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This luxurious hybrid SUV is undone by needlessly complicated features 2024 Lexus RX 450h+ Luxury review by The Road Beat Words and pictures: Mitchell Weitzman With already plenty already written about Lexus' ability to make even the most mundane tasks frustrated, I'm frankly tired of going on about the shortcomings in the new batch of refreshed Lexus models. The fact is the cars themselves are so uninteresting, no doubt on purpose, that there isn't much else to be said about them beside complaints. This expensive SUV, a $75,755 drain on your account, might be a well-made and quality product, but it lacks the charm and moves needed at this price point against ever-impressive and increasingly captivating rivals. Strengths This is a properly luxurious car, with the term Luxury being an actual trim name for this specific RX. Lots of leather and soft-touch materials make up the cabin, and there's attractive wood adorning the steering wheel that does well to not appear dated. This is not an exciting appearing interior, but it's definitely a luxurious one at least, and that's very comfortable and hospitable. Even the back seat space isn't too cramped for longer travels for what is technically considered as a relatively 'compact' SUV. This hybrid powertrain delivers 304 total system horsepower and is the same unit you'll find in a Toyota RAV4 Prime. Power is enough for the class, but with the added weight the Lexus' luxurious nature brings, performance is less compelling than it is in the surprisingly quick Toyota. The real highlight, though, is the thriftiness of this hybrid, averaging 28 MPG during my week of driving. While that may fall significantly below the EPA estimate of 35 by a considerable 20%, as many hybrids do, 28 MPG puts it right to the top of the class when it comes to efficiency and is one of the most efficient luxury SUVs without going fully electric. Weaknesses With a focus on soft luxury, the RX is floaty-boaty when it comes to handling and dynamics. Okay, so it has no sporting intention (and neither does its customers), but Genesis can make an SUV both comfortable and compelling to drive, so why can't Lexus? I still dislike the weird exterior door handles that are not actually moving handles, but which then makes them pointless to still have such bulbous elements on the exterior. Further, the parking brake button inside is too small and weirdly stiff to press. There's now the usual array of too-many-buttons on the steering wheel, and they actually activate via the head-up display, making it more confusing than it should be and creates more problems than solves. Read my RX 500h Performance review here There are some electronic annoyances, too, like an alarm that goes off each time the car thinks you've left something behind in the rear seat. I say 'think' because half the time that the warning went off, I hadn't actually left anything in it; This is normal behavior for most new Lexus and Toyota models now. There's also the weird fact that this RX 450h+ is more expensive than the (relatively) performance-oriented RX 500h by about $5,000. There's no obvious discernable quality difference here, except this 450 is even lazier in handling and has less power. Why would you pay more for that? A new gadget (and gigantically annoying) implemented in new Lexus is this active driving assistant that means the radar cruise control is basically on all the time,. Even if you're not using cruise control, the Lexus will slow you down if it thinks you're approaching a car too quickly. In practice, it's dreadful and had me fighting it by applying throttle to keep up and defeat the automatically-insisted braking when on a variety of roads - and I wasn't even that close following another car. Luckily you can turn that feature off, and good riddance once dismissed. Does Lexus really think that little of their drivers and customers? That they can't pay an ounce of attention when behind the wheel? There's also an default alarm that sounds each time it thinks you're distracted, such as looking at street signs, or looking over toward pedestrians so that you don't mow them down like a bowling pins. A luxurious cruiser at heart While the RX 450h+ Luxury is built to a high and quality standard and is as comfortable and cushy as a Lexus can be, it's sadly very boring to drive and the switchgear and electronics are compromised to a sometimes frustrating degree. The gas mileage is at least highly impressive, but even as a luxury car, it lacks the 'wow' factor that other rivals have. Upgrading from an older Lexus will likely be met with applause, but if you shop other competing models, it's likely you won't venture back to the Lexus dealer. 2024 Lexus RX 450h+ Price as-tested: 75,755 Pros: Luxuriously crafted cabin; Great mileage Cons: Complicated functionality; Expensive for a Lexus

The compact Corolla Cross is now available as a hybrid, but you should get a RAV4 instead 2023 Toyota Corolla Cross Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota released the Corolla Cross in the past two years, an inbetweener of a crossover placed below the popular RAV4 and discontinued C-HR. Initially released with a weak combustion engine only, it was a clumsily executed prospect that was far from efficient given its relative size. A hybrid from day one would have been a better idea, and now we have just that, bringing promising fuel economy and power gains. This well-optioned XSE model costs $36,694 as-tested and its polarizing color is unfortunately known as Acidic Blast. Alarmingly, that price also overlaps with the larger RAV4 Hybrid. What's good? The most promising aspect of this new addition to the Corolla Cross family is the Hybrid moniker, bringing an improved powertrain both in terms of power and formidable efficiency gains. Horsepower increases from a paltry 169 to 196, allowing this little crossover to now be able to get out of its own way. The first model I had tested averaged a disappointing (for such a small and slow car) 26 MPG, but this new Hybrid scored a brilliant 37 MPG overall after a week of mixed driving. For comparison, the last RAV4 Hybrid with AWD I tested averaged 35 MPG. Being a Toyota and a decent XSE trim-level, this Corolla Cross is well-equipped with all the safety and tech features you would expect and want in a new car. Build quality seems sturdy enough, and the Corolla Cross is easy to drive at all times, requiring no effort nor brainpower. What's not With the price for this version encroaching on $37,000, there's almost no reason to choose a Corolla Cross Hybrid instead of a RAV4 Hybrid (or the mechanically identical Venza). With the RAV4 Hybrid, you get even more power, no real detriment to fuel economy, and it's a noticeably larger car on the inside with a comparatively spacious rear seat and cargo bay. The back seats might be fine for kids, but trust me when I say your friends won't find it all too enjoyable; Just ask mine. And best (or worst) of all, a comparable RAV4 Hybrid can be had for only an extra couple thousand over this, which would be well worth justifying. Looks are totally subjective, but I had several friends who commented how ugly they thought the Corolla Cross is, too, and they swore it wasn't just because of the color. On the road, I said the Corolla Cross Hybrid is masterfully easy to drive, but it's also so uninspiring and dull, with zero enthusiasm for driving. Once you spend time in a vehicle like the Mazda CX-30, which kind of ruins other cars due to its surprisingly profound athleticism and eagerness, cars like the Corolla Cross come across as such boring forms of transportation. Trust me, it's fine for getting in driving on the daily basis, but there's nothing that the Corolla Cross Hybrid does well or that makes driving anything that resembles fun. Even a RAV4 has superior steering feel and a more balanced handling and ride quality to it. It's unfortunate, but the Corolla Cross inherently just kind of feels like a toy, lacking substance to the controls and the cabin doesn't hold up to the asking price either. At the end of the day, it's just too expensive for what you're getting. Choose a RAV4 Hybrid If you're after a reasonably priced and efficient crossover, the RAV4 Hybrid is going to be the vehicle you want due to its noticeable lifestyle benefits and such a marginal increase in cost for a comparable trim. The only reason I see someone wanting a Corolla Cross Hybrid is maybe due to specific size constraints, such as a tiny garage or parking situation, or perhaps you personally love the looks and the unique color on this one. For all others, though, you'd be best going for the superior RAV4 Hybrid. If you want to spend less, and it may get less gas mileage, but a top-spec Honda HR-V is a nicer, more pleasant, and spacious vehicle. I'm not trying to be cruel, but simply saying it how it is; In the words of Kuiil from The Mandalorian, "I have spoken." 2023 Toyota Corolla Cross Hybrid XSE Price as-tested: $36,694 Pros: Compact size may appeal to some; Great economy Cons: Too similarly priced to superior RAV4 Hybrid

