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This huge SUV is outdated, but has space in spades 2025 Honda Pilot review by The Road Beat Words and pictures: Mitchell Weitzman Maybe not eight, but being able to haul six adults around in relative comfort is a skill that should not be underestimated. This Honda Pilot might have eight total seats, but does anyone really want to sit (squished) in the middle? Didn't think so, and I also didn't want to subject my friend's in-laws to that anyways. Where the Pilot lacks it makes up for with its easy road manners and spacious interior, making it one of the largest family SUVs available today. The Pilot starts at just over $40,000, an attractive and compelling figure for this vast and family-friendly vehicle, but this expensive Black Edition suffers from an abundance of accomplished competition to deter its bloated $56,000 retail price. With competition stronger and more diverse than ever, standing out can be a significant card to play in order to grab consumers' attentions, and it's here that Honda misses the mark with the new Pilot. Now, it's not to say that any prior Pilots were any sorts of lookers, but this new model is so plainly and lazily designed on the outside that it is unlikely to be noticed by new buyers, but at least the glowing red paint of this model helps when paired to the glossy black trim of the Black Edition. Unfortunately for Honda, American brands are sharpening their visuals, and then you have Mazda with the sensual CX-90 and Kia with the stylish and insanely popular Telluride; Honda just isn't doing enough visually to convert more shoppers to the big H. And that's a shame since their other new offerings, including the Civic, Accord, and CR-V, all look terrific. The Pilot, on the other hand, looks a bit like a big chunk of cheese. But, standing out has more to do than just visuals, and it's another demerit to the Pilot for offering an SUV that doesn't have any kind of calling card for it, being steadily average in all metrics, but never outstanding in any. Because when it comes down to it, the Pilot is not the best to drive, not the best looking, not the most luxurious nor modern inside, not the most fuel efficient, and surprisingly not the most spacious. When you consider that altogether, this Pilot loses its wings unfortunately. That's not to say it's a bad car, but it's one that has no true calling card except being massive, and even then, a Toyota Grand Highlander has more cargo volume to boast on its spec sheet. I love a good old-fashioned V6 engine, and the 285-horsepower unit in the Pilot definitely delivers in the smoothness and character department compared to grainy four-bangers. While power up top is impressive when you stretch its legs, there's a lacking flexibility lower in the rev range that requires extra effort to produce and maintain momentum. In the real world, this means that accelerating requires moderate revolutions and frequent downshifts. I'm surprised this engine produces as much pop as it does in the top of the rev range, but I'm also surprised it wasn't tuned to instead sacrifice some of that top-end for increased bottom and drivability. Also disappointing is the thirsty nature of the engine, averaging just 19 MPG overall after a week. Freeway mileage is notably better at nearly 25, but city and slower urban driving brings that number down considerably. Further defining a lacking engine elasticity is a transmission that doesn't shuffle through its ratios quickly enough. Upshifts are quick and fine at full throttle, but elsewhere it all seems a little lazy, playing shuffleboard instead. Downshifts are particularly weak, where manually asking for a lower gear on steep descends is met with a ponderous pause in-between gears that feels like neutral, causing it to momentarily freewheel and surge a MPH or two with each downshift. If you're towing something (it is rated for 5,000 pounds) and trying to control speed down hills, this is the last thing you would want from your vehicle. I'm also not a fan of the plasticky PRND buttons to control the transmission that reside on the center console. Pilot is not the best SUV to drive in its class, but it is notably near the top at least, with only the Mazda CX-90 showing improved mannerisms and balance. I like the weight of the steering, providing actual substance in the hands, and the Pilot changes direction with a decisive eagerness for a big honking SUV. Ride quality is also well-judged on a variety of surfaces, and avoids the endless bouncing rebound like I've experienced in other SUVs recently when loaded up with passengers, like the weltering Hyundai Tucson. Dynamically, this is a good SUV, not at the top, but near the top at least, and I'm glad Honda has continued to pay attention to how their cars drive. Because on the road, this is not only more engaging to drive than a Grand Highlander, but also feels smaller, especially noticeable and appreciated on tight roads through the quaint and coastal Carmel. While the space inside is a plus point, it's the overall quality of the Pilot's cabin that leaves a lot to be desired. Despite this being one of the high-end Black Editions costing over $55K, the interior feels too cheap and too old. This is more annoying when you remember that this is a new Pilot, just having been redesigned not even two years ago, and yet it already feels outdated and outclassed by its competitors. The center display screen is laughably small when situated atop of the vast dash, and lots of hard plastics are easily spotted by the eye, let alone felt by the hands. The seats are plenty comfy enough, and the leather is distinct at least, but the rest of it all, both visually and texturally , lacks the refinement one would expect at this price. I recently drove a $45K Hyundai Palisade XRT which was nearly every bit as refined as this Pilot, and the same price for a Mazda CX-90 will get what you think is a Mercedes inside in terms of comparable quality. Outdated again is the term that comes to mind, and that is further emphasized when reversing for the first time at night and you see just how terribly old and grainy the backup camera is. I do at least enjoy the convenience of the easily folding rear sets of seats. All that said, I still liked driving the Pilot around, as it was a convenient way to transport myself plus five others around Carmel for a couple days. But, there's no way of getting around the perplexing price tag of this Black Edition; There are simply better options for the money. I think the Pilot represents great value at its entry price in the low forties, because of just how big it is and it drives pretty well, but when forking over the premium dollars, the Pilot Black Edition makes less sense than it should. Even though it might be a recent release, with such stiff competition available from all corners of the globe, this Pilot already feels just a tad too old. 2025 Honda Pilot Black Edition AWD Price as-tested: $55,975 Pros: Huge and comfortable interior space; Good road manners Cons: Bland styling; Thirsty; Lacks low-end grunt; Cheapness inside More photos of the 2025 Honda Pilot Black Edition Thank you for reading The Road Beat's 2025 Honda Pilot review. For more candid and honest real world reviews, please subscribe to our emailing list. All photos by mitchellweitzmanphoto.com .

Will the real Land Cruiser please stand up? 2024 Lexus GX 550 review by The Road Beat Words and pictures: Mitchell Weitzman Following my disappointments with the new Toyota Land Cruiser, I knew I could still count on the ace up Lexus' sleeve when delivering the true heir to the Land Cruiser; The result is one of the best and unique luxury SUVs on sale today. Like the Land Cruiser, the looks are outwardly phenomenal, boasting a commanding road presence with its neo-retro and cubist styling. Interior enhancements and a gutsy V6 engine solidify improvements that make this Lexus-enhanced version truly desirable and the real heir to the Land Cruiser legacy. Luckily, the Lexus GX looks nigh-identical to the new Toyota Land Cruiser, save for a different badge on the also-different grille. Dark olive green suits the GX admirably with its botanic natural hue that says, "yes, I do like hiking," and "yes, I do have a fresh clump of eucalyptus in my house." Where the Toyota let down, was inside, featuring an interior that was nice for a Toyota, but nowhere near what can be expected for its tall price. Lexus has fixed that, and even though the price creeps ever-so-slightly higher now, there's no getting around the fact that this is an appropriately nice car now. All the touch points are softer and feel more expensive and substantive, the screen is larger, and the Land Cruiser's dumb row of fiddly and creaky buttons have been evicted. I always favor physical switches verse digital, but the Land Cruiser's items felt like a future failure point with how flimsy and lamely tacked on they were. Also, the volume knob is now centralized and not out of reach for your passenger. See, this isn't just one rung nicer inside, but multiple, and plays the part of luxury SUV convincingly when the Toyota just could not. There's also the addition of jumper seats to make for additional third-row seating, not that I'd want to sit back there, ever, but it's welcome for emergencies (and with the seats upright in place, cargo volume all but disappears). Another large improvement involves the removal of the wastefully pointless four-cylinder hybrid power unit in favor of a smoothly combusting and robust twin-turbo V6. Not only does this new mill sound far more pleasing with its authentic guttural growls (still not as a good as V8, mind you, but vastly superior to a four cylinders) verse the noisy and cheap-sounding four-banger, but power is delivered more consistently and the gas mileage is literally the same. Actually, it's better, because while I averaged less than 19 in the Land Cruiser, the GX achieved 20 MPG during my weeklong test. So not only is the V6 an increasingly satisfying engine for its character and sound, but it's also more efficient than the boosted and hybrid four-cylinder that cheapens the experience in the Land Cruiser. Despite similar horsepower figures on their respective spec sheets (modestly improved with 349 here in the Lexus vs 326 in the Toyota), the GX walks away from the Land Cruiser further than 23 extra ponies would suggest, taking only 6.2 seconds to dispatch 0-60 MPH (instead of a staid 7.7). Why is this engine not at least an option in the Toyota Land Cruiser? Beats me, and logic certainly beats Toyota, as I think the GX is worth the upgrade alone just for the everyday pleasantries and refinement the twin-turbo V6 brings while not sacrificing any fuel economy in the real world. Also noteworth is towing capacity, because the GX and the V6 can tow up to 9,000 pounds, a monstrous 50% more than the Land Cruiser's 6,000 pound rating. On the road, there's very little to distinguish the two from one another, but the Lexus has a quieter cabin at speed, and the supportive and cushy seats and steering wheel both offer further comfort and command of this lux SUV. That's not to say this is a particularly quiet