Search Results

This Volvo has exciting qualities, but annoyances hold it back from its aspiring star status 2025 Volvo XC60 Recharge review by The Road Beat Words and pictures: Mitchell Weitzman Volvo and The Road Beat have incurred a less than fortunate history from the Swedish brand, with a majority of models displaying technical glitches at one point, an absolutely unacceptable trait in our modern and user interface-focused world. The good news is that this most recent XC60 displayed no such calamities. However, the usual normal Volvo drawbacks still remain that make this luxurious and rapid crossover a tougher sell than it should be. This particular example has been enhanced with the Polestar Engineered package and costs a whopping $77,345. Strengths consist of the usual Volvo variety, like the exquisite looking interior and understatedly handsome exterior. This Polestar edition has some glowing brake calipers (big and beefy front brakes, but a pathetic floating caliper in the rear) and fission-derived seatbelt colors for added eye candy. On the road, this XC60 is quiet and refined with exceedingly comfortable seats, offering a myriad of adjustments, while the leather and most tactile surfaces signify true luxury. A great example of detail can be found in the metal grilles for the excellent Bowers & Wilkens sound system. In the center of the dash rests a large display panel to handle all vehicle settings (including climate) and entertainment, and is mostly easy to learn after some trial and error. I did also like the presence of the keyless proximity-sensing entry on all four doors instead of just the front two, and Volvos also are significantly less annoying in terms of obligatory beeps and bongs, like when opening the door while in park. Recharge for this XC60 refers to its plug-in hybrid powertrain, and a powerful one at that. With 455 total system horsepower, this XC60 can be an unassuming cruise missile, rocketing to 60 MPH from naught in just under 4.5 seconds. Kudos also to Volvo for refining this hybrid setup so there is zero driveline lash or uncomfortable bonks and knocks during transitions from electric mode and to when the combustion engine ignites; Mazda could use some studying here to implement with their new CX-90 plug-in hybrid. The battery alone won't take you more than 30 miles in the real world when fully charged, but that still can be useful for many drivers on short commutes, and the combined gas mileage during 500 miles of mixed freeway and city/traffic stood at a reasonable 26, not bad for a car that basically has a secret fire mode for such straight line performance. Already having mentioned the overall comfort and hospitality, the XC60 with Polestar Engineered package may not exactly live for the bends, but it doesn't shy away from corners either, displaying admirable grip and composure in spirited driving on some of my favorite Monterey roads. The steering feels artificial in terms of weight, and that's with it set to 'firm,' but there's accuracy to be found and it's quite easy to toss into turns and squeeze onto the throttle on exit, relying on the the AWD system to put power down predictably to the road. Not a true sports SUV like an X3 M, but the talents at least surprised me when driven at 7/10ths on public roads. I did find the ride quality too stiff over mild and moderate bumps, but surprisingly refined and controlled when the bumps and road get really bad and out of shape; 22-inch wheels also surely don't help contribute to the ride either. Another important question to address: is the Polestar package worth it? For most casual consumers, no, and will likely be treated more as appearance package than anything else. Is it more dynamically accomplished than a non-Polestar XC60? Sure, but it's marginal at best, and while this XC60 still remains a competent dance partner, it's not the overtly sporting mid-size SUV you might expect given the price and flash. Yet, there are teething Volvo problems that still remain, and ones annoying enough to keep someone like myself (admittedly overly picky at times) from considering one. Like, with nearly all Volvos, the volume knob is too loose and makes audibly loud clicks with each turn. For an otherwise highly luxurious interior, the volume knob is so lackluster and all the bigger nuisance since, honestly, how do you mess up a volume knob? It's so simple. And with the screen itself, again Volvo displays ineptitude by not allowing the rear-view and top-view cameras to display concurrently. With such a large center screen, this is laughable oversight, as even modest Toyotas can show both cameras at once. Instead, you have to awkwardly click between views. Also with the screen, because literally everything is tied-into it, including climate control, there are times where certain items are restricted. I was in the middle of an interesting parking maneuver when a passenger wanted to adjust the climate, but doing so would remove the assistance of the cameras that I was utilizing. Or when using the map, same thing - can't pull up and adjust climate while entering in an address. The resulting cleanliness and streamlined nature of the interior design are welcome, but by combining all settings into the screen, it means you can't do certain things at the same time and restricts what the passenger can do until you are finished. Another curiosity came with the powerplant, which while stonking fast, it wasn't always fast. Case in point were during several passing scenarios where I would suddenly mash the throttle to overtake, and I definitely would not get all 455 horsepower. Other times I would, but that was when I would progressively roll onto the throttle. But it still seemed inconsistent, because leaving a stop and needing to go, there were times I got all advertised ponies, but other times were sorely lacking, so much so that a passenger questioned by 455-horsepower claim. It could have had to do with a lack of battery charge, yet being a hybrid, there shouldn't be such inconsistencies . Now, there is a setting in the display to