The Genesis G70 remains a top pick for drivers and those seeking enthusiast thrills 2024 Genesis G70 2.5T review by The Road Beat Words and pictures: Mitchell Weitzman If you have somehow (still) not noticed the brand Genesis and the rather fabulous cars their making, it's about time your radar is set to high alert. Over two since I last drove a G70, this most recent example, even with the basic 2.5L four-cylinder engine, serves as a reminder of just how good this luxury sport sedan truly is. I honestly don't know what else you can ask or hope for in this car, as the $46,950 sticker price on this tester seals the deal with a convincing right hook knockout you didn't anticipate. Why on earth aren't these G70s simply everywhere by now? I can't think of any valid reason. Until I read the window sticker, I thought this Sport Prestige-equipped trim level G70 would have cost somewhere in the mid fifties. The fact that I would have easily believed a price of such ambition should tell you enough on its own. In an age where a V6 Toyota Camry can cost forty-large, this is simply unreal in terms of how much quality and luxury you can have below fifty grand. What's increasingly bewildering is when you compare the equipment and adornments here to what German competitors offer at a similar price, because you won't be getting much at this cost if buying a comparable new Audi, BMW, or Mercedes-Benz. I don't even care if the seats aren't actually leather here, as the leatherette that Genesis uses in this striking red Sevilla interior is nicer than the real cow hide in other cars. This is a car that oozes class, sophistication, and style from any angle, inside or out. I'm a fan of how Genesis is refining their design language across their entire range, and instead of being some sort of copycat, the G70 now has its own unique and alluring look. If the outside doesn't convince enough (somehow), you'll be won over upon opening the doors and the properly luxurious cabin reveals itself. Not just stylish, all the controls and touch points tell the story of a car with a considerably higher asking price. It's simple yet modern, with great use of metallic surfaces to tie the room together. Even the buttons feel good to use, even if they're not the Swarovski-grade items in the G90 ultra-luxury sedan Genesis also sells. Worth noting is how clean it all looks, too, with nothing appearing out of place and simple, easy to use controls. There are some quirks, though, like doors that close on you all too easily if you're on the slightest slope. I also found I had to pull the door shut hard to properly close all the way; Having to nearly slam your door shut isn't exactly a glamourous nor luxurious point of entry. And for a modern, brand new product, the front USB connector ahead of the shifter is the old Type A connector and not the new Type C cables that most all new phones utilize and ship with. Also worth mentioning is the back seat that is a little more snug than rival sedans when it comes to leg room. Kids will be fine, but adults might not be too keen to spend much time back there. This alone might actually be the greatest single fault of the G70 unfortunately, and those wanting increased room might be better off with their larger G80 or a different make. Those character flaws aside, the real magic of the Genesis is not in its style or flashy cabin, but how this car navigates the bends. Possessing a prowess and mastery of its craft that serves as a callback to the greatest hits from Bavaria, if you miss that older feel of BMWs from 20 and 30 years ago, Genesis just might be calling your name. It's a shame most prospective owners won't ever treat their G70 as a sports car, but the simple matter of the fact is that you most definitely can. The balance is sweet, with this RWD example yielding natural results and minimal understeer when adhesion becomes thin. Composure remains high in fervent driving, showing excellent control of its mass in all directions. The steering has just about perfect everyday weight and responses, allowing for increasing confidence to just turn the wheel and go where you please; This really reminds me of E46 and E90 BMWs and their organic behavior. There's body roll, sure, because the ride still has some pliancy, though it is definitely on the firmer side given its sporting intent, but it's how fluid the G70 feels in operation that really earns its praises. So many modern cars feel absolutely dead, and the Genesis is a car that actually encourages and enjoys being driven hard. Inert this is not, and the G70 is a bullseye as a reincarnation of the luxury sport sedan proper. Four cylinders will never compare to six, but this base engine is plenty potent with its 300 horsepower and 311 lb-ft, that's actually 20 additional horsepowers compared to last year's model. 0-60 MPH isn't particularly blazing at 5.7 seconds, but the delivery is strong from anywhere in the rev range, and the eight-speed automatic does a good job at keeping you where you need to be and without endless hunting due to the strong low-end pop. If you want proper blazing, there's still the V6 version with its 65-horsepower increase. What I did find surprising was how thirsty this Genesis is, or rather, its lack of thirst. Over a week together, I averaged a stupendous 28 MPG in my daily driving and errands. On the highway, you can expect to see 35 MPG even when cruising on level ground, pretty dang impressive considering the relative performance available. Downsides? The engine is a little loud and clattery at idle, but sounds decent enough under load at least. Look, there's no way of hiding how charmed I was by the G70. This is a car that's enjoyable to be in and drive due to its comfort and lavish interior, and an enthusiastic driving demeanor. I'm still nearly in disbelief of the asking price, because at $46,950, it's kind of a steal for what this delivers. For easy comparison, a BMW 330i has a starting price that's only a solitary $1,000 less, but yes, that's without a single option fitted, and you know how Germans like to price gouge when it comes to options. Considering how well-equipped this G70 is, how well it drives, and how well priced it is, Genesis' G70 comes highly recommended. 2024 Genesis G70 2.5T Sport Prestige As-tested price: $46,950 Pros: Style; Luxury cabin, Fun to drive Cons: Snug rear legroom

Some fussy controls blight the stylish and luxurious 35 MPG NX 350h 2024 Lexus NX 350h review with The Road Beat Words and pictures by Mitchell Weitzman Undeniably pretty, the Lexus NX is also a mainstream luxury crossover with a surprising amount of quirks and character to it. Unfortunately for its own sake, these are not quirks for the better. Even despite some problematic controls, the NX is a beautifully finished, styled, luxurious, and crazy efficient when equipped as a hybrid like so. In fact, the gas mileage is so good, you might be left wondering why to even bother with a fully-electric vehicle. Spoiler, it gets 34 MPG overall . Gone are the days of the awkwardly placed 'Predator' face (yes, like the movie villain - or hero to some - Predator ), and in it's place is, well, still a Predator grille, butt it just works now oddly enough. Predicting Lexus to come through with some of the best styling of cars in the 2020s was not on my bingo card 10 years ago. With tightly wrapped panels tapering to its nose, what once was ugly is brilliantly attractive now thanks to constant refining every few years, with proportions and angles massaged into sharp cohesion. Besides the also beautiful Genesis GV70, this is probably the most aesthetically pleasing crossover on sale today. And when it comes to luxury products, looks do matter. Though people are actively still buying BMW 7-Series, so what do I know. Inside is the expected level of quality and luxury one would expect from Lexus, with exquisite finishing and no rattles whatsoever in daily operation. It's appropriately quiet and comfortable to boot, too, and I like the size of the NX, bearing enough space for most rear passengers and has a usable, if modest, cargo storage. However, it's the luxury that has likely inspired the electronic gimmickry presented here that follows. Confidently I can say that it wasn't just me that as left cold by its odd exterior and interior door actuators, but several passengers commented on it as well. On the surface, there's an exterior door handle that looks like a regular door handle, only it doesn't move, instead just sensing your hand being placed around it. Though, despite not being actual, moving mechanical door handles like we're used to, they're excessively bulky and cumbersome items visually and lack confidence in use. Look, if you're going to try and reinvent entry into a car, don't take the common practice and make it worse. Why have those big handles at all? And inside, there's a push button release that's puzzling to say the least because the doors don't naturally pop out enough upon release couple with a lack of any mechanical feedback. Placed next to the release button is a backup lever, almost as if Lexus knew people would prefer that method. In 2005, Chevrolet introduced push-button items as a means of exit in their then-new C6 Corvette, and nearly 20 years later, these buttons are just plain worse to use. The quirks extend to the heads-up display where unlabeled steering wheel switches operate your common controls in the HUD, such as operating cruise control and skipping to the next song on the Mark Levinson stereo. To engage in their lousy functioning, you have to first rest your finger on the buttons to even bring up the digital menu ahead of you, and then there's even a 'more' button to see all your options. The idea that this is less distracting is a fallacy, as it's only needlessly complicated and requires a too-steep learning curve. Again, reinventing something simple by making it harder. If people start having crashes in their NX because they're too busy trying to figure out the cruise control, I would not be surprised. Also worth mentioning is the difficulty of even seeing the HUD if you wear polarized sunglasses like myself, which in certain lighting conditions, will become completely invisible and thus inoperable. At least this otherwise mainstream product has some real character to it, even if that character is represented by quirky, but real-world inconveniences. Still, it's nice to see some different thinking; it's just the wrong thinking in this instance. These issues don't take away form the fact that the NX 350h is a very pleasant car to get in each and every day and drive. Though I was left literally cold and curious why this particular example didn't have a heated steering wheel in a rather frigid California December, but this is a nice car and environment to be