luxury car, because over 70 MPH, the wind noise can be excessive due to having the aerodynamic properties of a Doc Martens boot. The large, boxy mirrors don't contribute much help either, and with the windows down, driving over just only 40 MPH can become tiresome due to the lack of streamlining and those blocky mirrors. Also not exactly ideal is suspension that borders on the firm side, but this is likely necessary to retain improved road control on this classic and heavy SUV frame, but in return offers exceeding precision compared to past GX and Land Cruiser models. Which brings me to how the GX 550 drives, which is very well, just like the Toyota Land Cruiser to no surprise. Despite the classic off-road SUV architecture, the GX goes and steers like a thoroughly modern machine, and while some might say that drains character, it makes for an easier and more pleasant car to be behind the wheel of for longer. The steering is also nicely weighted and has accurate responses to nuanced inputs - no 'sawing' at the wheel to keep straight - and the handling impresses with a surprising threshold for balance, being far happier to quickly change direction and tuck the nose in corners than past big Lexus and Toyota SUVs. I really liked driving the GX around, and even if it lacks the vintage 'character' (flaws) of past models, it still oozes charisma when compared to the current crop of more normal new SUVs from other brands. Like my Land Cruiser test, I unfortunately did not have an opportunity to venture off-road in the GX 550, but the advanced electronic controls remain to assure the easy mastery of soils. Locking center differential, full-time 4WD with a granny-gear low-mode, terrain controls, etc., it's all there. What unfortunately does remain is the low 8.7-inches of ground clearance, and despite the electronic tools and aids available at your disposal, what you can cross will ultimately be dictated by this moderate ride height. Want a comparable perspective? It's the same clearance (okay, it's 0.3 -inches extra) as a Toyota RAV4, and nearly a full inch less than most 2024 4Runners. So while the capability is there, you will be limited by what you can trek through and over by the kind mediocre ground clearance. Truthfully, most GX 550s will likely never leave pavement past perhaps a gravel driveway, but it's a bummer there isn't an additional inch of lift from the factory. Even the optional Overtrail package only boosts clearance to a moderate 8.9-inches. Land Rover's Defender, another off-road oriented SUV with a throwback shape, fails by offering a paltry 8.5-inches of standard ground clearance to its name, but with air suspension and off-road mode engaged, the Brit's clearance rises to a towering 11.5, and that's a standard feature on the pretty English box. However, and this is a big however, as just at the time of writing it was announced that 2025 model year GX 550s will receive a full one inch lift, albeit only on the Overtrail trim levels. In other words, for the most definitive overlanding and land cruising experience, a 2025 GX 550 Overtrail and Overtrail+ will be the obvious choices and address the last chief complaint of this test unit. That's not to outright shame the GX 550, because I do really really like this car. It's everything the Toyota Land Cruiser ought to have been, representing such a marked improvement in the problem areas that this is only one worth considering of the two. Yes, it costs a small premium, but it's easily worth it for those that can budget it. And besides, there's even some overlap to the pricing, with the Land Cruiser starting just below $60,000 and cresting $80,000, while the 2024 GX 550 starts at $65,000 and can reach nearly $85,000. This Premium+ model as equipped? About $71,455, or only a solitary grand more than the comparable Land Cruiser I previously tried, and this Lexus is significantly nicer in every tangible way that you would experience every single day. With its eerily-similar pricing in mind, the Lexus GX is the only Land Cruiser worth considering. Yet, it also warrants a gander all on its own merit, too, for choosing a luxurious new SUV with character and looks that get all the right kind of stares. 2024 Lexus GX 550 Premium+ As-tested price: $71,455 Pros: Gorgeous exterior; Satisfying V6; Nice interior Cons: Not exactly aerodynamic; Weak ground clearance on 2024 model 2024 Lexus GX 550 photo gallery Thank you for reading The Road Beat's 2024 Lexus GX 550 review. Please subscribe to never miss a review and photo gallery. All images by mitchellweitzmanphoto.com .

Objectively improved in every imaginable metric, the new Land Cruiser left me cold. 2024 Toyota Land Cruiser review by The Road Beat Words and pictures: Mitchell Weitzman With so much weight on its shoulders, the new Land Cruiser is almost destined to be a disappointment. Serving a long tenure as Toyota's flagship vehicle in the United States (the ultra-luxury Century limo in Japan is the true flagship, the vehicle of choice for politicians and yakuza ), this new edition has gone down-market to appeal to an increasingly mainstream audience. And it's here where the Land Cruiser makes its first mistake, because despite the striking and pupil-grabbing retro exterior, there is nothing special about this new Land Cruiser. To be fair, there was never anything special about the outgoing Land Cruiser, which, as recently as a couple years ago, was selling brand new for nearly $90,000 and had the basic interior of a pumped-up 4Runner (in other words, the interior sucked for the money). At that price, the vehicle offered was quite frankly was a gargantuan ripoff. But, it was at least hilariously and legendarily durable, known to run and run with the only limitation to your destination being the human behind the wheel, which greatly depends on their ego and potential dumb ideas. For example, if you were stuck in the middle of the Sahara Desert, a Land Cruiser might be the most desirable car in the world in that moment for how trustworthy and capable enough one is. Apart from the toughness, the rest of the former Land Cruiser was a grossly overpriced turkey, so in that respect, the new Land Cruiser doesn't have much to do in order to improve. Let's let the past die, though, because this new Land Cruiser has nothing related to the old model in anything but name. However, this Land Cruiser is more of a Land Cruiser than its American-market forebears for the fact this new one is based on the Land Cruiser Prado (what previously has been sold in rest-of-world markets), which itself is derived from the smaller 4Runner platform. Shrunken down to a more approachable footprint, swap out the venerable V8 for a modern turbocharged four-cylinder with hybrid assist, add neo-vintage styling, and we have the new Land Cruiser. And wow is that styling rather wonderful. Wonderful doesn't last long, though, because despite the internet's pretentious hype for this vehicle, I did not gel with my tester. Even with a vast array of clever off-road technological wizardry and drive modes to conquer your intended terrain, it's a fact that most Land Cruisers will never leave the pavement, except for maybe a dirt or gravel parking lot/driveway. A dominating detriment includes the supposedly clever hybrid powertrain. Downsizing is supposed to be all the rage, at least as the manufacturers will make you believe you, but this tiny little four-cylinder averaged, wait for it, under 18 MPG during my week of daily driving on a variety of roads. 18?? That's actually laughable, because while the window sticker displays a combined 25, don't believe that fantasy for even a second. To put into perspective how terrible that economy figure really is, the last Sequoia I tested, which is a vastly larger SUV with an accordingly vastly larger twin-turbo V6 hybrid, averaged the exact same MPG. Where performance is concerned, it never feels quick either despite the 326 combined horsepower and whopping 465 pounds of torque, only translating to a steady 0-60 MPH time of 7.5 seconds. Land Cruisers aren't about speed, but I would have hoped for more poke in passing situations upon seeing the silly i-FORCE MAX engine badge emblazoned on the back, though it's perfectly serviceable around town and in normal driving and accelerating, as any new car of the last ten years has also been. The engine is luckily mostly smooth and without the crass coarseness of previous Toyota four-cylinders, but this new hybrid setup is severely disappointing because of the wretched fuel mileage. Like, what is the point of a hybrid four-cylinder if it drinks this much fuel?. Oh, and on the outside, it's loud at idle, with lots of clicks and clacks that sound like your new car has an exhaust leak or noisy lifters. This mid-range model has a nice interior for a Toyota, but not for a $70,000 vehicle. The soft materials on the doors and seats in a rich brown color can fool you into thinking it's nicer than it is, but the seats are also quite flat and unaccommodating for longer drives, and there are lots of cheap feeling and oddly placed controls. The row of buttons for the air conditioning can creak and you can see the whole arrangement bend and move if you aren't gentle on them. Further, the volume knob is placed in a position where a passenger cannot reach it, and such that the steering wheel even blocks it from driver's view. Did they forget about putting a volume knob and just slabbed it on somewhere? It looks like such an afterthought. Forgoing the usual rugged build quality, the doors don't open and close with the same bank-vault security that the old Land Cruiser demonstrated, with these new items sounding hollow and tinny, the sign of a vehicle's cheaper construction. And with a hybrid setup impeding space in the rear, the floor of the cargo area arrears is high, limiting volume and your storage capabilities. Road noise from below is low, but don't discount the rushing wind noise, with those large mirrors likely attributing to the vortex that hits the boxy windshield and side windows. Driving with the windows down above 40 MPH is also ruined by the mirrors, with wind volumes reaching too high for my own comfort at even moderate speeds. Adding to the disappointment on the inside, the air conditioning was curiously weak for a brand new car (even during a 30 minute drive at night with ambient temperatures comfortably in the 80s), and the front seat warmers were basically not even there. In light of it being summer, there was a particularly cool couple of evenings where a friend turned the seat warmer on the highest setting and proclaimed they couldn't feel it. I tried it myself and only could detect the faintest warmth from below. On another drive on a warmer afternoon, I turned the seat warmer on for my friend without them realizing it. Upon arrival 15 minutes later, I asked if they knew the seat warmer was on and they had no idea. So, weaker air conditioning (something I've noticed in a couple other new Toyotas), and probably the worst/weakest seat warmers I've ever tried. What else? The gauge cluster cannot be seen by passengers during daytime, as if it has a privacy filter on it like you see on smartphones. The cluster