engage Polestar mode for optimal performance on command, but that setting is two clicks away in the screen at any time, and often when you are driving, you don't have time (nor the attention to give) to make two clumsy clicks on a distracting screen. Also, the radar cruise control is too intrusive for my liking and will not coast up to cars, favoring to instead brake too far in advance despite having the closest following distances. This was a better Volvo experience than recent offerings, but there are still issues that may not be able to be overlooked by everyone, including myself. The inconsistency of performance was a glaring one, and that was when driving in the default hybrid mode. And the screen can be easy to use, but also still maddening at times (at least it didn't freeze like in other Volvos) with the limitations presented. I would also encourage using the volume control on the steering wheel to avoid the unsatisfying looseness and clicking of the overly large central knob. So, depending what you value, the Volvo can still be a great choice with its looks and mostly expertly-crafted cabin and flexibility of its plug-in hybrid power unit. For this reviewer, the fundamentals impress, but the details hold it back still. At $77,345 retail as tested, it's not even close to an affordable proposition, and overlaps with the starting price of the much more capable BMW X3 M and the excellent all-rounder Porsche Macan S, which is the darling of most publications. 2025 Volvo XC60 Recharge AWD Polestar Engineered As-tested price: $77,345 Pros: Handsome inside and out: Quick when it delivers Cons: Too expensive; Display annoying at times Thank you for reading our 2025 Volvo XC60 Recharge review. Photography by mitchellweitzmanphoto.com .

A stupendous, upscale offering of the Civic Type R, the Integra Type S is one of the best daily driving performance cars. 2024 Acura Integra Type S Review with The Road Beat. Words and pictures by Mitchell Weitzman I adored the Honda Civic Type R, but I won't be the first to admit it's a rather stiff and uncompromising car. I'm young and can still put up with such a thing, but many others will want a creature that is, for lack of a better word despite the cliché, more grown-up. Re-enter the Integra, this time with a Type S badge slabbed on the back and front fenders, complete with ferocious flares and three exhaust pipes to separate it from it's more mundane A-Spec iteration. When I drove the Integra initially last year in that basic form, I thoroughly enjoyed the car, but found it lacking for speed. By no means an affordable car, carrying a hefty premium over a Civic Type R, the Integra Type S is my favorite of the two and one of the most enjoyable everyday performance cars maybe ever. Yes, it's over 50 grand, for front-wheel drive and what is essentially a Honda. Does it really matter when it's this good and involving? Not really. Changes (improvements) over the Civic Type R include a handsome, sharply tailored body bereft of any silly wings, an upscale and comfortable (also quieter) interior, and suspension that doesn't punish your backside each day on your way to work. This will sound crazier than it actually is, but do we all remember when BMW M3s cost only just this much? It's really not all that dissimilar from one when all things are considered like the size, levels of power, a hospitable cabin, and six-speed manual that shifts far more fluidly than a BMW stick ever could aspire to. I'm not calling this a replacement to an M3, but as a modern day performance sedan occupying that price point of old, it convinces admirably. What else is so great about the Integra Type S? This is simply a car that is a joy to drive in any real-world scenario, from highway commuting to your local backroads. 320 horsepower is produced by the two-liter engine, featuring a big wallop in the way of turbocharged forced-induced boost. It's a unit that enjoys being worked hard and loses little even at the top of the rev range. Sounds decent, too. Turbo lag is present at lower engine speeds, but this flaw only adds character to the experience as you wait for the rush and surge of energy. 0-60 MPH takes a 5.2 seconds, which is hardly going to set any records, but this is a car that rarely leaves you wanting for more power as it's mightily exploitable on public roads and to great satisfaction; If anything, it feels quicker than that benchmark number suggests. Add in the previously mentioned and excellent manual transmission, with well-judged ratios that mechanically glides through the gears with pronounced precision, and you have one involving machine. If anything, it's almost too easy to drive, with a clutch that could require increased effort, but great things don't always have to be difficult. The fact that this car is as easy to drive smoothly as it is owes more testament to the engineers for making a car that simply works. Sure, there is torque steer and easily-induced wheelspin due to the front-wheel drive layout, but only from low speeds in first or second gear, and I can kind of like the extra work needed to learn the car and its characteristics, knowing when to gently squeeze onto the throttle verse mashing it like a game of whack-a-mole. Understeer is rarely understood by the Integra, with grip and poise being dished out in euphoric doses around the bends. 