in. Plus, I rather like red interiors. That said, the piano black trim pieces are prone to smudges and the emergency brake button is oddly small and can be difficult to press unless you touch the very edge of it. Get it out on the road, and you'll find the steering is nicely judged and accurate, making for confident placement on the road. The chassis might lack enthusiasm and motivation for cornering, but it does at least have decent composure when carrying speed above the suggested velocity signage in turns. It's unfortunate that something that looks so sharp and tightly wrapped possesses no sporting inclination, but it at least does a great job for the everyday commute. If you want a driver's luxury crossover, you'll want to look elsewhere, specifically the Genesis GV70, but a GV70 can't deliver over 30 MPG like this Lexus can. Which yes, back to that power unit: it's a 2.5L four-cylinder mated to a three electric motor hybrid system for 240 total modest horsepower. As a result, pace is not it's forte, needing almost eight seconds to do 0-60 MPH, and the combustion engine is a bit coarse and loud when wound up. When it comes to transitioning between electric propulsion and hybrid combustion, it's smooth in operation without any hiccups and is a clear class leader for hybrid tech and implementation. Like other testers have commented, though, I did notice the brakes took some acclimation at slow speeds, where some of the hybrid regenerative braking can be unpredictable when slowing for stop signs, where the use the actual actual brake pedal is needed for the final slowing effort. Not a problem per se, rather just some character. Lexus has done the unpredictable by giving a strangely quirky car in a highly mainstream and competitive segment. Quirks can be welcome, but I found myself mostly annoyed by the quirks in the NX 350h. If you can greet its characterful gimmicks with open arms, then it's a spectacularly efficient hybrid with a predictably luxury flair and quality inside. Not many cars of this size can average nearly 35 MPG, offering an orderly option as an alternative to the rise of fully-electric vehicles. And besides, this Lexus at $56,430 is a heck of a lot more luxurious than what a similarly priced EV would provide. 2024 Lexus NX 350h Luxury AWD Price as-tested: $56,430 Pros: Tight looks; Luxe interior; Exceptional MPG Cons: Weird electronic controls

This highly affordable city box has style that outreaches its price. 2024 Hyundai Venue Limited review with The Road Beat Words and pictures by Mitchell Weitzman $24,595. With destination charges. As so many cars fall victim to the creeping effects of inflation, it's comforting that Hyundai's Venue, even in its top Limited form, still can be bought for under $25K. And quite frankly, this car has so much more style and character than what this price buys you in Toyota-land, because that's only going to get you a barrel-bottom Corolla these days, and you don't want a barrel-bottom Corolla. Starting from its entry point of just around $21,000, the Venue is a winner for being among the most affordable new cars on sale today. If there's one area where the Venue seriously struggles, it's highway cruising. 121 horsepower is never going to win you any races, except maybe against a 20-year-old Prius, but the lack of power becomes increasingly apparent at highway speeds, especially uphill. Around town and in a city environment, the Venue excels with plentiful and practical perkiness thanks to an eager throttle pedal. As aerodynamic and rolling resistance rise, though, like when trying to pass on a highway, you do need to be careful in planning out your maneuvers. It's not a huge hindrance among daily commuting, but the lack of speed is something to be aware of. Even climbing 10% grades on the freeway requires the continuously variable transmission to reach for 4,000 RPM of poke just to maintain 70 MPH. And because it's a little four-cylinder, it's a trashy racket when wound up, which happens often. At least this is not unique to the Venue, as many other cars in this price bracket all suffer the exact same issue. Like I said, as a city car in urban environs, it's delightful! As for gas mileage, it's good at the 29 MPG overall I averaged, but I also hoped for considerably more given how slow this engine is; perhaps it's constantly being worked too hard. Speaking of driving in the tight confines of a modern, busy city, the Venue is splendidly tiny and makes navigating through congested areas a breeze, not to mention an aptitude for fitting into a plethora of parking spots. At only 159-inches long, it's positively diminutive, yet it's surprisingly spacious on the inside. As the driver, I was always comfortable, as most new cars can provide, but even throwing some adult passengers in the rear seats for short drives, they were fine, not particularly happy as if they were being chauffeured in a Mercedes-Benz S-Class, but gratefully fine. The cargo storage arears also has ample space for most grocery shopping. While it may be subject to a shrink ray outside, the Venue does take advantage of its boxy shape to maximize interior volume, and it's airy interior design inside helps further strengthen that feeling. Despite costing so little, all Venues are well-equipped with safety and tech features, and this Limited trim was missing absolutely nothing besides that of a heated steering wheel. The 8-inch touchscreen is easy to use and navigate through, there's Apple CarPlay (though it does require a wired connection), blind spot monitoring, a decent rearview camera, collision avoidance, lane keeping assist, and bright LED headlights even. Like, this is a really well-equipped car and value proposition for having, relatively, all the bells and whistles most drivers could ever want in 2024. I will say that in light of the roominess and the options available, it's not luxurious in any way, with hard plastics used abundantly. But, at least it does give the impression of sturdiness in overall feel on all the touch points, and the steering wheel feels great in the hands. Unleash (in relative terms again) the Venue on some corners, and the shrunken footprint and lack of weight pays dividends in creating a playful and fun attitude. Even at moderate speeds, the Venue enjoys being tossed around aggressively and copes decently well with a balanced and light-on-its-feet feeling. The steering is subject to more vibrations and knocks through the wheel, but I rather like that element of it feeling, well maybe not alive, but just not dead . If Hyundai were to subject the Venue to the N treatment, with 200 horsepower and a manual gearbox and a honed chassis, this could be the bones of a sensational micro hot hatch. This is a slow car, but it's rather fun to wind out and extract the performance it can offer, and it seems like the Venue enjoys doing so as well. I first sampled the Venue four years ago and liked our time together. Fast forward an election cycle, and I still found the same positives to be present. This is not the dream car of really anybody, but as far as being one of the cheapest new cars you can buy today in America, you could very well do much worse. With lots of safety features for today's newer and seasoned drivers, and consider Hyundai's 10 year 100,000 mile powertrain warranty for the original purchaser, and this is a seriously good value proposition. Honesty is something that is becoming all too rare in modern times, and the Venue is an affordably honest and earnest form or transit. 2024 Hyundai Venue Limited 'Denim' Price as-tested: $24,595 Pros: Attractive design; Fun demeanor Cons: Slow and loud engine; Lots of hard interior plastics

This CX-50 Meridian Edition reinforces and diversifies the CX-50's perch on the throne 2024 Mazda CX-50 Meridian review by The Road Beat Words and pictures: Mitchell Weitzman For the money, Mazda's CX-50 is the best driving everyday crossover. While the price is very much not premium, the CX-50 does a brilliant job in still providing a premium experience; Toyotas are dour and dreary in comparison when the CX-50 exists. The Meridian is more or less a style and appearance package for the majority of consumers, but it's a utilitarian look that will appeal to those who have only ever considered Subaru in the past. In all frankness, some of the inclusions of the Meridian actually make it worse for me, but this is an achingly good car despite some minor annoyances. What do you mean by annoyances? Mazda is the bread winner now when it comes to beeps and bongs galore, blaring like an alarm for any reason possible. Door locks are odd, too, unable to unlock an exterior door while the engine is running, even with the key right in your pocket or by pressing the buttons on the remote, not to mention the outside door handles feeling too hollow in operation. Some of the infotainment can be annoying and is reliant on you setting up favorites/presets, which is not just recommended but mandatory with its operation. Gas mileage could some improvements, drinking gas to the tune of 22 miles for every gallon, which is worse than the larger and more powerful CX-90 even. You might also have noticed the aggressive, all-terrain tires this Mazda is wearing, and while they do lend a hand to off-roading ability, they do lessen efficiency. And while the roof rack looks cool on here, it creates a vortex of wind noise. Oh well, we can't all be perfect. Pros? Many, chiefly the swell driving dynamics of this attractive, AWD crossover. With talkative and direct steering, the CX-50 has the bones of an enthusiast's car. In other words, it's easy to tell this comes from the same people that make the MX-5. Despite such accomplished control over its chassis and eagerness for corners, the ride quality is never uncomfortable either. There's few other ways of saying this: the CX-50 drives sweet . And this is done despite having an 'archaic' live rear axle, which gives it extra towing capacity (3,500 pounds here) over its CX-5 stablemate and other chief rivals. Even with its older rear suspension layout and those tires that give up grip in exchange for off-road performance, the CX-50 handles possessively well and runs rings around its direct competitors. Paired to that tight chassis is a turbocharged, 2.5L inline-four that makes 227 horsepower on regular 87, but can churn out 30 more if you fill up with premium. Torque is a towering 310 lb-ft, making this a highly flexible and satisfying mill in daily driving. 