is also the typical new-Toyota-mess of excessive icons and with menus that are difficult to learn and scroll through (all the safety setting have to be adjusted here and cannot be done through the main center display - dumb). And this particular Land Cruiser had a malfunctioning automatic day/night setting for the main screen. Like all other new cars (and you can set this on phones and computers), the display is supposed to change from bright white day mode to a nighttime and eye-friendly dark mode on its own when the sun sets. I had this setting marked on, and with the correct time and zone automatically set, and it never worked once, blinding me upon starting the car at night with its piercing white screen at max brightness. Toyotas in the past will momentarily flash white before changing to dark (which it still shouldn't do), but this one never changed automatically as designed (I checked the settings multiple times, yes). The solution was manually changing it to a permanent dark mode during my testing. This makes it all the more disappointing when you consider the Land Cruiser does drive quite nice and better than I would have expected. The steering is accurate and makes controlling this rolling box easy on the road, and the handling isn't half-bad either when you throw it into corners, with some semblance of balance being demonstrated. That's all relative of course, because overall grip levels from the tires are low, but this is easily a more capable car in corners than any previous 4Runner or Land Cruiser when you crank the steering wheel. Ride quality is well-judged over a variety of road surfaces, too, not ever demonstrating the over-stiffened jiggly-ness of past Toyota SUVs and trucks. I didn't get a chance to take it on any challenging terrain to test the quotable departure angles and suspension articulation, but all that technical goodness and terrain controls can't make up for a ground clearance of only 8.7 inches. That's less than a current 4Runner, significantly less than a Tacoma TRD Off-Road pickup, and not even an inch more than an everyday Highlander. So without lifting one or fitting bigger tires, you're going to have to be very mindful about off-roading a Land Cruiser to ensure you're not scraping or bottoming out. In real world use and application, not amount of articulation can make up for the fact that the Land Cruiser won't be able to clear unassuming rocks and other obstacles. And it really begs the question of what's all the point of this technology and fancy suspension if you're limited by modest clearance? For a vehicle that is a centerpiece pride of the Overlanding community, the new Land Cruiser might disappoint fresh out of the showroom and also betrays its pared-down simple approach of being back-to-its-roots or more of an off-roader for everyone. The true off-roaders might best be served with a 4Runner TRD Pro for less money. Will the Land Cruiser will be good off-road? Sure. But is it that good? It's not going to do anything better (it'll actually be worse) than less expensive SUVs, but at least it'll do what it can in some degree of comfort and with electronic ease from all the controls inside. I really wanted to like the new Land Cruiser because of how much eyeball it possesses, drawing looks for many and garnering highly positive comments from friends. But the engine lacks sorely, the interior could be better still, and the off-roading ability will be less than other current (and less expensive) Toyotas. It comes across then mostly as a fashion statement piece, and that will likely be the reason for many buying them. And that's fine; Looks are that important to some, and most Mercedes G-Wagons never see a drop of dirt. For me, though, it's less that I didn't like the Land Cruiser and more that I was disappointed. I hoped for more, I wanted to believe the hype, but the Kool Aid doesn't taste that good in reality. By aiming the Land Cruiser as mainstream and approachable, the appeal has decreased as well, and so has the desirability. At least the past Land Cruiser was a rare and unique offering produced in low volumes, making it somewhat special, but this new edition is just another Toyota now. For a more 'proper' Land Cruiser experience, you should consider the Lexus GX instead, which looks the same, has a more luxurious interior, and ditches that four-cylinder tragedy for a twin-turbo V6. The review for that model will come hopefully soon. Update 11/1/2024: I just finished driving the GX 550 for a week, and it's the proper 'Land Cruiser' to get, improving upon the Toyota version in nearly every way. You can read that review here . The twin-turbo V6 sounds great and is significantly more powerful in the real world, dropping its 0-60 MPH by over a full second, and goes without the harshness of a four-banger. Also, it achieved the same gas mileage, so no sacrifice there. The interior's notably more luxurious, and the best part? Comparable trims are only an extra $2,000. In other words: WORTH IT. Most will be significantly happier with the Lexus GX 550 instead. 2024 Toyota Land Cruiser As-tested price: $70,029 Pros: Excellent exterior styling; Electronic off-road tools Cons: Thirsty four-cylinder; Expensive; Limited by ground clearance 2024 Toyota Land Cruiser review and photos by Mitchell Weitzman and The Road Beat.

The mildly refreshed Tucson skips too much. Literally. 2025 Hyundai Tucson XRT review by The Road Beat Words and pictures: Mitchell Weitzman I've always enjoyed the way the new Tucson looks, standing out in a sea of myriad dullness, but this refreshed model fails at too many fundamentals. While I do appreciate creativity and unique design, and that is at least what the Tucson boasts in spades, yet it's not enough once the underlying problems are revealed. With a sad little base engine and a bouncing ride quality, this Tucson is not worth visiting. On a positive, this 2025 model year example finally features wireless Apple CarPlay - it only took half a decade for that! Inside as a whole, the interior remains the strongest selling point for any Tucson, with an open and expansive dash that gives a great view ahead of the road and increases the perceived space of the cabin. New for 2025 is a hugely long display that combines the infotainment with the gauge cluster. Even on this mid XRT-level trim, the cabin is generously fashioned with soft touch materials on the doors and comfortable vinyl 'H-Tex' seats, but the Limited model does step up the luxury accordingly with lots of leather for an upgrade. If you're curious what the heck XRT means, it's basically an appearance package to make the Tucson look more rugged and cool and includes standard AWD; More Subaru-like in other words, with its black cladding and trim, roof rails, and 'sporty' two-tone wheels. Where the interior does not score big is the introduction of that big new screen, which somehow already looks dated, and you can best believe in a couple short years that it will look ostensibly obsolete. I don't like the weird little kink in the middle either, which angles the infotainment half towards the driver which disrupts it the flow. There are also digital touch controls for the HVAC, which are never as accurate nor as satisfying to use as traditional knobs and buttons, and often requires a glance away from the road ahead to properly find your way around them. The idea of a screen like this is modern and currently chic, but the way it's lazily tacked on and without integration is what particularly ages it already right out of the box. Hey, maybe you'll love it. Where things really go awry, though, are in the powertrain and chassis department, which are pretty basic fundamentals of a car. With just a measly 187 horsepower and 178 lb-ft of torque, this Tucson can barely get out of its own way and necessary throttle inputs lack response. Further, the transmission is geared completely wrong for this weak engine, with a 3rd gear that often leaves it completely dead and lost when accelerating even normally, as if you've deployed an anchor that you're now dragging along. Fuel economy may be 30 MPG on the highway, but that's not really impressive at all in 2024 for a crossover with such little power. And when the engine is wound up, it's an annoying and noisy racket that honestly helps make the case for those that are pro-EV; Silence would be preferred here. XRT trim comes obligatory tasteless and oversized XRT badge affixed to its rump Worse still is the chassis, which admittedly can be fine in many cases if you're just freeway commuting, and the steering is even decently direct if devoid of feel. Turning into bends, though, reveals a lack of composure as the body rolls and meanders through corners, favoring understeer and tire squeal in cases where rival manufacturer's crossovers maintain balance. But the single weakest aspect of this Tucson is the ride quality, which is borderline chaotic. Even on smooth roads with the slightest defects, it somehow manages to transfer any and all bumps to its occupants, and on larger bumps, especially on a series of undulating, swollen waves of tarmac, the Tucson completely comes undone and bounces around endlessly like it has blown shocks. I was on a cool little backroad into Livermore, a route I had tried (successfully) previously in a big Mazda CX-70 prior with the same occupants, but this time in the Tucson, one of passengers was literally getting car sick from the constant oscillations up and down, even at a moderate 40 MPH or less and keeping carefully conservative speeds through corners. At first it was almost funny how bad it was, but then it quickly went beyond annoying to actually troubling with its severely disappointing ride and lack of composure. Did any of the engineers ever test this car on bumpy or undulating country roads? Or with passengers? I've noticed other Tucsons exhibiting the same bouncing behavior, but never to this degree, and there's no way a brand new car should drive like this. If the car didn't have less than 1,000 miles on the odometer, I would have taken it to the service center for new shocks, but no, this is just normal Tucson behavior I guess. Look, if you want to buy the Tucson just because you like the looks, then fine; You do you. But after a week with this latest Tucson, not only is it a step backwards in some ways, but the suspension seems even worse, exacerbated by even the slightest of bouncing country roads. I was annoyed with the Tucson XRT, and with so many, many alternatives to choose from these days, I would completely skip this crossover the same way it chooses to skip over pavement. 2025 Hyundai Tucson XRT AWD Price as-tested: $36,240 Pros: Divisive, but unique looks; Good value Cons: Terrible suspension; Weak engine Basic Specifications 2.5-liter inline-four 187-horsepower and 178 pound-feet of torque Eight-speed automatic 25 MPG overall 183" x 73" x 66" 2,000 pound towing capacity More photos of the 2025 Hyundai Tucson XRT Thank you for reading The Road Beat's 2025 Hyundai Tucson XRT review. Please subscribe to never miss one of our honest and fun car reviews or if you just enjoy seeing nice pictures of new cars. All photography by mitchellweitzmanphoto.com .

