least provide clear communication at the limit. The rear subframe also exhibited noticeable internal pitch and roll, occasionally making the rear end feel as if it were moving laterally and vertically at the same time. Even so, the car remained a joy to drive—just with lower limits than a modern sports car, or even a contemporary commuter on decent rubber. And the engine—the infamous turbocharged SR20DET? Honestly, it sounded like a vacuum cleaner. The stock exhaust and restrictive airbox certainly didn’t help. There were no turbo noises to speak of, just appliance-like sounds from both ends of the car. Four-cylinders have always sat at the bottom of my personal totem pole, lacking the sonorous smoothness of even an average inline-six or flat-six. That said, the SR20 itself was surprisingly smooth in operation, free of the gnarly trash-compactor noises that plague some modern Toyota engines. It may not sing, but at least it doesn’t sound like it’s shredding itself internally. As for power—eh. Despite its quoted 246 horsepower and relatively light curb weight of around 2,850 pounds, it didn’t feel particularly quick. In fact, it felt noticeably slower than the last Volkswagen Golf GTI I tested, despite similar power figures and a significant weight advantage. Of course, the SR20’s reputation for making big power is well-earned, and that’s a problem easily solved—perhaps already in progress. One pleasant surprise was just how quiet and comfortable the Silvia is on the freeway. Road noise is well controlled, and the suspension soaks up bumps with ease thanks to its soft spring rates. Interior rattles were largely absent, too, with late-model Nissan interiors representing a clear step up from the S14 and R33 era in both build quality and materials. I also genuinely enjoy the six-speed manual transmission. Shifting with the left hand becomes second nature after only a few drives, and each gear is clearly defined. It’s a satisfying gearbox to row through, even if the clutch pedal itself feels a bit too light and spongy. Despite my lukewarm first impression, each drive in the Silvia steadily nurtured a deeper appreciation for this unlikely hero because how good it was at so many things. Before long, the urge grew to replace tired suspension components and elevate this Spec R into one of the best examples in the country. Then I lost the battle to not help unleash a few more horsepower and boost pressure. The original auction photo from Japan Simply put, at under $30,000, the Spec R is a more engaging and capable car than any E36 M3 I’ve driven—and it offers enormous upside potential to surpass not only those cars, but many modern BMWs as well, all while promising greater long-term reliability. Rather than follow the well-worn path of slammed ride heights and drift-only setups that so many S-chassis cars are subjected to, my goal is to build a Silvia analogous to a Porsche GT car or BMW CS/CSL: a focused, back-road and track-ready weapon. Stay tuned for more updates on The Road Beat Silvia, as we dive headfirst into the seemingly endless aftermarket—and some surprisingly accessible factory support—right here in the United States. Why the Silvia Spec R Matters 1999 Nissan Silvia S15 Spec R (JDM) Engine: SR20DET2.0-liter turbocharged inline-four Output: ~246 hp (gentlemen’s agreement era) Transmission: 6-speed manual (Spec R only) Drivetrain: Rear-wheel drive Differential: Helical limited-slip differential (Spec R) Curb Weight: ~2,850 lbs Steering: Hydraulic power steering Suspension: Front MacPherson strut; Rear Multi-link Brakes: Four-wheel disc Production Market: Japan-only (200SX exported Australia and a handful of other countries) U.S. Availability: 25-year import eligible Spec R vs Spec S: The Spec R was the enthusiast’s choice, pairing the turbocharged SR20DET with a six-speed manual and factory LSD. Lower trims (Spec S) made do with a naturally aspirated engine, five-speed gearbox, and open differential—fine cars, but missing the hardware that cemented the S15’s reputation.