0-60 MPH also blitzes most all other contemporaries, taking a shade over six seconds. Yeah, it's thirsty, but the power is fun and the CX-50 has the handling to utilize and take advantage of its inherent pace. I do, however, wish the six-speed automatic were both quicker shifting and had two additional gears, which would hasten it further and likely improve the fuel economy. What many will find unexpected is the relative luxury of its interior. Sumptuous leather and other soft-touch materials adorn the cabin and makes for a classy and hospitable environment. Again, think your RAV4 is nice? It's a dungeon compared to the Mazda. Granted, this does bring another point of concern: price. At $44,010 as-tested, I wouldn't exactly call it affordable, but given the luxurious nature and gifted dynamics, you could go so far as to call it decent value if you compare it more to the glamor end of the market, like Mercedes and BMW. Would I recommend the Meridian Package? Only if you live in a climate that frequently gets snow or mud, as that's where those all-terrain tires will pay dividends. But for the most of us, the Meridian sacrifices function for form, and especially the (optional) noisy roof rack above. If you care about driving and want a modern and quality cabin, any flavor of CX-50 ought to be at the top of your shopping list for consideration. Comparison to CX-5 You might be wondering what the differences are between this new CX-50 and the older CX-5. Don't worry, you're likely not alone. The CX-50 is longer, wider, and lower by a couple inches in each direction for better looks, but apart from the exterior, they are difficult to tell apart. Both have luxurious interiors, the same engines, same deft handling properties (despite the CX-5 having independent rear suspension and the CX-50 missing this modernity), but the CX-50 can tow 3,500 pounds vs 2,000 pounds thanks to that stronger rear end. Further, the CX-50 has increased versatility thanks to its subtle capabilities when you venture off fresh pavement. After trying both in close proximity, I would lean to the newer CX-50 without a doubt, if anything for just the looks alone. 2024 Mazda CX-50 Turbo Meridian Edition As-teste price: $44,010 Pros: Nice interior and excellent performance/dynamics Cons: Not the most spacious; Power requires fuel unfortunately

This attractive sports sedan is less sport than its moniker suggests, but makes a capable grand tourer minus some frustrating electronics 2024 Acura TLX Type S review by The Road Beat Words and pictures: Mitchell Weitzman If you're thinking this is some kind of cut-price BMW M3, then walk away now; It just ain't that. Sorry to be the bearer of bad news, but the reality is that, despite the same Type S nameplate bestowed on the fabulous new Integra Type S, or Acura legends of the past, this hopped-up TLX is more of a luxurious grand tourer. Now, that's no bad thing, but keep in the mind the expectation given by its appearance. Take that metaphorical and physical step back and then you can appreciate the talents this sedan does possess, but even then, it comes across as confused and made for an audience that might as well not exist in the first place. Questionable electronics only further diminish its point. Don't get me wrong, there are plenty of areas where the TLX Type S excels. For example, its 355-horsepower turbocharged V6 makes easy and convincing power. 0-60 MPH, aided by all-wheel drive grip, takes just 4.5 seconds. But, more importantly, this TLX feels properly quick through the gears. The noise isn't terrible either, with a grunty grumble even if it does sound a bit synthetic. Back off for long cruising and the TLX can nearly get 30 MPG on a level highway, and I even averaged 25 MPG overall during a week together. As mentioned prior, with the TLX Type S better suited to a grand touring role, you might be inclined that that implies some degree of comfort, and you'd be right; The crimson leather seats are highly accommodating over longer periods, the road and wind noise levels are low, and the suspension soaks up most imperfections well while retaining positive control. With the practicality of four doors and a large trunk for luggage, the TLX can be an excellent long-distance tourer. And, when you do want to venture down a winding canyon road, you can turn a knob to sport, take control of the transmission manually, give it some revs, and proceed at a great pace despite this model wearing modest all-season tires. If you want sticky summer rubber, it's an option, but an expensive one. Brakes works well and boast a strong pedal feel, with the binders working well to slow pace when needed. You know, this seems like a pretty good car, until it just kind of isn't. Where does the TLX lack? Well, as a sports sedan, it's never exactly involving, coming across as rather inert and without character. Performance cars are supposed to be fun as well, and the TLX Type S is missing that all-important ingredient. It's not like a similarly priced BMW 3-series offers any increase in the fun department, because it definitely does not, but a Genesis G70 V6 certainly does so, with a properly organic chassis and natural rear-wheel drive playfulness and balance. There's a similar theme here with so many new cars, and the TLX Type S falls victim to it like so many others; Performance without any soul. Effective, yes, but it's not far off from playing a video game. And I'm not referencing a fancy sim set-up featuring iRacing, but more like Forza using an Xbox controller. Another demerit comes against the 10-speed automatic transmission, which can at least reel off rapid full-throttle upshifts, but it's easily too lazy in all other circumstances. Downshifts, especially in spirited driving where you want to use a lower ratio to provide engine braking and help control the chassis and your speed, are particularly woeful, being too long and with free-wheeling pauses in-between downshifts. The less said about Acura's horrendous trackpad infotainment system the better, but I am obliged to tell you how awkward and finicky it is in actual use. Instead of really ever having to utilize it, I just left it on a single satellite radio station the entire time to avoid any such headaches. And then there's the adaptive cruise control, which is - and I do not think I'm underselling this - the worst cruise control of any new car I've driven. How can this be? I mean, it's cruise control, cars have had cruise control for over 30 years now, yet this is appallingly in application. The problem here is that, with so many gears, the TLX is constantly changing to different ratios. As a result, speed can be lost on uphill sections of freeway as the tall 10th gear bogs the engine down, thus necessitating a downshift and then a subsequent burst of acceleration to make up the lost speed. But that's not even the worst bit. Because, once the road transitions to a downward slope, the Acura has an inkling to go above your set speed, before harshly applying the brakes to slow you back down. And no, these weren't even steep hills where the car can naturally just coast out of control and gain speed on its own. No, these are downhill grades that would still require a slight amount of throttle to even maintain your speed. And what's the Acura TLX Type S do? Gain speed, and then brake to rein itself back in. On my continuously up and down section of freeway on my daily commute, I couldn't take it and just never used the cruise control; it was that bad and annoying. It's one thing for it to relax the throttle to coast back down to your set speed, but to actually brake and cause discomfort? Awful! Not to mention the safety implications, because there were multiple times the Acura sharply slowed down with cars behind me who probably were thinking, "who the heck is this idiot?" At initial glance and acquaintance, the cabin is a well-made luxury environment, but the more time spent in it, it has an aged design to it with overly large plastic buttons in the center that cheapen the atmosphere. In short, a Genesis G70 is a nicer place to be, and I would know because I only just tested one a couple weeks prior. Further, I think a Lexus IS has a higher quality to it. At least the red seats look pretty rad. Look, I don't hate this car, but the cruise control alone would be enough reason to never want one. There's another issue, and that's the just mentioned Lexus IS, because I'm not talking about a pedestrian IS 350, but rather the V8-powered IS 500. The IS 500 has a starting price as good as exactly the same as this TLX, but has a raucous and charismatic V8 with more power, and the neutral, involving handling that a well-balanced RWD sports sedan can give you. If you're looking for a fun sports sedan, that's the clear winner here, and you'd be mad to choose this TLX Type S over it any day of the week. Does the TLX Type S warrant any kind of recommendation? Maybe over an Audi S4, because at least this is somewhat interesting. This is an effective and practical car with aggressive looks, but it does little truly, truly well and misses out on the fun factor. Oh, and that cruise control is a nightmare. Did I forget to mention the cruise control? 2024 Acura TLX Type S As-tested price: $58,795 Pros: Good looks; Attractive price Cons: Not engaging enough; User interface; worst cruise control ever tested 2024 Acura TLX Type S review by the Road Beat. All photos by Mitchell Weitzman Photography.