The new Civic finally has a hybrid variant, and it's terrific A handsomely simple design, though too many needless badges on its rear 2025 Honda Civic Hybrid Sport Touring review by The Road Beat Words and pictures: Mitchell Weitzman "What took so long?" An honest question, because three years after the launch of the current-generation Honda Civic, we have a hybrid version at last. The new Civic is an objective home run, and not just an easy altitude-assisted blast out of Coors Field; We're talking the Ohtani of compact passenger cars in its ability to do everything and anything quite well. If you're looking to take your economy and commuting to the max, then the Civic Hybrid is an excellent way to do so at the tune of 47 MPG overall. Hybrid cars rarely meet the window sticker expectations, and the Civic Hybrid is no different there (49 is the official estimate), but 47 MPG is the best I've seen from any car in years. The last several of new Priuses I tested each averaged between 40-42 overall with the same driving patterns. The glacial Corolla Hybrid upped that figure to 45, so for the Civic Hybrid to come out slugging at 47 is quite the achievement, throwing down the gauntlet to all competitors in this space to be the new urban sipper king. Like other Civics of the current generation, this one pays particular duty to its cabin furnishings, representing a remarkable uptick in quality over prior iterations and past Hondas. Without veering so far as to dub it luxurious, it is in fact luxurious for a Civic, and blows the doors off any new Corolla; in fact, the only vehicle in its class that improves upon the Civic here is a higher-end Mazda3. Without any rattles, all the touchpoints feel solid and substantial, and it's decently quiet on the highway, too. Space is generous in the back seat, with adults able to comfortably inhabit the rear for longer journeys, and the trunk is enormous and can easily hold several bodies if you're in the mob. I like the simple yet modern design on the interior, and while the nine-inch center screen is small and crowded with icons, there are enough physical controls for essentials like the HVAC at least to keep things simple and easy. I also love that the unlock buttons on the inside of the door illuminate at night when you enter, so you can easily locate and unlock the rest of the door for passengers - almost all other cars remain dark until the car is actually on. The new Civic is all grown-up and now represents the mature choice. Steering has a been a hallmark strong suite of every new Civic, and the Hybrid is no different, boasting directness and confidence through the wheel. Even with its comfort-tuned suspension, this Civic exhibits great handling for a fuel efficient and affordably small sedan. Rivals like the Elantra don't have the same composure, and Corollas simply just feel like a toy in contrast with their artificial steering. With a strong front-end, you can violently throw the Civic Hybrid between curves at a shocking velocity for a car of this segment. It's no Type R, of course, but becoming a gas-sipping Hybrid has not dulled the dynamic chops of the latest Civic. While it's happy to cruise, it's still more than happy to play. I remember riding in the original Civic Hybrid over 20 years ago, and that little sorry turd literally could not make it up highway hills, especially with a couple passengers. Times have luckily changed in this regard, as this latest edition now has an even 200-horsepower hybrid powertrain. That lags a bit behind the latest Toyota Prius for top trumps, but this unassuming Civic can dispatch 0-60 MPH in a lithe 6.5 seconds, which is not only quicker than a Prius by a half-second, but a staggering THREE seconds faster than the last Corolla Hybrid I tested. More importantly than the largely unnecessary punch, this hybrid unit provides seamless operation and transitions, with accurate and immediate responses to pedal applications that make for a very easy driving experience. However, you cannot dismiss the fact that the combustion engine is still a little four-cylinder, and thus sounds like a little four-cylinder. That is, when wound up and accelerating onto freeways or when passing, the noises made are less than desirable with its coarse and unpleasant song - no sonorous VTEC to be found here! Spacious and deep back seat makes it easily more accommodating than a Corolla There's little to dislike about the new Civic Hybrid. Taking a great car as its base that was already plenty fuel efficient and turning it into a sober hybrid has upped the ante and makes for a car that requires no deliberation to decide on. As an overall and complete package, the latest Civic Hybrid is revolutionary in that does everything simply so dang well, and it even looks great. It's the best overall small sedan on sale right now, and priced under $35,000 for a fully-loaded example as such, one that's affordably friendly, too. The only real question is, where has the Civic Hybrid been the past few years? 2025 Honda Civic Hybrid Sport Touring As-tested price: $33,300 Pros: Spacious; Efficient; Drives great Cons: Erm, the screen is dated Additional 2025 Honda Civic Hybrid photos Thank you for reading The Road Beat's review of the 2025 Honda Civic Hybrid. Please subscribe for more of our honest and candid takes on cars, or see mitchellweitzmanphoto.com for any automotive and motorsport photography inquiries.

Impressive gas mileage is only just enough for this little crossover. 2024 Toyota Corolla Cross Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman Besides the excellent fuel economy served up by the refreshingly compact Corolla Cross Hybrid, to the frugal tune of 37 MPG with ease , there are not a whole lot of reasons to want this little Toyota crossover. While I did enjoy this time around more than my previous go in a Corolla Cross Hybrid, I still think it's missing some vital tangible components to the driving and potential long-term ownership experience. Even with a low starting price, by the time you equip it right, you're also knocking on RAV4 territory, making for an interesting intra-war among their own brand. Meanwhile, when judged alone, the Corolla Cross still feels too much like a toy in quality and the feel of its vital controls. For this test, Toyota sent a 2024 model year Corolla Cross Hybrid with the Nightshade package, sprucing up the mundane exterior with gloss black accents and wheels, plus adding a splash of coordinated red in the cabin. The as-tested price on the window sticker will ring the register for $34,498. Impressive hybrid mileage The good begins with the already-mentioned outstanding gas mileage. Even if my measured figure of 37 is impressive in its own right, that is a fairly far cry from the window sticker's promise of 42. No bother, though, 37 is mighty for any kind of petroleum powered vehicle. The Hybrid version of the Corolla Cross also brings necessitated power to the Corolla Cross line, as the terribly tepid standard Corolla Cross should not even be considered at this point anyways due to its snail-derived pace and relatively poor economy for such a slow and small slug. If anything, the non-hybrid version of the Corolla Cross should just not exist in its entirety. So, with the Hybrid edition, horsepower does jump notably from 169 to a reasonable 196. You still won't be winning drag races in a Corolla Cross Hybrid, but throttle response is readily immediate and has enough poke for the most basic of daily driving routine requirements, giving easy confidence. The downside is, like many Toyota four-cylinders, this engine is a moaning and groaning affair, like the ghoul living upstairs in the attic, with coarse noises that sound like the typically trademark Toyota blender. Compact size is welcome, but is too small? Depending on what you're seeking, the compact size will either be a plus or minus. However, I found the Corolla Cross feels even smaller than it actually is, so it gives the impression of a miniature on the inside, but the 176-inch length is only four inches fewer than that of a RAV4. Whereas the elder RAV4 has a hospitable back seat for any size or shape of human (or dog), the Corolla Cross limits legroom and comfort to a disappointing degree largely in no thanks from the 104-inch wheelbase measurement. Opening the tailgate also reveals a weak cargo area volume, measuring only 21 cubic feet, or nearly 50% fewer than what a RAV4 affords in the back. So, if the size works for you, then great, but it's not that much smaller than a RAV4 on the outside, yet significantly and disproportionately smaller and cramped on the inside. The SE model I drove has all the bells and whistles you could expect or hope for in terms of safety and usably convenient tech and entertainment (minus any kind of sun or moonroof, if you're into that), and despite the fabric seats, it also proved surprisingly comfortable for the driver. A huge plus when it comes to any Toyota is the presence of a real leather steering wheel here, replacing the cardboard 60-grit sandpaper steering wheel that comes as standard on cheaper Toyotas that anyone should avoid like the plague. Depressing interior As far as the rest of the interior is concerned, it's assembled ruggedly, obvious by the lack of any rattles even after 2,000 miles, but it is a dull and overdone affair when it comes to design. Black Toyota interiors always feel drab and like a dungeon to me, and this is no different, being a far cry from the sensual luxury that can be had in a brown leather Mazda CX-30's cabin (for not much extra). I know this isn't an expensive car by any means given the $34,498 sticker, but there's nothing in the interior that screams quality, or like it received any considerable thought. Toyota has made numerous and significant improvements in their cars the past decade, but interiors still seem to be the Achilles heel as competitors continue to make leaps and bounds of progress when it comes to appearance and perceived quality of touchpoints. Like I said, at least it was tight and didn't rattle. Even a new Honda HR-V feels considerably more upscale and