Search Results

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

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

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

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

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

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

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

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

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

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.