The Ridgeline is a good small truck, but it's too outdated inside 2024 Honda Ridgeline Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman You know a vehicle is outdated when even Toyota updates the Tacoma. With the Tacoma receiving its first major overhaul in what must be twenty years (no exaggeration), the Ridgeline is now the resident geriatric of small pickup trucks. Ironically, Honda's popular offering was always far ahead of the Tacoma in refinement, but it's now quite overdue for a revamp of its own. Luckily, it still drives plenty great, but the aging is most notable with the interior, as this no longer seems like a brand new vehicle built in 2024, especially one retailing closer to $50K than $40K. The new Tacoma and Colorado/Canyons twins both offer compelling enough choices to either go that route or, if you're a Honda stalwart, I'd hold off until a fresh model arrives. Strengths of Ridgelines past remain, offering a reasonably sized truck that fits in normal parking spaces, 'reasonable' fuel consumption, and a reasonable driving experience that is reminiscent of a car rather than a traditional pickup truck. Honda pioneered this concept of the everyday modern compact truck back when Tom Brady had only won several Super Bowls, building a truck-lite shape onto a modern unibody construction. The resulting vehicle drives tremendously well, and is also easy to commandeer in everyday scenarios. In fact, the best way to describe is that you simply forget that you're driving a truck. Besides, not everybody buying a truck needs 11,000 pounds of towing or whatever crazy statistic they want to throw out, but just something convenient with a pickup bed. And because of its modern and sophisticated mannerisms, the Canyon handles not like a truck, but like Honda's best crossovers and SUVs, with a poise and balance that has been absent from past Tacomas since, well, forever. Performance is compelling, too, with the smooth-operator V6 dishing out convincing power at the top of the rev range. With 280-horsepower, 0-60 MPH can be dealt in 6.5 seconds, which is still a great figure today, owing to how impressive that must've been ten years ago. Surprisingly, fuel economy is rather decent, averaging 22 MPG over a week, which easily trumps the paltry 17 MPG the outgoing V6 Tacoma would achieve. The tradeoff, however, is this V6 does lack low-end oomph, requiring downshifts to make normal progress or deeply burying your right foot to extract the most from it. When you do plant the throttle down, motivation is high, so either think of this as a weak on torque, or simply that it's, er, interactive. Most troubling with this powertrain is the nine-speed automatic that shifts all too lazily, especially on downshifts, where there can be a noticeable pause in-between gears. If you're trailering all 5,000 possible pounds and descending downhill, be wary of manually downshifting to help control your speed, as each cog down is met with an increase in speed on a steep enough slope. So, Honda, get a quicker shifting transmission. Smooth, yes, but this slush box is past its expiration date and can make necessary engine braking tricky. Negatives continue on the inside of the Ridgeline, and truthfully are the main point of concern with this lite truck. With no other fancy or clever way of putting it, the Ridgeline looks far too old inside to be a brand new vehicle in 2024. On a wider scale, it all just looks very 2016. Giving away the Obama-era roots are a small center display screen that oddly angles upwards, which makes it harder to see than it should, and large plastic buttons that might be easy to use, but are dated and ugly. Dour sums it up, and a new GMC Canyon looks ten years newer as a result. Even the refreshed Tacoma puts this aesthetic firmly in the rear view mirror. Quality and fit and finish are at least good, and nothing feels particularly flimsy per se, but gosh it looks old in there. Recent other Hondas have received a new design directive inside and its time the Ridgeline adopt the new, simplified, industrial-chic motif of its brethren. At least this Ridgeline does have leather seats, as a Tacoma (and its corresponding price hikes) would likely have fabric at this price point. Still, the leather does little to make up for the rest of the aging design inside. Some Ridgeline ingenuities do remain at least, like the convenient hidden storage underneath the truck bed. And this new Trailsport trim offers aggressive (for a Honda) tires and retuned suspension for enhanced off-road endeavors. Look, you're not going to be out jumping sand dunes along with a Ram TRX or Ford Raptor, but the added edge and capability make the Ridgeline more versatile and usable than ever, whilst also improving the look considerably with its newfound stature and visual purpose. While most are easily led to believe that a traditional body-on-frame structure is the strongest, Honda does claim their advanced unibody design is as durable, which maybe while we're at it, don't go on your smartphone and Google "Chevy Colorado broken frame..." The Honda Ridgeline, like an outgoing politician, is a bit of a lame duck where it stands right now. While massively ahead of its compatriot, the Toyota Tacoma, for so long, its Japanese rival has easily leapfrogged it with a jump larger than anticipated, offering improved refinement and capability in all the important places. Adding to the mix are Chevy and GMC with their revised Colorado and Canyon twins, complete with luxurious interior options, and then Hyundai on the other end of the spectrum with their crossover-with-a-bed Santa Cruz, and don't forget the Ford Ranger or Maverick for even more options. If you're wanting a Ridgeline, your best bet currently might be a used and/or certified one, because I can't imagine willingly forking over $46,830 for a brand new one like this. If you're needing one right this moment and want new, I'd honestly look elsewhere, but if you can afford waiting, the replacement Ridgeline (that ought to be coming somewhat soon) could be the revelation I'm hoping for. 2024 Honda Ridgeline Trailsport As-tested price: $46,830 Pros: Still great driving dynamics; Added off-road ability Cons: Dated and cheap feeling interior; the new Tacoma

Should call it the Land Crusher . Heavily revised and with a new powerplant, the new LX 600 signifies its purpose to bombastic effect Testing the new Lexus LX 600 on and off-road in Lone Pine. Words and pictures by Mitchell Weitzman. Let's address the elephant right away: this isn't a cheap vehicle. At a towering $107,585 asking price as-tested, it costs as much as four years of university for your kid. Shoot, you could put two kids through for that much! But boy oh boy is this an amazing machine. I've always had a soft spot the outgoing LX 570 for its nostalgic and indulgent charms despite being a bit of a homo robustus , but the new edition makes a case for itself on pure all-use merit. What's good What an interior. Not that the old one was bad, but it did suffer from a lipstick on a pig stigma of just simply having nice leather wrapped around old plastics. The new 600, however, has had a complete overhaul with updated materials everywhere, even better leather, attractive new screens (actually, two of them), and just a thoroughly modern yet classy aesthetic everywhere you look straight out of Architectural Digest . It's massively comfortable, with the LX 600 hauling four adults over 5 hours towards Mt. Whitney in complete serenity; It makes for an incredible road-trip machine. I like the size of the LX 600, being a full-size SUV at 200" long and with a 112" wheelbase, but it's not ridiculously huge like a Suburban (the LX's wheelbase and overall length are 20 and 25 inches shorter!), and therefore makes it relatively wieldy on any road. Inside, there's enough space in the first two rows for any-sized adults, with only the third-row best reserved as a jump seat, which it did come in handy a few times for shorter trips. Oh, and did I mention the third row raises and lowers completely electronically? Yes, none of that manual labor peasantry here. And when the third-row is folded flat, there's a gratuitous amount of space to fill with suitcases or some new furniture from West Elm. An expensive Mark Levinson stereo with 25 speakers will keep your tunes pumping at all times, too, like when want to hear Darude's Sandstorm when blazing through the desert for your inevitable Instagram and TikTok posting. Another positive is an improved seating position, allowing the driver to sit lower in the car and not feel like you're operating a school bus. What I love most about this new and improved LX is how it crushes the land beneath you, no matter the surface. Toyota might have previously sold the Land Cruiser (basically identical to the last LX 570) in the United States, but Lexus ought to call this the Land Crusher . With a new chassis underneath, this still retains the old-school body-on-frame architecture for soaring strength and purpose. What's most impressive now, perhaps, is how well behaved the big SUV is on paved roads. While the old model had slow steering that would wander around at freeway speeds, the new 600 tracks arrow-straight and with far more accuracy courtesy of an electrically assisted rack; Suddenly, it doesn't feel like a 20 year old SUV underneath! Bumps and potholes are simply obliterated, with only the harshest ones making their presence known, but for the most part, the ride is great and composed. On winding roads best suited for a Porsche GT car, the LX can carve its way through canyons like a tactical glacier that prior models had no hopes of doing. Gone also is the inevitable dread of feeling like you're going to tip over in turns. Grip isn't high of course, but the balance and willingness to change direction and handle corners at speed were profoundly surprising. Independent tests have verified that new LX 600s weigh a whopping 300 pounds less than comparable old LX 570 models, so this also makes for positive effects. Like I said, it's a great road-trip choice, but also makes for a really great vehicle to drive every day. And then there's what happens when the road turns to dirt, or mud, or water, or ash, or sand - whatever it is - it just works . Featuring a full-time 4WD system with a rotary knob to select 4L or 4H (normal), air suspension with ride height adjustments, axle locking, and terrain selector controls, the LX 600 will get you there in style and utter comfort. Only large rocks will ultimately thwart the Lexus due to ground clearance issues and the lack of true all-terrain tires, but what is most remarkable is the ease at which it operates, and the luxury it provides while doing so. To put it into perspective, drive the Lexus on dirt roads at 50+ MPH and it rides better (and is quieter, too) than most cars do on a paved road, and it won't even wander around like a lost puppy. On the sandier trails that surround the famous Alabama Hills near Lone Pine, the LX 600 just glides over the earth like nobody's business, without even jostling occupants over minor bumps. At one point, there was a creek with over a foot of water depth that separated a trail, and after seeing there were no rocks that would cause problems, I switched to 4L (likely completely unnecessary) and just powered through, making a wave of water that even splashed onto the windshield for a bit of fun. At one point, I aimed the Lexus up a steep dirt and uneven slope (I reckoned close to 40 degrees up), steep enough to make a friend ask, "Are you sure?" to which I didn't even respond - I wasn't about to doubt this beast! With 4L for the best crawling action and the ride height raised to the max, I just pitched it right up with the throttle on, with some low rocks and bumps