grown-up in comparison. Where the Toyota really feels like a toy is from the first turn of the wheel, where at low speed, the steering is devoid of all life and feel. Weighting is absent, too, so it really feels like playing a video game at an arcade, or using a steering wheel on a video that does without any force feedback. Put simply, the only way to know you're turning is to look out the windshield and see that you're turning. Other Toyotas don't exhibit this trait as badly, but here it's disorienting and leaves me cold at the lack of engagement. At freeway speeds, weight at least builds somewhat for increased confidence, but there is still no connection to be had. And this is a shame since the Corolla Cross has decent enough handling and balance when chucked through corners at surprising pace, and a good enough balance when driven at 6/10ths on my favorite backroad. I was actually quite impressed with its basic composure and handling characteristics, but the lack of anything resembling feel through the wheel is a great turnoff for me, and a weak point compared to many competing makes. As a result, it just feels too much like a toy and not enough like a car. Safety becoming unsafe? Toyota safety systems appear to be regressing, with features like lane assist now acting more dangerous than helpful. Often on the highway, the Corolla Cross would aggressively attempt to follow an exit and attempt departing from its lane, more so than usual. And it would make serious steering corrections even on backroads, well in advance of even being near the white lines of your lane, so much so that it felt like the tie rods were shot and that I was just fighting the steering of a car completely out of alignment. You can turn these safety items off, of course, but I don't remember these safety features being this unhelpful and intrusive even only a couple short years ago. I also didn't care for the unimpressive JBL stereo, with odd little speakers on the A pillars that look more like barnacles and can block forward and periphery vision. That's not to say the Corolla Cross Hybrid is a bad car, because for some it may make a lot of sense, or hit exactly at your desired price point. But you would be doing yourself a disservice if you didn't explore other options first, such as the Mazda CX-30 or Honda HR-V, neither of which are hybrids and therefore suffer in gas mileage as a result, but they are much nicer driving cars with far better interiors when comparable trims are considered. I for one would be easily swayed to consider spending more for a RAV4 Hybrid to get the extra space, but to each their own. As it stands, this crossover delivers the gas mileage goods, but the weak interior and arcade game steering tendencies leave too many reservations for me in a car that seems to have received too little thought and attention. 2024 Toyota Corolla Cross Hybrid Nightshade Price as-tested: $34,498 Pros: Compact exterior can be welcome; Great mileage Cons: Too small on the inside; Dated interior Thank you for reading The Road Beat's 2024 Toyota Corolla Cross Hybrid review. Please subscribe if you enjoy these candid and frank real world reviews. Photography by mitchellweitzmanphoto.com .

The UX continues to fill the niche of compact and luxurious crossover, but this F Sport example features a sickly sticker price 2025 Lexus UX 300h review by The Road Beat Words and pictures: Mitchell Weitzman My experience with the Lexus UX has been topsy-turvy the last few years. I like the idea of a compact yet luxurious car, but the UX suffers from weak performance and questionable pricing at times. The UX in general makes sense for those seeking exactly this niche, but take this tester's $49,455 retail price is reason enough for it to have been categorically ejected from the building. You know that scene in The Departed when Martin Sheen is thrown off a building? Yeah, like that. Look, not everyone needs a large car, and the UX 300h has decent qualities, but for the love of all that is and isn't holy, don't pay even remotely close to 50 grand for one. Sure this one might say F Sport on it and a shiny coat of blue paint to draw you in, but it's all just a visual formality and lacks any notion of tension on the road. Now to quell those who think I'm just a hater of the Lexus UX, here's a trip down memory lane: Last spring, I had the opportunity to test another UX hybrid in the Premium trim level. It looked little different, drove no different in the real world, had no missing features, but it was a substantial $6,000 less than a comparable F Sport model at the time. Suddenly, when you start peeking at a nicely-equipped UX for around $40,000, okay, yeah, that is borderline reasonable now for what you're getting. Fast forward to this new 2025 model year, and the name changes from UX 250h to UX 300h, with horsepower rising from a pedestrian 181 to a , well, still-pedestrian 196. Bolstered by a hybrid system that boosts response, performance can be perky off the line with a convincing immediacy. However, it's when you keep your foot in it that you realize that the speed does climb quickly at all . As a result, the power increase is welcome, but 0-60 MPH still requires eight full seconds; Quite disappointing for the price point and the flashy F Sport blue paint and add-ons. One would hope that it's reasonably fast, but it's no punchier than a Toyota Venza nor RAV4 Hybrid, and that's a shame to the casual driver/commuter who may be hoping for something more 'sporty' by downsizing to a UX. At least the hybrid system returns 37 MPG in the real world after a week of mixed driving. The visual idea is akin to a hot hatch in character, but a lame impersonation is all this can muster on the speed, or really, the slowness front. At initial acquaintance, the UX also seems interested in naps rather than jogs through winding wooded trails, but actually, if you do venture past the apparent comfort zone, the UX is at least decently accomplished with its optional F Sport handling package. I wouldn't go as far as to say it has the energy of a puppy Border Collie, but there is at least a sense of surprise when you get aggressive with the steering wheel. Reason for this surprise is because in normal driving, there appears to be inclination for handling at all, lacking the eagerness to play fetch until your arm is tired. However, get yourself on a decent section of tarmac, and the tires will bite decently well, understeer is minor in sane driving, and overall control and balance is secretly secure; I didn't expect that. However, whatever handling prowess the UX does possess is ultimately undone by the tepid acceleration which ultimately is what hinders this poser hatch and quells any semblance of fun. 250-horsepower? This could be a relative blast, but as it stands now, it's the 196-horsepower and lazy initial behavior that really discourages any kind of attack. To simplify, the Lexus UX is actually quite nice to drive, but it's just plainly boring, and certainly doesn't drive like a 50 grand hatchback. And even the praises for its composure should be taken with a grain of salt, because the F sport and handling packages only bring this up to the dynamic of some contemporaries, rather than surpassing. Special? No. Decent? Yeah, decent enough. There's nothing to complain about when it comes to the quality of really any Lexus, with this car showing the obvious signals of their luxury mark. Doors have a secure thud when they close and not the hollow clunk of a cheaper car, the seats are comfortable and upholstered nicely, and the touch points all feel substantial and soft, and just like a quality product. When iPhones were released, they did give the tactile and direct feel of a quality and luxury product compared to cheaper Android phones, and Lexus continues to give a similar experience in everyday usability compared to the mainstream economy Japanese brands it sits above. What is a source of complaint is the lack of rear seat space. Because the UX platform is shared with the Toyota Corolla and the discontinued C-HR, the short 103.9" wheelbase hinders legroom for your passengers. But, hey, you bought a small car on purpose, so maybe your passengers don't marter! No bother then, but what is not excusable is the tiny rear cargo space. Despite having a practical hatchback design, opening it reveals a curiously raised floor and a miniscule amount of depth (and therefore volume)with the rear seats in place. It takes only two moderate suitcases will fill the cargo hold, so go light on your trips to Costco. Hatchbacks and crossovers are supposed to be practical and spacious, but that is not the case here with its quoted 17.1 cubic-feet for storage. An Audi Q3 boasts 23.7 for example, and even a Prius matches the Audi. While the rear legroom might not be a hindrance for everyone if it's just a car for yourself, the rear cargo hold definitely can be an obstacle for lite everyday purposes. This is an unfortunate conclusion then, because while there is definitely a space and place for small luxury cars like the Lexus UX, there aren't enough reasons to warrant one especially given the outrageous price on a fully-loaded example. What's confounding is that, for the same price as this tester, you can have a decent Lexus NX hybrid with leagues more room and even higher quality and features. And at this perilous price point, there are many German alternatives that can be easily had that offer increased brand prestige and significantly elevated performance and driving spunk, though none get the gas mileage of the UX hybrid. For those seeking this niche, the UX is not a bad car at all at its entry price points and sticking closer to $40,000. But at this spectrum, you'd have to be certifiably mad to willingly spend nearly $50,000 on one.. 2025 Lexus UX 300h AWD F Sport Price as-tested: $49,455 Pros: Expected luxurious cabin; Nearly 40 MPG Cons: Cramped rear seat and cargo; Still slow; 50 GRAND??? Thank you for reading our 2025 Lexus UX 300h review. If you enjoy our honest and upfront take on cars, please subscribe to The Road Beat. All photos by mitchellweitzmanphoto.com .