265-width Michelin tires at each corner certainly contribute to this, but it's also the manner in which the Teggy can plant its nose right into the asphalt leaving corners and just kind of pulls you along in ferocious fashion. There will be times you do need to tread lightly when getting back on the power, but that only adds to the nuance and involvement. Yes, there is a fancy and wickedly capable front limited-slip differential that does wonder to make life easier, but it still needs input from its user, you, to make it work correctly. Aim the Integra Type S at a series of bends and there really aren't many cars that are faster than it from point A to point B on public roads. A supercar can't be fully used while the Integra can, and a good driver in the Acura can really quite embarrass a naive GT3 or 458 owner. Handling remains impossibly neutral as corners are negotiated with foresight. And, unlike the Civic Type R, the Integra Type S deals with bumps in a controlled way, rather that the Civic's desire to beat the asphalt back into the ground, which can become, well uncomfortable. The seats here don't do as much for support, but they do a decent enough job away from the race track. The brake pedal also gives a reassuring confirmation of stopping each time. For driver customization, there are separate settings for the throttle, steering, and suspension firmness, finding that I liked having the most aggressive throttle, medium steering, and soft or middle suspension for use on my roads. If there's anything I wasn't fully fond of, it is the steering, as each mode still just feels slightly off or unnatural at times. The heaviest setting was artificially weighted, and the standard too light at times and with a delay to inputs right off-center. As you could guess from a car wearing the Acura badge, it's considerably more well-furnished than its Honda corporate sibling. Soft-touch materials are abundant and the faux-suede on the seats gives a premium feel to your body. Just looking around the cabin, let alone when your hand touches any part of it, you do quickly appreciate and understand that this is a considerably nicer car than a Civic Type R. What's most appreciated, though, is the increased sound deadening in the Integra, helping make this sports sedan a consummate cruiser on the highway and a very relaxing car to drive when on a long haul. A road trip in a Type R might be met with some skepticism, but in the Integra Type S? Comfier seats, relaxed suspension, and the lower road and wind noise mean it's much easier to live with day-in and day-out. Despite all the added creature comforts, Acura says the Type S is only 31 pounds heavier than a Type R. Also of incredible note is then fuel economy, where I averaged an impressive 26 MPG overall throughout the week. There's very little to dislike about the Integra Type S. I said in my original review of the Integra A-Spec I drove last year that Acura needed a high-performance variant, and perhaps that the fast version should maybe be the only Integra even offered. The DC2 Integra Type R is a celebrated champion for very good reason, and it's the model most think of and picture when the name Integra enters their mind. This new Type S captures the spirit and nostalgia magically well, and even if it's turbocharged rather than a 9,000 RPM screamer, this is one of the most analogue performance vehicles available today and an incredible driver's car. The only thing I really don't like is the price; It's not cheap. Even the Civic Type R at seven or eight grand less is still pricey when you remember Hyundai sells their exuberant and excellent Elantra N for under $40,000, which can't be beat for value. However, the truth of the matter is that I loved each drive in the Integra Type S. I loved walking up to it and seeing those swollen arches. I loved seeing the name Integra embossed into the front bumper. I loved each gear shift and the way this turbocharged power plant attacks revolutions. I also loved sitting on the highway on cruise control, soaking up the miles in comfort knowing the feral creature awaiting underneath. If you can get past the entry fee for one, this is a brilliant car and one of the best sports sedans on sale today. 2024 Acura Integra Type S review As-tested price: $52,595 Pros: Almost everything Cons: Sticker price

This enormous and range-topping Toyota Grand Highlander now has a powerful hybrid power unit 2024 Toyota Grand Highlander Hybrid MAX review by The Road Beat Words and pictures: Mitchell Weitzman Grand has many interpretations. According to Merriam-Webster, these range from "having more importance than others," and "marked by a regal form and dignity," or "large and striking in size." This is a Toyota after all, and so I think we can cross out the middle option, but the others can be quite applicable and accurate in what the Grand Highlander aims for and achieves. Grand in many senses, but not all, this Toyota Grand Highlander Hybrid with the powerful MAX powertrain option is one of the most complete cars Toyota has ever produced. Grand Well, it's big; That much is very easy to see. Measuring 201" long, it's curiously only four to six inches longer than the normal Highlander, but like many will tell you, sometimes it only takes an inch to make a grand difference. And it's when you climb aboard that you do realize the subtle extension has made for a considerably roomy interior. Have plans to use a third of seats on the regular? Signed, sealed, and delivered, as the previously tiny jump seats are now fully-fledged to accommodate adults even somewhat comfortably. Packaging was also a priority, with lots of convenient charging ports for children and passengers littered about in each and every corner in logical locations. Ergonomics and comfort are great, and the user interface is also easy to navigate on the large center screen. Storage impresses, too, with generous center console storage and layout for your personal items. There's no other way to say it except that this is a huge car inside, and short of committing to a minivan or an enormously excessive Suburban, this is one of the most spacious vehicles available today and shows the designers put considerable effort into making use of all that precious space. With Toyota's so-called Hybrid MAX powertrain fitted here, this Grand Highlander churns out a healthy 362-horsepower via a turbocharged engine and two electric motors. If you're keeping score, that's a considerable boost over the 265 horses the non-hybrid version makes, and an increase of 117 above the standard Hybrid's 245 figure. With such potency under the hood, 0-60 MPH happens easily in less than six seconds, but the real story is just how responsive and capable this configuration is in the real world, rendering passing a breeze when needed. I