being afterthoughts, and the Lexus never losing traction. Could other cars like a Subaru do it? Sure, but what makes the Lexus so outstanding is how easy tasks like this are for it, the lack of effort needed, and how comfortable passengers are when doing so. That's the power and beauty of a luxury off-roader. New for the LX 600 is a 3.4-liter twin-turbo V6 engine, replacing the aging, but charismatic 5.7-liter V8. Horsepower is now 409 for an increase of 26, but torque is way up at 479 foot-pounds (a gain of 76), making for a flexible and efficient engine, at least on paper. Why do I say on paper? Well, there is some turbo lag here, meaning a lack of response, but once the engine is making some boost, the LX 600 is vastly quicker than before, with 0-60 MPH happening in a reasonable 6.2 seconds, about a full second quicker than a prior LX 570. The new 10-speed automatic shifts smoothly, but did notice some delays when needing to pass as it needs to shuffle from sometimes 10th gear all the way to third or fourth. But in normal driving, the transmission works superbly and also quite good on the trails as long as you keep a steady and sure throttle applied - it's only abrupt changes where you notice some delays. For a such a space-consuming vehicle, fuel economy is actually not terrible, with 23 MPG being seen on level freeways at 72 MPH. My overall road trip economy was 20, and that included a fair bit of trail-blazing. I would expect to see a real world average of 18-19, which is a huge improvement of over 5 MPG between the old V8 model. What can be better It's not all good things, though, with a few quibbles here and there. The new infotainment system may be better than before, but it's not perfect. I think two screens is frankly dumb, with one for media and navigation and another for vehicle information and climate control, it just doesn't seem necessary, and especially with how close together they are. They're also not the easiest to use and the main screen is also far from a visually pretty screen with stark white backgrounds and plain graphics. Apple CarPlay does improve things, but this is a system that still needs work. I also dislike the climate controls, which are a combination of digital buttons and physical buttons weirdly. But, the biggest flaw with this design is some things you see on the screen can't be touched for adjustment, only displayed. You can digitally see your seat cooler or warmer, but you can't change it from the screen, but rather the physical switches ahead of the shifter. Just some strange choices there. The ignition button is in a strange location, too, being on the main media screen. This being the F Sport model brings sharpened looks with the massive 22" wheels (that somehow don't look big) and such, but these choices do not make for the best choice in off-roading, with the front bumper hanging too low even with the ride height raised; A Premium model with 18"wheels and chunkier tires might be your best bet for overlanding here. But, and this is a big but, the single biggest problem with the LX 600 is the price. At $107,585 this isn't even close to being the most expensive one, with that 'privilege' being given to the Ultra Luxury trim that comes in at close to $130,000. That model only has four seats, but the rear seats do have full reclining abilities and seat massagers even. As impressive and nice as that must be, it doesn't seem like a good way to spend that much money. A full-size Range Rover starts at a similar price, but maybe more worrying is that the new GMC Yukon AT4 (their reasonably capable off-road variant) can be had for over $20,000 less. It won't come close in terms of luxury and quality, but it has to be thought of from a price perspective. Luckily, the 'base' working-class LX 600 comes in at $90,000, but c'mon, do you really want your fancy Lexus SUV in 'base' flavor? Who cares? Because it's brilliant Honestly, I could care less about the disappointing infotainment screens and learn to acclimate and instead marvel at the everyday breadth of talents the Lexus offers. It's supremely comfortable and luxurious and drives great on any surface. There is competition in this luxury space, more than ever, but the LX 600 makes its case in a convincing package and manner that represents a large leap for the brand. 2022 Lexus LX 600 F Sport As-tested price: $107,585

Brilliant? Or lame a pretender? The Road Beat tests the new Santa Cruz to find out where it fits in. What is it? Hyundai's Santa Cruz, an 'almost-truck' aimed to capture buyers who don't need a full-sized, traditional truck. Based on a Hyundai Tucson crossover underneath, this unibody creation brings truck practicality and usefulness, but aims to drive just like a normal car. It's supposed to be a truck for people that don't necessarily need nor want a truck. But, is it any decent and does it have a place in the world? What's hot? Beauty is in the eye of the beholder, but I do think looks are extremely important in swaying the purchase of vehicles. With that said, some might hate the way the Santa Cruz. However, I myself completely dig the lunar rover aesthetic of it all, with sharp, upswept angular creases, and a large, smiling mouth decorated with sweet LED lighting. Yeah, it's cool. But, that's just my opinion. Unlike a full-size, light duty truck, the Santa Cruz drives like, well, a car. Being based on a unibody crossover platform, this comes as no surprise whatsoever. But, the question I had was how much like a car it would drive. The answer to that is yes, very. Behind the wheel, doesn't matter what type of road you're on, the Santa Cruz behaves and feels like a normal everyday vehicle. The only way you're reminded of the truck bed out back is when looking out behind you. On the road, the Santa Cruz feels remarkably small and easy to place anywhere. Heck, if you really wanted to, you can up the pace to relatively silly speeds on your favorite twisty bits if you so desire. This model featured Hyundai's all-wheel drive system, and it will understeer if you're being aggressive and just throwing it in to make that left turn arrow that's just turned yellow, but it handles well for a truck. And because it's not built to hold and tow as much as an F-150 and therefore doesn't need to be as stiff, the ride quality is controlled and comfortable, just like a crossover SUV. Despite the well-behaved road manners, Honda's Ridgeline does drive slightly better with improved steering from past experience. The interior on this Limited trim is nicely appointed, with all the modern features you could want, but I do think it could be nicer still for the asking price compared to crossover rivals. It is comfortable anywhere you sit, with enough room in the second row for adults, too. The bed is only 4.5 feet long, and this does make the Santa Cruz easy to park anywhere given its smallish (for a 'truck') dimensions (195" long by 75" wide). Worth mentioning, too, is the handy bed cover that retracts easily. Performance is noteworthy, courtesy of the turbocharged 2.5L inline-four that develops 281 horsepower and 311 pounds-feet of torque. Interestingly, the transmission is not a conventional automatic, but an eight-speed dual-clutch unit. In practice, it's very hard to tell it's a fancy, race-bred dual-clutch, but it does operate smoothly in this unique application. 0-60 MPH takes only six seconds flat, which makes merging rather easy, especially with the abundance of midrange pop. Base models get a normal automatic, front-wheel drive, and a non-turbocharged engine with 100 horsepower less. What's not? Fuel mileage is not game-changing, unfortunately. I would have hoped for better numbers considering the small size of this truck, but an average of only 21 MPG left me wanting for more. Shoot, a GMC Sierra with a big V8 doesn't get much less even. Freeway cruising yielded better results at least, netting 29 MPG on a two-way run at 71 MPH. Just, with how the Santa Cruz is pitched, I would have expected to average closer to crossovers, more at the 25 MPG overall range. The base engine with FWD ought to hit that number. Would this work better as a hybrid perhaps and be an even more unique proposition? Ford thinks so, with the upcoming Maverick having hybrid choices. And because this is a truck, we have to talk about payload and towing, neither of which are exactly outstanding at the surface. This example is rated to tow 5,000 pounds. Not so good, right? Well, it isn't, but also, how many people need to tow over 5,000 pounds? You can still tow jet skis, or a small boat (check your specs). Other 'half-trucks,' like the Honda Ridgeline, can't tow any extra pounds, and the Ford Maverick can only muster 4,000 in its best form. So, the rating might not be good on paper, but it is competitive. What it won't do is replace the capability of a Silverado, Ram, or F-150, all of which can tow literally double the weight. Payload on the Santa Cruz is around 1,500 pounds, which will be plenty for most people. Look, if you go into this expecting a full, capable truck experience, you're in the wrong place. Research what you need and go from there. Also, this specific example is far from affordable. Sure, it's a top-shelf Limited model with every available option, but over forty grand for a novelty niche is a far stretch. You can actually buy a light-duty truck for that, it won't be nearly as nice inside, but it will have loads and loads more usability and capability, too. To make a 'half-truck' work and make sense, it needs to be appealing price-wise, and I can't help but feel that, taking all the compromises into consideration, the Santa Cruz is about $5,000 too expensive. Why would you pay an extra five grand for this instead of the excellent Tucson crossover on which it's based? They should cost closer to each other, though it must be noted that the Tucson is not offered with this spunky turbo engine. Luckily, you can get a far cheaper version of a Santa Cruz, too, starting at $25,000, but this is the one anyone will desire, with all the candy. It is comparable on price with the Honda Ridgeline, but that is also too expensive for what it is. Should you get one? It depends on what you need. This is a niche vehicle, being a truck for people who don't necessarily need a truck. Maybe people will want one just to have something different. You could get a Hyundai crossover like the Tucson, or you can have a version with a short truck bed attached in the shape of the Santa Cruz. It's your choice. What it won't do is completely replace a real pickup truck from the American Big 3. I like how the Santa Cruz drives and looks, and the bed does add some unique possibilities. So, you just need to decide for yourself what you want from a vehicle. Is it worth having that little pickup bed? Or are you better off in a typical crossover SUV? The choice is yours. I'm glad, however, that we even get to have that choice. 2022 Hyundai Santa Cruz 2.5t Limited AWD Price as-tested: $41,500 Pros: Cool lunar buggy looks, truck practicality, drives like a car Cons: Divisive looks, 'truck people' might hate you, will you ever use or need the truck bed? Verdict: An interesting niche entry to give greater choice to the consumer