This fashionable and pretty SUV is upscale, but lacks practicality 2025 Mazda CX-70 review by The Road Beat Words and pictures: Mitchell Weitzman Another new model from Mazda in the midst of their current blitz of SUVs, this CX-70 has all the same excellent strengths of its stablemates, but also has one glaring problem that also makes it pointless. Costing about $58,000 for this highly-endowed 3.3 Turbo S Premium Plus, that's certainly a sizable dent on your bank account for 'just a Mazda.' As the pictures will undoubtedly show, though, this is an SUV that easily earns its price tag, but there is no reason to choose the CX-70 over their perpetually more practical and nigh idtenical CX-90. You might be wondering why I'm being so bluntly critical of the CX-70, especially considering just how gorgeous this machine is inside and out, boasting an unmatched level of luxury from any Japanese contemporaries sake for Lexus (an actual, and more expensive, luxury brand). The reality is that the CX-70 lacks justification and has little cause for existing, because Mazda's own and mechanically identical CX-90 is the correct choice for any practical thinking human considering this class of large vehicle. Put simply, this is a big, full-size SUV, but it doesn't have any additional third-row seating. Without those extra seats in the back, what is the point of having a vehicle so vast? We're talking about an SUV that's 201" long and 78" wide; This sucker is big . And even if you don't have kids, having those extra seats does come in handy increasingly often than one would think, like when going places with friends and being able to easily carpool. Or if you do have kids and you're driving both them and their friends around. Point I'm making is, even if you don't have immediate plans for use of that third-row, it's so nice to have just in case, and that's a luxury all on its own. Given the choice between the two, the CX-90 with three rows and the CX-70 with only two, why would you choose the 70 and limit yourself and its practical potential? There's no price difference after all, and they look nearly indistinguishable. Doubling down on my point, the cargo area in the rear is also unchanged between the two if the 90's seats are folded away flat, with each having the same 40 cubic feet of storage. Apart from obvious detractor to the CX-70, the rest of this new model is more or less identical to the CX-90. When optioned like this example, the interior looks and feel rich with attention given almost everywhere. An example would be the doors closing with a hollow knock rather than an authoritative thud are perhaps the standout way of revealing the Mazda's reasonably attainable price, but the rest is rather exquisite in what is now becoming 'typical Mazda' fashion, attention being paid to the lush dash coverings and svelte leather seats. You simply won't believe the quality and luxury Mazda offers until you try one out for yourself; You won't want to get inside a Toyota ever again. Dynamics are another continual strength of Mazdas, and just like the CX-90, this CX-70 has an athleticism that reveals itself from the moment you first turn the weighted and meaty steering. With a degree of body control and balance that defies typical convention, this is a sweetly capable and handling SUV that is simply a joy to be behind the wheel of. What's also nice is the fact Mazda engineers are again able to create a car that's fun to drive, but also comfortable without any harshness to the ride quality. To acheive this level of cornering prowess, the ride quality is firmer than rivals, but the tradeoff is worth it and the ride is still comfortable. I did think the steering on this example had a little bit of extra play right on-center, displaying a nervousness of a dead zone, but that may be down to an alignment issue. Another large talking point with the new CX-70/90 is the introduction of a new and turbocharged inline-six cylinder engine, pumping out 340 horsepower in this Turbo S configuration. This power unit revs with silky precision and makes dutiful punch to go along with the satisfying and authentic growl when you dig your right foot deep into the floor, which is far and away increasingly appealing and satisfying compared to grainy four-banger alternatives that are the unfortunate norm for others. Gas mileage is also improved upon their weaker and smaller four-cylinder engines, returning 23 MPG overall after a week, though a CX-90 with the same powerplant returned a commendable 26 MPG even during a week tour. But, and this is a rather large and possibly deal-breaking aspect, but for some and even myself, the low speed civility of this engine is compromised, with delayed responses and a gruff culture that undermines the inherent smoothness of the inline-six and luxurious nature of the car. It's just kind of sad how frequently lost the engine and transmission both get at low speed, most obviously during transitions from either braking or coasting at a walking pace, like in traffic or navigating a parking lot, but this is a trait I've noticed less noticeably at times in the CX-90 before and more prevalently in this latest CX-70. Unfortunately, this problem makes the engine and car on the whole almost seem unfinished, and it's disappointing to report because of how good the rest of the car truly is. Maybe others and yourself will never notice it and I'm just looking at it too much under a microscope, but this unfortunate characteristic needs to be ironed out to really take advantage of the potential of the inline-six. Reaching the end of this review, this really is an assessment of the CX-90 instead of the CX-70, because with its extra seats in the rear, that's the one you should be choosing. I don't know the reasoning for releasing the CX-70 since it's not any smaller, only less practical. The same strengths are there, but so are the same frustrating weaknesses, exacerbated extra just because it lacks the included convenience of the three-row CX-90's additional seating. Other brands also sell standard SUVs and then also a less practical 'coupe' version, like the BMW X5 and X6 twins, but those actually at least look different; Cover up the badges here, and most won't know they're different cars from the 70 and 90. Mazda also sells both their new SUVs as a plug-in hybrid four-cylinder, but I would best avoid that option since it doesn't achieve any noticeable gains in fuel economy and the four-cylinder is a coarse and groaning herky-jerky nightmare. The CX-70 and 90 offer a great glimpse and promise for Mazda and their next generation of vehicles, but please forget about this CX-70 and only consider the 90. The first time or even only you ever use the third-row, you'll be thankful that you did. 2025 Mazda CX-70 Turbo S Premium Plus As-tested price: About $58,000 Starting price: About $41,000 Pros: A-list interior and exterior; Inline-six noises; Deft handling Cons: Engine stutters at low speed; Huge yet no third-row Full image gallery below: Thank you for reading our 2025 Mazda CX-70 review from The Road Beat. All photos by mitchellweitzmanphoto.com . If you enjoyed our honest and unfiltered take on cars, please subscribe!

This luxury sedan continues to impress following a refresh 2025 Genesis G80 review with The Road Beat Words and pictures by Mitchell Weitzman Inflation has invaded numerous aspects of life, and not even Genesis, a normally value-packed brand, can escape rising price tags. Yet, in defense of the initially staggering price, there is not a nicer and more luxurious car for $80,000 than the Genesis G80, a testament to the quality and value they still deliver. Actually, it's less than eighty, ringing your AMEX Platinum to the tune of $79,780. Sticker shock aside amid interpretations of defining contemporary value, what can't be ignored is this example's ridiculous matte paint, called Makalu, already showing sections of ruinous sheen on its hood and scratches behind its door handles. Just don't do it, and please don't judge this car alone on the divisive paint finish, as that is a $1,500 option best avoided. And speaking of which, remove that disastrous paint for a standard color, and suddenly it's now 'only' $78,280. There's no mistaking the fact that this is an expensive car, but for what you're getting, it's a continued masterclass in luxury. With the effects of swelling prices across a multitude of markets and our everyday lives, there are luxuries today that used to not seem like luxuries. Take eggs, which just a few years ago, a dozen of the desirable brown, organic variety would set you back three or four dollars. Today, those same 12 eggs are six dollars. Luckily, Genesis hasn't suffered quite the same degree of price gouging, where, instead of rising 50-100%, this loaded model costs $6,500 extra compared to a similarly-optioned 2022 tester, marking an 8% increase. If you were keeping up with the S&P the last few years, though, your money would have risen much much higher than that to at least offset the increase. Still, there is no hiding the fact that a well-optioned BMW 540i isn't necessarily more expensive these days, but have you seen how ugly they've become? And they've gone away from the classically tailored cabins of yesteryear for a modern and garish techfest that will not be to everyone's favor nor fervor. Instead, when searching for the traditional, coachbuilt and classy form of luxury, Genesis continues to be a bona fide replacement. Because let's face it, this interior is exquisite . Rather than going over all the materials that are exquisite, I'll go ahead and say what is not. Let's see, there's some rough stitching at the base of the seat buckle, and the metal buttons, which there are abundant amounts of, are hot to the touch when sitting outside after a long summer's day. Really, past that, the rest is textbook superlative build and luxury, and when those metal window switches aren't burning your fingers, they operate with a surety that I didn't know I was missing in other cars. In fact, all the controls have such a quality feel and action to them that you don't want to give them up. And the leather treatment is just chef's kiss; Even the Dowager Countess of Grantham would approve of this as her daily carriage. Rear seat space is largely habitable and makes one question the need for even larger sedans like an S-Class or 7-Series, let alone SUVs (Genesis themselves also have their own and oft-overlooked G90 limo to compete with the 7 and S). And when paired to the plush ride quality and low wind and road noise, this become an exceedingly soothing form of transportation. If you want a car to put your passengers to sleep, this will do it, but for the good and right reasons inside this mobile day spa (no massaging seats, though :/ ). Changes inside are minor yet important, including a newly huge screen that now extends