would expect a Toyota hybrid system to have smooth and transparent operation as it switches the combustion engine off and on, and the Grand Highlander Hybrid Max holds up the standard. And unlike older four-cylinder engines Toyota makes, this new 2.4L turbocharged unit shows marked improvements in NVH levels, both sounding better, and just being an overall smoother engine than before. Have a boat? This Grand Highlander Hybrid Max can tow 5,000 pounds, too. Get the Grand Highlander out on the road, and while it's big, it luckily doesn't feel that huge on the road. Don't mistake what I'm saying, because it does feel big, but I was surprised it didn't feel overly large like a Sequoia. And for what it's worth, this Grand Highlander has a better second and third row seat than the expensive and excessive Sequoia. Back to driving, it's also quiet enough for covering soothing long-distances, and the suspension soaks up bumps nicely. The steering is light, which helps shrink its mass artificially, and makes for easy cruising with little effort. I also like that you can disable the fussy and intrusive radar cruise control on new Toyotas and use just the regular standard mode, which I greatly prefer. Less than grand Despite the prodigious and impressive power, the Grand Highlander as configured does not get the gas mileage I would hope from a Toyota hybrid. The window sticker might show a combined 27 MPG, but I averaged a disappointing 23.5 in tame and responsible daily mixed driving. And I just mentioned how the light steering makes it easy for cruising and maneuvering, it does lack substance and feel; I would prefer extra weighting for increased confidence and control around my local country roads. Even though this is the Platinum edition, which is the top-shelf of the Grand Highlander range, the interior lacks the same luxury as the also-new Mazda CX-90, which showcases rather exquisite leather and finishing in contrast to the Toyota's utilitarian approach. Speaking of Platinum, this Grand Highlander Hybrid Max Platinum costs a whopping $59,878. It's definitely big and packaged well, but I don't think it's quite nice enough inside to warrant that price, especially once you're inside a CX-90. If there is one aspect that is telling, this Platinum is easily on par with a $20,000 extra Sequoia Platinum, which really doesn't look good for the Sequoia all things considered (and this has more interior space...). Also to be aware of, make sure you fumble through the overly-complicated steering wheel controls to turn off 'PDA,' an active driving assistant that brakes on its own whenever you follow another car, and that's with not using any kind of cruise control. It's so aggressive that, in many scenarios, I had to fight it and push the throttle pedal to maintain speed, as I could feel the car wanting to sharply brake, but with cars following me close behind, I don't want the car to cause a collision and be hit from behind! I would go as far to call it fundamentally dangerous, so turn that crap off. Overly crowded is the steering wheel with too many buttons and it's dumbfounding that some safety features have to be accessed from the wheel instead of the center display, where not only would it be easier, but they're not even present to begin with. There are other issues, too, but I'm 99% sure these were isolated detractors: that same center display showed several instances of catastrophic failure. What would I classify as a catastrophic failure? Simply, the center display, at random, would repeatedly turn off and on, rebooting over and over. This didn't happen every time, but it happened more than it should (at least four different drives); It should only happen literally zero times. I had a short drive once where the screen was entirely inoperable because it just kept restarting on repeat. That's not acceptable in the slightest, and this test example had over 8,000 miles on it, so I'm confident that I'm not the first to experience this. Grand enough? Releasing the Grand Highlander has put Toyota in an interesting position. Despite the technology glitch mentioned above, this is the most complete new vehicle Toyota makes, with several versions to choose from, and it has huge space for those with larger families (both human and fur babies). I would easily recommend it over the standard not-so-grand Highlander as it costs only marginally extra, but you get lots more. Mazda and the CX-90 may be an improvement on the luxury front, but the Grand Highlander bests it for interior space and convenience. And the redesigned Honda Pilot? The Grand Highlander renders it outdated already. Unless you needed the massive towing capacity of a Sequoia, this is the better daily car, getting improved gas mileage, boasting improved interior space, and it's also just as nice inside (the Sequoia's luxury price tag is very undeserving). So, by its interesting position, it has the ability cannibalize (and kind of rightfully so) sales of both the regular Highlander and Sequoia for most drivers. With most consumers' priorities considered, the Grand Highlander Hybrid can makes quite a lot of sense, and that's a grand achievement coming from Toyota. 2024 Toyota Grand Highlander Platinum Hybrid MAX As-tested price: $59,878 Pros: Enormous and thoughtful interior; Convincing hybrid powertrain Cons: 60 grand? Lacks the grace of Mazda's CX-90 Toyota Grand Highlander Hybrid MAX review by The Road Beat with photos by mitchellweitzmanphoto.com