Great gas mileage is not enough to take this hybrid over the amazing inline six version 2025 Mazda CX-90 PHEV review by The Road Beat Words and pictures: Mitchell Weitzman TL;DR: Don’t bother with the PHEV version of the otherwise excellent CX-90 SUV. For a deeper dive into why, check out my review of the standout CX-90 powered by its glorious inline-six engine. Otherwise, stay here for comments and criticisms explaining how the pricier plug-in hybrid ends up being the worst version of an otherwise brilliant SUV from Mazda. Clunky operator Unlike other automakers who’ve spent decades perfecting hybrid systems, Mazda is still learning—and it shows. While the setup is improved upon from the CX-90 PHEV’s debut, the hybrid powertrain remains hesitant and clunky in daily use. The roughness is most noticeable during transitions from braking or coasting to light throttle inputs at low speeds. These unpredictable surges and jolts of power undermine the refinement you’d expect at this $60,000 as-tested price point and from Mazda in general. There are also some odd noises from the drivetrain, and turning the wheel to full lock during a tight three-point turn sounds as if the power steering goes under serious strain. Foul soundtrack Instead of six silky cylinders performing in perfect harmony, this CX-90 delivers a gruff and coarse four-cylinder tune. It’s not terrible for what it is, but when the alternative is so sweet, you’d have to be out of your mind to choose this soundtrack after hearing and prodding the (cheaper) inline-six. Inline-sixes are legendary for their smoothness and rich tone—there’s a reason so many classic and revered BMWs and other sports cars used them for decades. They sound and feel special, while this four is a symphonic and mechanical compromise. Fuel Economy doesn't add up Driven purely as a hybrid (without plugging in), the PHEV returns only about a 10% improvement in fuel economy over the six-cylinder—25 MPG versus 23 MPG overall. For the downgrade in engine character, that modest gain is entirely underwhelming. You can, however, achieve far better results if you do regularly charge the battery. If plugging in is convenient and cost-effective for you, the PHEV may make sense—and you won’t have to listen to the four-cylinder as often if you keep the battery topped up for the maximum 25ish miles of electric driving. It's not actually faster Despite boasting similar horsepower and the same torque on paper, the four-cylinder PHEV feels easily slower under heavy throttle. Acceleration tapers off noticeably past 50 MPH, leaving the standard CX-90 feeling stronger in real-world passing and highway situations. Further, the powertrain feels strained when asking for it. The off-the-line getaway is decent from the instant torque of the electric motor, but it fades fast. What it does right The same beautiful exterior shape is present and so is the lavish interior. Filled with lots of leather and love, it's a beauty among generic and cheapened competitors. Oh, and the handling is absolutely fantastic and begs to be driven like a sports car on backroads. Every CX-90 trait that impressed before remains intact: the gorgeous exterior styling, a richly trimmed and luxurious interior, and stellar steering and chassis dynamics. Handling is genuinely fantastic—more reminiscent of a well-sorted sports sedan than a family SUV—and it encourages spirited backroad driving in a way rivals cannot match. Quirks are still here Shared across all CX-90s (and CX-70s) are a few peculiar quirks: hollow-feeling exterior door handles, a touchscreen that’s just out of easy reach, and no proximity-sensing locks for the rear doors. You also can’t open the rear liftgate from the driver’s seat unless the car is both in Park and  after you click unlock on the door (pressing unlock on the key fob did nothing in this case). I discovered this the hard way picking up a friend from the airport—they kept asking me to open the liftgate, and I kept saying, “I’m trying!” while desperately holding the in-cabin button above my left knee. My solution at the time? Turning the car off entirely. Ridiculous. A terrific car underneath, with a less than terrific powerplant Few midsize SUVs can match the CX-90’s blend of luxury, handling, and craftsmanship. Yet the PHEV version falls short, offering too little efficiency gains and too much unpolished hybrid awkwardness to justify its added complexity let alone cost. If you have convenient, inexpensive charging at home or work, the PHEV might fit your lifestyle. But once you experience the inline-six CX-90, you’ll realize there’s simply no substitute. More photos of the 2025 Mazda CX-90 2025 Mazda CX-90 PHEV Premium Plus basic specifications As-tested price: $60,000 Powertrain & Vehicle Specs Engine: 2.5 L inline-4 + electric motor Combined output:~323 hp and 369 lb-ft of torque (with premium fuel) Transmission: 8-speed automatic. Drivetrain: All-wheel drive (i-ACTIV AWD). Battery: 17.8 kWh lithium-ion pack. Electric-only range: ~25 miles. Fuel-economy when operating as hybrid: 25 mpg combined in gasoline-only mode. Towing capacity: Up to ~3,500 lbs (when properly equipped). Vehicle dimensions / other key specs: Fuel tank capacity: ~18.5 gal. Cargo volume behind 3rd row: ~15 cu ft; 40 cu ft behind 2nd row, and maximum 75 cu ft with all seats folded Interior & Tech Features (Premium Plus trim) Seating layout: 7-passenger standard (with 2nd-row captain’s chairs) and optional 8-passenger. Upholstery: Nappa leather-trimmed seats. Front seats: Heated and ventilated. 2nd-row seats also heated. Steering wheel: Heated. Infotainment: 12.3-inch center display; wireless Apple CarPlay and Android Auto; Bluetooth connectivity. Audio: Premium sound system (e.g., Bose with 12 speakers available). Connectivity: Wireless phone charging pad; full Mazda Connect system with voice commands and vehicle-status features. Climate control: Three-zone automatic climate control. Driver assistance & safety: Standard advanced driver-assist suite including front & rear Smart Brake Support, Blind-Spot Monitoring, Rear Cross-Traffic Alert, Lane-Keep Assist, Traffic-Sign Recognition. Convenience features: Hands-free rear power liftgate, power-folding side mirrors, windshield-wiper de-icer, second-row window shades. Charging/EV tech: Supports Level 1 & Level 2 charging; portable 120 V cable included. Thank you for reading The Road Beat's 2025 Mazda CX-90 PHEV review. For more candid road tests, please subscribe below.

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

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

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

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