across as one piece from the gauge cluster in tasteful fashion, but it's in a position now that's easier to operate as a touchscreen, as the spinning wheel controller below can be fiddly at times. Better yet, Genesis finally , yes, finally has wireless Apple CarPlay here. Gone are the days of needing to plug your iPhone in to access this convenient entertainment feature, so props to Genesis for getting with the times and leaving the days of the cable behind. Other button and switches are updated that elevate general ease of use, and the result is a classy and modern interior that still looks like and operates like a car, and that's a good thing. Apart from that wonderful cabin and interior environment, what's continues to not be surprising for Genesis is just how well these cars drive. Taking inspiration from the best driver's cars of BMW's back catalogue, here we have a car that actually is a pleasure to drive and not another muted, reluctant task in your daily planner. Making this a reality are weighted steering that even has a semblance of feedback feeding through, and a balance to the chassis that engages and encourages frisky driving antics. All-wheel drive does take away some playfulness, but the neutrality underneath you can be felt from the first time you turn the wheel with any vigor. Whereas other luxury cars are purposely toned down to provide isolated experiences, Genesis leans the other way to bring and marry the idea of inclusion with luxury. The fact we're at a point now where we can safely say that BMW could take a page out of Genesis' playbook to make their cars more fun to drive, that's when we know that Genesis is doing something so obscenely correct. It's not all wine and roses, though, as you do have to deal with some less than ideal active safety features. By default, a steering assistant is activated each time you engage the cruise control, and this can be useful in situations like changing out my glasses, but in daily use, I ended up finding myself constantly correcting and fighting it to keep centered in my lane. Same with the lane departure warning, which is there to prevent you from veering out of your lane from carelessness or by accident, but it's far too sensitive and will start applying correcting steering input well before you reach the boundaries of your lane or road. On sweeping highway turns, attempting to carve and straighten the turn slightly by running closer to the inside apex was met with skepticism by the system, which then tried to jarringly re-center me, despite not crossing any lines nor lanes. So, that's annoying, and is best dealt with by disablement. Also, the key is fat. Sounds like a stupid thing to bring up, but it's weirdly and pointlessly bulbous and takes up too much space in a pocket. With a twin-turbo, 3.5L V6 engine, economy isn't exactly frugal at 23 MPG overall, but the luxury of six-cylinders is appreciated, with a noted smoothness and flexible power that downsized four-bangers simply cannot provide on their own. It's not as delicate as an inline-six that inhabits a certain few German cars, but the unit dishes out droves of progressive power that make forward progress seem effortless, with a slightly engineered rumble emanating from affront that sounds suitably expensive. 0-60 MPH needs a hair under five seconds, which while quick, can't compete with BMW's current 540i offering that does the deed a half second quicker (despite identical horsepower ratings of 375), but it's beyond enough for anyone in the real world. Imagine it in a different color, and the beauty inside and out is a smashing and winning combination for the G80. Luxurious in the truest and most classic sense of the word, this is rolling opulence that steers clear of modern vulgarity. The deal sealer for me is the fact the Genesis G80 still wants to be a car, and one that is a joy to drive and indulge in its relatively fluid and dynamic operation. BMW wishes its normal cars still drove this well, but their leaning ever and ever to their 'market research' which tells them rich people want muted experiences. Thank you, Genesis, for continuing to be you and filling that niche left vacant by others; A luxury car that's both a delight to simply be in, and also to drive. It's not the relative bargain it once was, but even at the same price as a BMW 540i or Mercedes E450, the Genesis is not only the more exclusive choice these days, but likely the choice that will also bring more smiles to you and your passengers on each journey. 2025 Genesis G80 3.5T AWD Sport Prestige As-tested price: $79,780 Pros: Amazing interior; Great dynamics; Pretty shape Cons: That paint. Intrusive safety features Thank you for reading our 2025 Genesis G80 review. If you like The Road Beat's unfiltered and honest takes on cars, please subscribe to never miss an article. All photography in collaboration with mitchellweitzmanphoto.com .

The Civic Type R returns. It's mostly magnificent 2023 Honda Civic FL5 Type R review with The Road Beat Words and pictures by Mitchell Weitzman What is it? It's not every day you find yourself with the keys to one of the most eagerly-anticipated cars of the year. Heck, this might be one of the most hyped cars of the decade. Yes, it may be called a Honda Civic, but this is no ordinary commuter. A few years back, America was finally treated to the Type R treatment of the mainstream Civic, a recipe previously reserved for more appreciative parts of the world apparently - Who in America wants a performance front-wheel drive car when you can have a Dodge Challenger with a Hemi V8? I never drove the former FK8 model, but it was met with glowing praise from the motoring press, apart from the science-experiment-gone-wrong styling. Whereas other performance vehicles are going the way of the dodo, Honda has given us a new generation that looks positively awesome in person and promises an even better driving experience full of the thrills we crave. This 2023 Civic Type R (chassis-designation FL5) carries an MSRP of $44,385 as-tested and it's the car I'd buy for a sporting machine under $50K. I was hardly surprised to find that I liked it, but by how much was what I was not prepared for. What I liked Honda made news when journalists (that didn't include me :/) were treated to passenger laps in the new Type R in Texas, driven by none other than Formula 1 Double-World Champion Max Verstappen. Honestly, the Type R is so good at being a sports car, it does seem to be something designed and engineered by those who are both good at driving, and those who love driving; I can't imagine Max having had a single complaint about the dynamics and ability on track in his outing. Performance concerned, Type R strikes a righteous balance of supplying what might be the perfect and correct amount of punch for street driving. While some modern sports cars have power that can only be exploited on a race track, the Civic here can be used almost fully on my favorite winding roads and in thrilling fashion. In reality, on public roads, only a skilled driver (with a death wish) in a new supercar would be able to walk away from the Type R, such is the speed and ability that is available here. 315 horsepower doesn't sound like much, but the huge swell of boosted, turbocharged torque provides mountainous strides and the 2-liter VTEC engine pulls hard all the way to the redline. What's a good speed comparison? It's only a smidge slower than my friend's 997 911 Carrera S. It's definitely quicker than my old Nissan 370Z, too. Blasts down stretches of my favorite detour to work were met with a combination of smiles, laughter, sweat. This is a vehicle you have to work for to get the most out of, and it's then you can readily appreciate the breadth and bandwidth of its emotion and capability. Involvement is what I seek in a performance car, and the Type R has no shortness of involvement. But, what makes it so good? I said it's plenty fast, but there's more: The chassis speaks to you much like the Matrix, though no plugs to your spine are required here. If you can think it, the Type R will most likely do it, such as is the focus and razor-like tenacity of the vehicle around you. Cornering is...I don't know what else to call it because it's nigh-on perfect; It just does it. Look where you want to go, think it, and then the Type R does and succeeds. Body roll is minimal, there's grip and grip for days from all four Michelin tires with no understeer, and just neutral, awe-inspiring handling. Some like to knock FWD platforms, but the Civic handles better than most AWD and RWD vehicles. Oh, and torque steer is basically nullified, too, except under heavy throttle and bumpy roads, in thanks to the well-engineered front limited-slip differential. Coming through and out of a corner, you can be brutal on the throttle. Even if you're trying to initiate understeer on purpose, the inside front wheel just seems to pull you right through like on a zip line, holding your line right to the edge of where you want to be. The wheel will give some wriggles as the tires dig into the pavement, but it's useful information and feedback of your levels of traction. Also of note are the wide 265 Michelin tires at all four corners that signify its intent and pursuit of performance. Brakes work like they should, and the transmission has such a delightful and positive shift action. While maybe not quite as good as the S2000's precision instrument of the prior century that could double as a surgeon's tool during heart surgery, it's one of the best shifters in any new car today. So good, it's leagues better than any BMW manual shifter ever , better than any VW Golf GTI shifter, and almost on par with Porsche's prestigious six-speed manual. There is an auto-blipper for matching revs on downshifts, but it operates so smoothly in the background I actually enjoyed it. I even found myself heel-toeing with it, which is redundant perhaps, but who says you can't do that? You can also turn it off via settings, but I just left it on as it didn't hurt the experience one bit. You might notice the interior looks like a crime scene with all the red fabric (to each their own), but the highlight is the fantastic front seats. They fit my slim frame perfectly and are padded such as to be superbly comfortable in normal driving. This is the rare seat that provides superlative lateral support, like a proper race seat, while also being comfy on the daily. Gosh they're good, and really help and contribute to the driver-car connection with a desirable driving position to boot with your controls in all the right places, something Radiohead would be proud of. The rest of the inside follows the general design of the new Civic, with the Type R being based once again on the Civic Hatchback variant, meaning abundant and practical space in the rear as well as trunk space. The quality of some materials