Another Volvo, another debilitating electronic hiccup 2025 Volvo V60 Cross Country review by The Road Beat Words and pictures: Mitchell Weitzman I used to love Volvos. What, with their stylishly discreet Scandinavian exteriors and luxurious interiors that punched above their weight (price tag), they were the understated choice for the thinking person. Then, a few years ago, I noticed a trend where nearly every single Volvo I tested would exhibit technical and electronic glitches at some point during my weeklong test. This consistency of failure now has me disregarding the brand entirely because of how embarrassing these continued hiccups are, and this latest attempt proves my point. So where did it all go wrong with this particular 2025 model year Volvo V60? I received a notification for an over-the-air software update a day into my test, which is all fine, but then the car's center display unit estimated it would take a whopping 90 minutes and be inaccessible during that time. No bother, I was in no rush, instead spending several hours of the gym during the install, seemingly having gone smoothly. The next day, after zero signs of fault, that's where the Volvo curse struck again: just after and upon entering the freeway in the afternoon for my commute home, the center display completely froze. Don't believe me? Here's a video below: As you can see, not a single button or digital item responded - not even the dang physical volume knob! At least I had turned the air conditioning already on prior to this suspended animation (it was 100 degrees out), because I had another exact instance of this issue in a prior Volvo where it froze before I could activate the climate control. Now, I was already on the freeway, and eventually turning the car off and on did fix the problem (though it took nearly a minute for the screen to reboot, and yes, that's way longer than normal), but I wasn't going to pull over on the freeway and stop and wait for the car to grow a conscience and attempt and figure itself out- I wanted to get home. You might think that this isn't a big deal, but it is and let me tell you why: I've tested cars each week for the past four years now. That's roughly over 200 new cars. Eight of those have suffered frozen and inoperable screens at some point in my test, and of those eight, six of them have been Volvos. That's why it's a problem, and I simply cannot trust any new Volvo to reliably operate anymore and therefore cannot recommend a new Volvo to anyone unless you enjoy subjecting yourself to such inconvenience. When your phone starts freezing, what do you do? Usually it means it's time for a new one. What else don't I like about about the Volvo V60? The backup camera at night is too dark (another common Volvo trait - you have to apply the brakes to prompt the brake lights for additional illumination), the huge center display screen will not allow you to view the rear-view and top-view cameras at the same time (A freaking Toyota RAV4 can do this these days even lol), even though there is acreage of screen real estate to do so, and the volume knob clicks too loudly, where you can hear each click even at speed (this is also common of all Volvos and they do have the worst volume knobs of any new vehicles). And for some reason, the speed at which the windows roll down is oddly glacial. Mentioning the climate again, there are five fan speeds to choose from, and levels three through five are identical with no discernable difference felt nor heard. So basically you get 1 - barely on, 2 - slightly on, or 3 - full blast tornado mode. As for the positive characteristics that carry over from the Volvo range are a stylish exterior with Nordic minimalism that is as handsome as ever, and a beautiful looking and feeling interior (apart from the volume knob) with lush leather and lots of metal detailing. Seats are wonderfully supporting and comforting, too, and Volvo does have the best headlights and seat/steering wheel warmers in the business. With a cabin so well executed in terms of luxury, it's a real shame that Volvo continues to let down in other areas. Important figures include an average 23 MPG during my week of daily commuting, unimpressive for a little turbocharged four-cylinder engine producing such modest power (I just tested the large Mazda CX-70 SUV with it's big turbocharged six-cylinder engine that returned the exact same mileage doing the exact same commuting). While not slow, the 247-horsepower V60 is also neither quick, but the engine is at least smooth when given some throttle and the eight-speed automatic transmission shifts cleanly. Yet, I did notice some hiccups when either stopped or at low speed, where it can be difficult to modulate the throttle to prevent sudden jolts, with the alternative being a very slow getaway. The prior V60 was significantly worse in this regard, so something has been improved maybe with the 48V mild hybrid system's interaction, but it's still not as user-friendly with its throttle response as alternatives. Ride quality and comfort impress, which comes at no surprise for a luxury-oriented vehicle, and the Cross Country here should have contributed to that further with its raised and softer suspension setup. If you're interested in canyon carving, this V60 shows zero aptitude for such a task, which is disappointing, but also isn't what it was designed for. As for my own preferences, I do wish the steering were more talkative and with increased weight, as I didn't like the muted and wayward nature of it, even with the 'firm' setting activated. Being the Cross Country version with an extra two inches of clearance, there is an off-road mode for venturing off pavement, but with ground clearance still below eight inches (less than a Toyota Highlander), don't expect any kind of rock crawling; Think more gravel and pebble crawling. Despite an attractive price for this V60 with all bells and whistles configured, I still am unable to move past the continued teething electronic issues that Volvos consistently showcase during testing. For a brand new luxury car, and in 2024, behavior as such is completely unacceptable. And I cannot stress enough how far from a one-time-thing this was, as frozen screens and other electronic gremlins have plagued Volvos the past few years, across multiple models no less. For that reason, I wouldn't just skip the V60, but any and every new Volvo until I experience consistently improved conduct. 2025 Volvo V60 Cross Country B5 AWD Ultra As-tested price: $64,135 Pros: Typical Volvo exterior and interior style Cons: Can't trust the electronics 2025 Volvo V60 Cross Country review with The Road Beat. Photos with mitchellweitzmanphoto.com .