I expected to love the RC F, but I was wrong. I disliked this car. How could I possibly mean that, though, when the machine in question is a gorgeous shade of exotic yellow, has carbon fiber strewn all about, and has a naturally-aspirated V8 with nearly 500 horsepower? The spec list is arousing to say the least, but when boiled down to the brass tacks, time and lacking performance have taxed the RC F into an artifact best left untouched. I wanted to like this car and I truly believed that I would; It has all the correct ingredients to make for a riot of a driver's car after all. For further proof, all you have to look at are recent other fast Lexuses, too, all of which I was rather enamored by. The old-school super saloon GS F, that was sadly axed this past of year from production, and the LC 500, the newer super GT, is one of my favorite all-time cars for too many reasons to list. Because of the history of my love for fast Lexuses that all share the same romping five-oh V8, you could then imagine my expectations for the 'sports car' of the range. So where does it lack so severely? For starters, this example with the carbon package cost a towering $90,705. I'm sorry, what? You've got to be joking. The base starting price is under 70 grand, which is much more reasonable, but it is downright laughable here at almost 100 large as nothing this car does is worth even remotely close to that suicidal number. At least the LC 500 has a special interior that's easily worth double its price tag and stunning runway looks. Oh, and it's brilliant to drive as well. The GS F was a large sedan that wowed me with its athleticism and bargain value compared to German rivals. Those two models were each steals at the price when put up next to the cars they compete with, but not the RC F. This yellow creation has little going for it, especially with the price being right in the mix of BMW's M4, Audi's RS5, and the Merc C63. And, of course, these rivals absolutely trounce the RC F in every performance metric possible, and that includes driving excitement. You can't possibly say, "oh well it's cheaper at least," because you really can only say, "it's just not as good as that lot." I know some will like the look of the RC F - my friend did even - more for the shock and awe of its aggressive shapes and bulges, but I reckon it's not a good looking car. Most elements look like ugly aftermarket pieces tacked on for a role in a Fast and the Furious film, and the whole thing appears dowdy and fat while not completely unlike a vulgar set of running shoes/trainers. It does have presence, I'll give it that, but it's far from pretty. Cars like a new Mustang, a far cheaper sports car and a very nice looking one at that, suddenly becomes a vintage Ferrari Daytona when viewed in contrast. Dare I say it, but I don't think the highly controversial new M4 is any worse looking with its beaver buck teeth. Some will like the unabashed brute aesthetic of the RC F, but it's not for me. The shade of yellow is fabulous in its own right at least. A huge plus is an interior that has the usual Lexus build quality, which is to say it's solid and made to last. The leather seats are comfortable and have fantastic support in all the right places; excellent, excellent seats. The perforated steering wheel is a little fat, but still comfortable to hold. Not everyone might enjoy the leather's perforation texture, but I was indifferent to it. Along with bounds of leather in every direction your eyes catch, there are also a few placements of alcantara and carbon fiber to highlight and remind of its sporting purpose. While all this impresses, the cabin does look a little dated and lacks the theatre of other more modern cabins, for example Lexus' own LC 500. I also prefer the exuberant majesty of Mercedes' C63 interior as well. I'm sure when this car came out in 2014 that this was all rather impressive, but not so much 7 years later with some odd shapes here and there on the dash. Like how to the left of the wheel is a bulging air vent that then retreats inward only to crease back out for some lights and other switches - honestly kind of resembles a butt. Plus, the carbon on the door innards looks out of place by being the only use of it in the cabin and therefore clashing with other materials and textures. Almost as if Lexus thought, "oh no! We forgot to put carbon in the interior. Let's just throw some around the window switches then and in front of the passenger's knees." Between the chairs, you'll find the usual tumor-like Lexus infotainment radio and navigation display is still present, so please, please Lexus, update that nightmare acid-trip of an electronic system. Also, where's the head-up display? Corvettes have had head-up displays for two decades now, and you're telling me this RC F doesn't have one and at this ludicrous price? You're crazy. Despite the obvious age, the interior remains a thoroughly comfortable and quiet place to be and the back seats are even somewhat usable. It's definitely easy and pleasant enough for a grand touring aspect, too, so I wouldn't sweat about long-distance drives in the RC F. However, if you want real grand touring, get the LC 500 instead; it does it and everything else better. But where the RC F really let me down was in its driving experience. How could I possibly dislike a raucous V8-powered RWD sports car? The steering, first of all, is disconnected and vague. There are several drive modes and no matter which I chose I still never felt completely comfortable with the steering. I even figured the steering was too light at low speeds and lacked accuracy, but became disproportionately heavy in the sport modes at those same low speeds. Also, feel is basically nonexistent. Now, both the GS F and LC 500 also lacked feel, but they were accurate and inspired confidence where the RC F seems to be communicating with the front axle by means of a pager. Things do improve at higher speeds (above 60MPH) that help turn it into a relaxing and controlled highway cruiser. Handling is also meh. What if I told you the RC F fully gassed and ready to roll weighed a granite-like 4,000 pounds? Absurdity. It's very much okay to body shame cars still because where in the heck is all that weight coming from? Why? With so much mass to burden, it dilutes whatever handling chops this car could have, and leaves it feeling clumsy once you up the pace for spirited driving. There's lots of grip from the Michelin tires, but it's still discouraging to really explore its limits with that evident weight. A sports car this is not then, despite the carbon fiber all over and retractable wing (also made of carbon), the driving experience is not that of a sports car. A BMW M4, the F82 generation even that came out in the same year as the RC F, was a far better sports car that delivered comparatively razor sharp handling and responses when pushed. Oh, and it weighed 400 pounds less, too, and was the same size dimensionally. The new M4 has gained weight, but still undercuts the dense Lexus by a couple hundred pounds. The RC F is then best left at a 7/10s pace and cruising more like a traditional muscle car, but again, for the money that this example costs, get the LC 500 instead; it costs similar and does the cruising part better AND it's more enjoyable and balanced when really pushing to be a better sports car, too. In a small oversteer test on a tight, favorite, and safe corner of mine, I found the front to exhibit mild understeer on turn-in with a rear that needed moderate throttle to swing it around for a true Initial D impression. However, while I appreciated the slower responses to make it easier to manage as it oversteered, it was all rather sloppy and for sure has to do with so much weight coming around and needing to control it. The understeer surprised as well, but in the same test an LC 500 was more manageable and better balanced still. I feel on a track you'll just run into bounds of understeer, and that won't make for a fun time in the slightest. Brakes, throughout all my testing, were terrific I must say. While I love naturally aspirated engines, especially those that rev over 7,000 RPM and have at least 8 cylinders (oh, just like this one!), I think we've hit a point where the glorious 5.0L V8 in this Lexus is no longer sufficient. Numbers-wise and from behind the wheel, it's just far too slow against competitors. There's no hiding it, because Mercedes C63s and BMW M4s literally obliterate the Lexus in straight line speed. One of the best sports cars on sale right now, a Porsche Cayman GTS 4.0 will also dust the porky Lexus. It does make a good noise, mostly courtesy of a rambunctious induction roar up front from the intake swallowing oxygen, but the exhaust is largely and strangely absent. That's a shame since the exhaust in the LC 500 makes NASCAR-esque sounds from its tailpipes, but the pipes behind the RC F are oddly muted, even in the sport modes I didn't notice any change in sound. Either way, acceleration testing revealed a 0-60MPH time of 4.2 seconds, a time that would have been quick ten years ago, but is far less impressive today. And except when you have the tach swinging above 5,000 RPM, it just never feels that fast, exacerbated further by a lack of engine and exhaust noise below 4,000 RPM until the intake awakes. Seriously, until 4,000 RPM, it's a very quiet machine. So the solution then is to keep the revs up when you want some attitude. Okay, that's enjoyable at least, but I would have hoped for far more flexibility from a big V8. The transmission is an eight-speed automatic with steering wheel mounted paddles that I suggest you use as it can regularly hunt for gears left to its own accord. With the motor romping though, I found the transmission to deliver decently quick upshifts, but downshifts were on the slower side and not as smooth as other eight-speed autos I've tried, let alone some dual-clutch transmissions. The LC, with its ten-speed automatic, brought crisper and quicker shifts (both up and down) that made for a more satisfying experience. Another odd item was the throttle response from slow speeds. I'm not kidding when I say that, when pulling away from a stop, the RC F feels like it's towing a trailer full of bricks; it feels so slow. And it's only from a stop. Sport+ slightly helps, but in normal mode you go to press the throttle to start moving and almost nothing happens. Such a strange calibration by the engineers and it doesn't help that the car tries to upshift into second gear as early as possible, too. I understand about creating a throttle that's smooth and easy to modulate, but not a throttle that mimics a full-loaded dump truck. You might expect the RC F to be a thirsty car and you'd be right, but not as terrible as you'd think. In a day of moderately hard driving I saw 16 MPG, but when driven completely normal to work and back each day that number grew to 19.5 at least. Highway mileage surprised me when I saw a recorded 27 MPG. So it's thirsty, but only when you want it to be. I was so excited to have a week with another bright yellow Lexus and proper F badging. I adored the GS F and LC 500, and so it was mystifying to come to find that the RC F shared so few traits with its excellent brethren. Lexus can do better than this, and that's what might be the most disappointing aspect. And it's not just that it isn't fast enough; there is no singular standout feature here. An LC 500 isn't any faster, but it has a mesmerizing interior and it looks and feels oh so special. At the base price of under 70, the RC F would be a more convincing choice, but inflated with Porsche-esque options and it becomes utter nonsense. But even at that base price, don't expect this to be a riot of a sports car; you have to treat as more of a luxury cruising muscle car. But if you want a muscle car, there's the new Mustang Mach 1 with similar power and offers worlds more track performance for about $60,000. Strange days, these, a time where a 472 horsepower naturally aspirated RWD sports car fails to satisfy. 2021 Lexus RC F As-tested price: $90,705 Base price: $66,900 Pros: The V8 when on song; comfortable interior Cons: cheap looks; insane sticker price; handling and performance not up to 2021 standards Verdict: A miss from a team that knows how to make a great driver's car; in need of an urgent, complete overhaul.