do lack compared to the more luxury-aimed Touring model in the Civic lineup, but it still has the same leap forward overall compared to past models, with softer and more elegant styling and improved materials everywhere. I like the simplistic industrial design inside that complements the tone of this model's maturity (mature design, but the dynamics are properly rowdy). Ergonomics make sense, and I like how the digital dash reverts to one akin to the classic S2000 rev counter when R mode is engaged. There's also shift lights which I enjoyed seeing light up. In normal driving, the Civic Type R is ruthlessly easy to drive, with an effortless clutch action and superb shifter. But also, when on the highway in the comfort settings, the ride quality is surprisingly compliant and the road noise is actually not miserable. I would be happy to drive the Type R miles on end to a distant track day, with full confidence that I would be fresh and limber upon arrival. And for commuting, when driven gingerly, I averaged a commendable 27 MPG. On long highway stretches, expect to see just over 30 MPG even. Another small detail I enjoyed was the fact that, at night, the buttons on the door illuminate with the rest of the cabin upon entry. This makes it very easy to see all the controls and locate the unlock button to allow passengers in. So, so many other vehicles (even some quite expensive cars) remain dark here - until the vehicle is started that is - and it can be frustrating in the night. What can be improved I do love this car, yet there are items that I didn't like. For a vehicle that handles and corners so serenely, the suspension is just far too firm on less than ideal roads. R mode is actually unusable on many roads because mid-corner bumps are met with a flying sensation, pounding into them with such authority it feels like you're actually just jumping over them. On smooth surfaces, have at it - it's great - yet the bumpy roads around me were not meant for R mode. Even after customizing the individual mode to the softest suspension, I still found the pounding just too harsh at times, mostly noticeable again over mid-corner bumps causing a pounding and skipping sensation. However, as disconcerting as it may be, it does not little to diminish confidence as the Type R relentlessly holds it line to the edge of the world. So, it does less to impact actual ability rather than mostly affecting comfort here. Smooth highway cruising is wonderful, but when at speed and with a suspension loaded and goaded, be warned. It makes me question whether aftermarket suspension companies might make coilovers that are actually softer than stock for those seeking everyday compliance. For several days I found the navigation to be stuck near Las Vegas, whereas I live in Northern California. Responses of the infotainment on the whole were laughable during this period, but then one day it decided to snap back to consciousness. Weird. At least this daze passed and resumed normality eventually. Focusing more on the interior, the driver seat had some creaking to it, to the point where I would take it the dealer and ask for a warranty fix. In fact, following this test, a dealer did fix the creaking, so problem averted luckily thanks to Honda. The passenger seat never creaked, so maybe it's just a fluke on this example that is subject to test-fleet abuse. Also of note was the grab interior on the inside of the driver door. Each time I grasped the large handle to shut the door, it felt like the handle or the door panel was loose and not totally connected to the door, and you could even hear a slight clunking to it. Honda build quality is typically foolproof, so I'll let both these issues down to dumb and bad luck. So I wouldn't let this be a concern, but I noticed it and therefore am obliged to report. Steering can be subjective due to preference, but I found the electric power steering of the Civic Type R to be a mixed bag. I actually preferred the steering in its standard light mode, where I found it to be the most responsive and with the best on-center feel. The two heavier settings increase the weighting dramatically, but do not bring any increases in feel, making it more artificial. I guess it can help make the car feel less twitchy, but the heaviest steering adjustment also brings a lacking on-center feel. What I mean by this is that, when driving totally straight in the heavy/R mode, the steering has a couple millimeters of play in it, as is normal in most cars. But this play is light in weight, and then there's this micro threshold where it becomes heavy, giving an impression of there being a delay almost in response rate. It's less noticeable in quickened driving with lots of transitions between turns, but that on-center feel is compromised enough where I chose to leave the steering in its standard low-effort setting in my own personalized Individual mode, as it brought a confident consistency to the controls. Is it worth it? At its retail price of $44,385, yes. Oh yes. There are other FWD performance hatches and saloons with similar levels of performance for less, like the Hyundai Elantra N or Golf GTI, but neither gives the sensation and theatre of a Type R. This car is so sweet right out of the box, it's like a fine tea brewed to perfection. You could go further north and fork over an additional few grand for a Golf R, but the Type R is so much more involving and fun to drive. A Golf R is grown-up and mature, sure, but it's boring. I drove one and had little fun behind the wheel despite the capabilities being similar. Compared to pony and muscle cars, the Type R gives me the focused and resolute thrills that I crave with its unmatched precision. In the over $50K range, a Camaro SS 1LE is still probably the driver's choice or a GR Supra 3.0 with its new manual option. Is the hype real? Yeah, the Civic Type R was frankly pretty dang incredible; I loved each and every drive. The interior noises I heard did annoy me, but they did little to diminish the experience. In an age where most all modern cars can be fast, experience is as important as any aspect, and the Type R delivers. I can't wait to drive another and see how it behaves on a racetrack, and I do expect the new Type R to become a firm fixture at track days like the outgoing FK8 model. The FL5 Type R will likely join the ranks of the all-time hot hatch greats, among which usually include such giants as the legendary Renaultsport Megane R26.R (that never came to the States). It's expensive for a Civic, costing the same as a 2.0 GR Supra even, but the Type R reigns supreme even at this price when it comes to the thrill of driving. 2023 Honda Civic Type R As-tested price: $44,385 Pros: Outstanding experience and performance Cons: Harsh ride; Expensive (for a Civic) Thanks for reading our 2023 Honda Civic FL5 Type R review from The Road Beat. Photos by Mitchellweitzmanphoto.com .

A new entry from brand Nilu27, their take on the modern analog hypercar A new V12 hypercar from Nilu27 Words and pictures by Mitchell Weitzman On a beautiful summer's day during Monterey Car Week, the 18th hole of Pebble Beach was home to the launch of the Nilu hypercar from Nilu27. Founded by designer Sasha Selipanov, Nilu27 is defying modern convention. Forgoing turbocharged trickery or electric propulsion that is in the favor of established rival brands, the former Koenigsegg designer's new Nilu hypercar is a start throwback, a compilation of greatest hits that cumulatively account for an all-new and unique entry for millionaires to choose from. If it doesn't have your attention yet, this will do the trick: Manual transmission. Naturally aspirated V12 engine. 1,070 horsepower, at 11,000 RPM. 2,646 pounds dry. Those are some attention-grabbing specifications, let alone ambitious, but what can be said so far is that, for such a fresh company, the product on display at Pebble Beach was exquisitely and expertly crafted and looks much like a finished product, not the typical vaporware from other start-up brands. Now, some of the specs might remind of the Gordon Murray Automotive T.50, and you'd be correct in that. Yet after seeing both in-person, as far as where shear physical appearance and presence are concerned, the Nilu makes the GMA look like a slice of generic white bread thanks to the tasteful drama infused in all extremities. Plus, Mr. Selipanov is no stranger to hypercars, having a storied history of success for Swedish brand Koenigsegg, while he also is credited with styling the Lamborghini Huracan and Bugatti Chiron. With such heavy hitters on his resume, it's easy to want to believe in his ambition. And while the first released press photos made the Nilu (the car is named the Nilu, the brand is called Nilu27 fyi) appeared a bit too Hot Wheels for my taste, the finished result in the flesh is nothing short of breathtaking, with all the details and emotion that a supercar and hypercar are deserving of. The V12 also features exhaust above the heads and block, earning its recognition as a 'hot vee,' and the exhaust work itself looks like an art installation. For those wondering what the heck Nilu27 even means, Nilu is an amalgamation of Mr. Selipanov's daughters, Nice and Lucia, and 27 was the number of the late Scuderia Ferrari driver Gilles Villeneuve, considered by many to have been among the most talented and gifted racing drivers ever. Time will tell if Nilu27 and the Nilu hypercar will be a success, but after early first-hand impressions, it's hard not to outwardly root for and believe in their ambitions. See more at: Nilu27.com

Cadillac Opulent Velocity Concept Photos by Mitchell Weitzman Cadillac unveiled yet another electric vehicle concept this summer at the 2024 edition of The Quail, A Motorsports Gathering, in scenic Carmel Valley. As part of the yearly tradition known as Monterey Car Week, The Quail has become a hot spot in recent unveils for automakers and coachbuilders to show off their latest and greatest to the most affluent of car show goers. Dubbed the Opulent Velocity, this is a Cadillac unlike any other, though it is strictly a concept for now. Following the Sollei droptop concept reveal from earlier this year, the Cadillac Opulent Velocity throws out all preconceptions of the historic American brand in favor of a striking and futuristic design that looks straight out of Blade Runner . Of course it's all electric, and the interior is hugely spacious if also barren in a less-is-more aesthetic; Can't say the seats look very, er, comfortable. Regardless what you think of this concept, props are due to Cadillac for delivering a concept well out of their typical comfort zone, one where a Cadillac badge would be among the last you'd expect to find adorned on its nose. To read more and the official press release from Cadillac, see the following link . #cadillacopulentvelocity #cadillacconcept