Is the third time a continued charm? Three Ioniq 5s later, and it's still a winner among EVs 2024 Hyundai Ioniq 5 review with The Road Beat Words and pictures by Mitchell Weitzman This is the third time testing a Hyundai Ioniq 5 after previous positive experiences. And, fortunately, my fondness remains mostly undiminished. That same affection serves especially effective after sampling a variety of other EVs in the intervening years. Besides electrics coming from within the Hyundai conglomerate in the shape of Kia and luxurious Genesis offerings, the Ioniq 5 is still perhaps the single best alternative to Tesla; There's a reason I see a continually growing sea of Ioniq EVs on my local roads here in Northern California. Protons Style is among the most subjective of categories, but the retro 1980s/ Lancia Delta-inspired shape has aged tremendously well, and each sighting of another on the road continues to draw my pupils' attention. Inside is less noteworthy, but the engineers and designers have made the most of the boxy exterior to maximize interior space and accommodations. I like how open the cabin feels and it also has a terrific and almost panoramic view out front that makes visibility and placement a breeze. In between the driver and front passenger is a large center console and armrest assembly that cleverly has a lever to slide the entire unit forward and backward as one. With it pushed all the way rearwards, there is clear open air between the feet of the front occupants, adding to the perception and presentation of a larger interior than the exterior footprint suggests. Controls are easy to accustom to, and the overall quality and fit and finish also impress. t's a mostly (I'll tell you why only mostly later) well-thought interior that makes the clumsy and cheap architecture of cars like the VW ID.4 seem like such a mockery. Still, it's that exterior that likely drawn so many customers to become Hyundai customers. If you're turned off by the lack of traditional turn signal stalks and controls in new Teslas, the Ioniq 5 represents a thoughtful blend of new and old technology to make assimilation easier. With 320 horsepower in this all-wheel drive example, performance is plentiful and painlessly easy, with 0-60 MPH taking a scant 4.5 seconds. In the real world, the electric motors are serenely smooth and user-friendly in operation, with the choice of several levels of regenerative braking to choose from (including none at all) for complete customization. Hyundai pioneered ultra-quick charging on mainstream EVs, and as such, this Ioniq 5 has the ability to utilize 350 KW chargers (even if that does mean not actually reaching the complete 350 in most scenarios, such is the nature of today's chargers). As a result, if you have access to one of these units out in the wild, this is one of the most convenient electric cars available because of such quick replenishment of its 77 kWh battery pack. For hard numbers, Hyundai quotes 15-80 percent in just 20 minutes at its max potential (other chargers, like level 2 and 50/100 KW chargers will be slower just FYI). In the real world, a Tesla will charge on one of their Superchargers just as quick, but this Hyundai can hastily outpace the charging speeds of a Toyota bZ4x, VW ID.4, Honda Prologue, or Ford Mustang Mach-e. But, what I like even more than the zippy and instant speed of the Ioniq 5 is the way it treats corners. While almost all competitors have zero interest in driving enthusiasm in favor of discreet mundanity, the Ioniq 5 exhibits accurate steering paired to quick reflexes and direction changes. Tuck the nose into some corners at velocity, and you'll find lots of usable grip and a lack of joy-killing understeer. Be steady with the throttle on a long, looping cloverleaf -style onramp, and eventually you can squeeze the pedal to the floor and the AWD will smartly distribute power where needed and slingshot you out at speed, able to easily merge with traffic. Even on backroads, there's a light-footed nature that most other everyday EVs just simply do not have, with an eagerness to go after and attack corners. Ride quality impresses with its composure, so it's really quite refreshing that Hyundai made an EV that actually likes being driven while still being comfortable. Other EVs can be such tired lards, sloshing through corners like Jell-O, but the Ioniq 5 delivers the accessible goods. Electrons Negatives are not long, but they are still very present. For example, for a brand new and tech-savvy electric car, there isn't a USB-C port to be found, instead relying on the old and continually discontinued USB Type A connectors. This might not bother others, but not even a mix of ports? For a car representing the future, it's shocking (pun unintended) older ports are still used. Also, there's no wireless Apple CarPlay to be found yet in this 2024 model year example, so you do have to make use of those USB ports if you want that (some recent 2025 model year Hyundai models finally have wireless Apple CarPlay). And speaking more on the tech, the application menu on the center display features far too many choices and looks cluttered with all the tiny icons that could easily be grouped together. It's not a bad user interface, but it could friendlier. Despite the rated 260 mile range displaying on its window sticker, I struggled to extract 200 out of it during easy commuting, with efficiency playing out to just 2.7 miles per kWh of storage. That figure falls behind what I have observed in other EVs, and a comparable Teslas show significantly