The Palisade and Telluride twins are no longer the undisputed cream of the SUV crop, but they are still loaded with value. 2024 Hyundai Palisade review by The Road Beat Words and pictures: Mitchell Weitzman Perhaps the most impressive feature of my tested 2024 Hyundai Palisade XRT is the sticker price: $45,550. As this XRT is a mid-range model featuring an assortment of essential bells and whistles from their premium lines (plus some snazzy gloss black highlights), I was massively impressed at just how nice and accommodating an interior it still provides for the price. When it comes to other brands, only the highest of lines and trims are truly desirable, with retail prices creeping ever higher. Luckily, that is not the case with the mighty Palisade, and while you can go further and spoon for the coveted Limited or Calligraphy editions, it's this XRT that demonstrates what Hyundai does best: value. Let it be clear that I don't think the Palisade or the Telluride (it's identical Kia twin) are the best mainstream SUVs available anymore. After being on the market for nearly six years, competitors have released wholly-revamped and impressive new models. Some examples include the luxurious Mazda CX-90 that rules the roost when it comes to handling and outright luxury, and the spacious and simple Toyota Grand Highlander that is simply too good at all the things that matter to consumers. Where the Palisade falls notably short is in the engine department, clinging on to life with an aging 3.8L V6. Now, I love naturally-aspirated and six-cylinder powerplants, but this mill is too thirsty and weak on flexible, usable power. Mazda, with their newly-developed (and powerful) inline-six turbo can achieve anywhere from 23-26 MPG overall in my prior testing, but the Palisade? A paltry 19 MPG. If the tradeoff were an explosive and energetic engine, then sure, maybe that's a compromise worth considering, but that's not true at all here in the case of the Hyundai. In the default driving modes, this big V6 is weak on low-end toque, exacerbated by falling victim to a tall second gear that can spell trouble. For example, there's a tricky intersection leaving my gym, where you need to merge into moving, 55 MPH traffic, and the view for incoming cars is restricted. All was clear as I initially and casually turned and began to accelerated when I saw a small Ford appear in my rearview mirror, closing the gap very quickly. So I prodded down on the accelerator just as the Palisade already shifted into second gear, and I was met with absolutely nothing. I didn't stamp and floor it, I wouldn't have needed to in other cars, but I should have, as the Palisade refused to kick down back to first, even at 75% throttle, in this awkward grey zone of 20ish MPH. I felt like I was going nowhere, but eventually some revs were built and acceleration piled on. In an engine of this capacity, there should be considerable or enough shove from a low RPM in second gear (a trait people usually refer to as 'torquey'), but this Palisade lacks any and all oomph until higher engine speeds. There were other casual cases and instances of a shift to third on neighborhood roads that required an immediate change back down to second. But most worryingly is the reluctance to drop back down a gear. There is a chance that this is by design to have the car upshift eagerly as a way to reduce emissions while increasing fuel economy, but the dead spot it leaves in the rev range can be frustrating and even debilitating. Main criticism out of the way, the Palisade is more than spacious and accommodating inside. And among big SUVs of this class that can actually be bought for $45K, the quality and finishing impress. Packaging is also smart and convenient in the way of storage for all passengers in any seat, and the air conditioning is ice cold, one of the best I've experienced for 100+ degrees days. Comfort is good as well, though despite the myriad of USB ports, you do need a wired connection for Apple CarPlay rather than wireless, a trait all Hyundais still share for whatever dumb reason in 2024 (2025 models I believe will finally be wireless in this regard). There are some cheap plastics located about, and the seats aren't real leather, though they're decent enough to fool many, and missing is the panoramic moonroof normally reserved for higher-end models. To put an interesting perspective on how to judge and approach the cabin quality, at first I thought this was a $52,000 or more Palisade, which left me disappointed and thinking, "that's it?" Upon a glance at the attractive window sticker, my thought changed to, "Wow, this is pretty good!" Safety systems are plentiful with all the usual suit of blind spot and collisions warnings, but I do find Hyundai radar cruise control too intrusive and can struggle to maintain your set speed on hills. Also, there's a start/stop feature to save on gas, but annoyingly, I felt each cycle of ignition was too noticeable with a subtle shake upon startup, and the engine would almost instantaneously turn off when putting the car in park before stupidly refiring once I took my foot off the brake (despite being in park) just to manually turn it off myself; Kind of wasteful and annoying. Push buttons for PRND are not my favorite, and there can be a delay when trying to quickly select a gear, like if you're in a hurry backing up and then push the D for forward, there can be times where it continues to roll back momentarily even after selecting forward drive. Palisades are not canyon carvers with their lazier, comfort-oriented handling, but they are at least instilled with decent body control when inputs are needed. Quick transitions are average for the class, and so is composure and balance when subjecting the big Palisade to a looping freeway onramp, but the tires dig into the pavement and luckily resist major signs of torrid understeer. Some drivers will appreciate the light steering and the subsequent low effort to drive, but I do prefer increased weighting myself. Luckily, the ride quality is beautiful at most all times and handles bumps with aplomb, and wind noise is minimized, too, helping for long journeys. This might sound like a negative review, and there are definitely a fair share of demerits mentioned, but the value the Palisade brings is frankly phenomenal. I do think most drivers would be better suited to a Grand Highlander for a mass appealing option, especially when forking over the big bucks for a Platinum trim and the gutsy Hybrid MAX option Toyota offers, but in the range of lower-tier trims and prices, the Palisade dominates with how much relative quality you get for the price. And the engine complaints could also be overcome with more acclimation to its driving style and shift mapping, even if it should be figured out by Hyundai first. If spending over $50,000 for a new big SUV, I don't think I'd look at a Palisade or Telluride anymore, but if your target spend is under less, even quite a ways under $50k, the Palisade brings excellent value that makes it tough to beat. 2024 Hyundai Palisade XRT AWD Price as-tested: $45,550 Pros: Still incredible value and thoughtful design Cons: Lazy V6 engine and gearbox; Grand Highlanders 2024 Hyundai Palisade Review by The Road Beat. Photos with mitchellweitzmanphoto.com .