improved efficiency in the hands of other independent testing. Admittedly, this might not be a very telling experience, as I drove the Ioniq 5 through a horrendous heat wave in California, with most days reaching between 105 and 110 degrees Fahrenheit. With the A/C absolutely blasting during all instances of driving, both mornings and afternoons, this probably cost me a huge chunk of range given the unprecedented heat. So, while I do have to report the weak range, it does come with an asterisk. But, for those in the desert like Las Vegas where that's just a normal summer day, that's what you can expect in the real world, and 200 miles in the real world just isn't enough still for many, many drivers to consider an EV. A sharp performer and choice Look, I can get over the USB port thing, as will 99.9% of reasonable people; it's just disappointing to not see them think of that and its resultant shortsightedness. Driving in such weather doesn't make for an accurate nor fair range comparison unless I tested every EV in the same temperatures, but it is my experience in other weekly tests of the Ioniq 5 that is in fact not the most efficient in its class. Luckily it's close, and the charging speed advantage at least offsets that. But, look back at the positives, and the Ioniq 5 is a more enjoyable electric vehicle to drive verse so many competitors. I haven't tested the new Tesla Model 3 and Y, but the comprehensive updates each received this past year seem to have affirmed their strengths according to numerous other tests and reviews. Tesla is probably still the most sensible choice for most, and even more affordable when similarly equipped, but the Ioniq 5 is easily the best of the rest. Maybe more importantly, it proves that mainstream electric cars can be cool. 2024 Hyundai Ioniq 5 Limited AWD As-tested price: $58,985 Pros: Awesome design and performance; Driving manners Cons: Disappointing range 2024 Hyundai Ioniq 5 review and photos by the The Road Beat and mitchellweitzmanphoto.com #2024HyundaiIoniq5review #hyundaiioniq5 #electricvehicles

Hyundai has hit a line drive right into the gap 2024 Hyundai Santa Fe review by The Road Beat Words and pictures: Mitchell Weitzman While other automakers are building the same boring crossovers with dull, committee-designed styling, Hyundai has sneakily produced a unique and beautiful new mid-size SUV. The fact that it's still called the Santa Fe, a nameplate several decades old and attached to embarrassing previous iterations, is just formality, as this new model shares next to zilch with the outgoing model. You can throw away old predispositions and see the Santa Fe for what it really is: one of the most exciting, attractive, and practical SUVs under $50,000. Looks are subjective, but they need to be accounted for when the vehicle in question looks this hot. Owing homage to the Land Rover Defender, this is a modern box executed so right. And it's not just me, I write this because of how many compliments it garnered, asking with intrigue what the heck it is followed by disbelief that it was a Hyundai. The stylistic offensive continues inside, with a bold and modern interior that's built and furnished to a surprisingly high level of quality and even luxury. With few other ways of saying it, this top-end Calligraphy model is a properly nice car. The windows also feature double-pane glass, meaning it's whisper quiet inside the cabin even on the freeway. If there's anything that could be done better here, it's that too many controls are integrated into a digital display screen, lacking the haptic feedback that enables easy muscle memory.  A shoutout must be given to the thoughtful packaging, with consideration given to convenience, like the twin wireless cell phone chargers upfront, and a myriad of USB ports for occupants to use while they binge Yellowstone for the third time. One annoying criticism is the lack of touch and proximity-sensing locking/unlocking for the rear doors, with this popular and advantageous feature reserved only for the front doors. Because this is a Santa Fe, there's a third row of seats in the very back that you can either utilize or fold neatly back into the floor when not required. Space and leg room are not quite as an important objective back here, with it best reserved for children, but they're present when needed in a pinch. It must be said that, at the same price, you can have a Honda Pilot with a significantly roomier third row, but the tradeoff is a relatively chintzy interior. So, a third row may be there, but be warned that this is not a super-sized SUV, and I'd also recommend looking at Hyundai's own Palisade if desiring something truly mammoth. Power comes from a turbocharged, 2.5-liter four-cylinder that pumps out 280 reasonably smooth horsepower, which does help to give it more kick than the similar (albeit weaker) 2.4L turbo-four engine that comes in a new Toyota Highlander. But, and this is rather important given how unique an application it is, the transmission here is an eight-speed dual clutch automatic. While most all other options of this class use conventional torque converters, the Hyundai offers an easily more advanced system that delivers quicker and sweetly seamless shifts. It's also rather intelligent, so when combined with a healthy dosage of midrange turbo torque, the Santa Fe is rarely lost hunting for gears and is rapidly responsive to sudden throttle changes. I did notice, however, that the natural idle of the car is reduced, so you have to reacclimatize yourself to the lack of initial 'creep' when you release the brake from a stop. Fuel economy stood at 24 MPG after a week, which is no doubt helped by the fewer cylinders and intelligent shifting; Hyundai's six-cylinder vehicles are easily more thirsty in my experience. An SUV of this size and class is never going to win awards for handling nor set records in the canyons, but I was surprised how competent and confident the Santa Fe feels in daily, everyday driving. Offering more involvement and willingness than some competitors, it's still a lumbering SUV, but at least it's one where the engineers and boardroom execs actually cared about how it drove. The result is a steady proficiency across the spectrum, ranging from the accurate steering and weighting, to a front end that's keener when changing direction. The ride quality can still have too much bouncing oscillation (think like a pogo stick) following larger impacts, but this a comfortable and refined vehicle in most situations. For the most in driver involvement and enthusiasm, Mazda still reigns supreme with their CX-9 and CX-90 SUVs. For me, looks can play a large role in what kind of vehicle I may want, and the simple truth is the new Santa Fe scores absolutely huge on this front with its unique aesthetic that also looks positively expensive. Opening the doors and climbing inside the exciting cabin does not disappoint either. Growing companies, of which Hyundai very much is, need explosively bold designs to stand out and have a chance at drawing customers away from legacy brands like Toyota, Honda, Ford, and more. And it's here that the Santa Fe easily does enough to warrant a serious look or even two. The fact it drives decently nice, has a luxuriously quiet and hospitable interior, and boasts a decent powertrain further prove this Santa Fe is one of the most deservedly ambitious vehicles yet to come from Hyundai. 2024 Hyundai Santa Fe Calligraphy As-tested price: $49,905 Pros: Tons of style and quality interior with great packaging Cons: Nearly $50,000 for a Santa Fe; Touch controls offer no feedback 2024 Hyundai Santa Fe review by The Road Beat. Photos by Mitchell Weitzman of mitchellweitzmanphoto.com

I tried two different flavors of Tucson earlier this year, covering two separate spectrums of the range 2024 Hyundai Tucson review by The Road Beat Words and pictures: Mitchell Weitzman Having already been out for over three years now, the Tucson still appears fresh if divisive with its aggressively angular aesthetic. You could almost call the front grille inspired by venetian blinds, but this polarizing design has not yet met its shelf life, as its ability to generate opinions are what keep it current. And because of that, this well-rounded alternative in the popular midsize crossover segment stands out on its own, and with more trims to choose from than ever, while retaining competitive pricing, the Tucson holds up rather decently in its own right. Two flavors tested: I had the chance to test both the newly introduced Hybrid N-Line, as well as the luxury-oriented Limited, the latter of which did without any kind of hybridized battery assistance. Rolled out on other Hyundai models previously, the N-Line has been a sporty addition so far, bringing enhanced power and driver involvement in cars like the Elantra and Sonata, but unfortunately here on the Tucson Hybrid, the N-Line is little more than a style and seat package, though it does elevate both those aspects rather well and at a smart price. Despite there (disappointingly) being no heightened dynamics, the visual appeal might be the most important to customers anyways. Priced at $37,950 for the hybrid N-Line and $40,005 for the Limited (add another $2,000 if wanting a Hybrid Limited for fair comparison), there isn't much in the way of price that separates the two. The Limited is definitively the nicer of the two with its leather seats and upscale appointments, but both the cars have an open-air environment that make them more inviting and modern feeling than the perpetually best-selling Toyota RAV4, which all have fairly drab and dated interiors. Pound for pound in terms of price equivalents, the Hyundais have their Toyota counterparts pinned in the corner with no mercy, with both these examples representing substantial upticks in quality and luxury when compared at the same respective prices. Simply put, they offer pretty incredible value for how well made the cabins feel and look, in turn making for a pleasant transportation experience. Worth noting in the cabin is the use of touch controls for the climate and other necessities, and this is for the worse unfortunately. Because the switches offer no physical or haptic feedback whatsoever, it can be a nuisance properly engaging the desired button; Sometimes you don't click it in the right place, and sometimes you may even click the wrong one as there's nothing to feel for when it comes to muscle memory. This means it often requires visual confirmation when adjusting the climate, which means taking your eyes off the road. The use of these controls has made the center dash appear cleaner and streamlined, but the result is one that is harder to use and I would like to see more conventional controls in future iterations. Another demerit from this center arrangement comes in the form of dust, as the glossy black background shows no mercy when it comes to specks of unsightly dust and/or greasy fingerprints. Performance is clearly not an objective in the brief of any Tucson, with power ranging from 187 to 226 horsepower in favor of the electrically-boosted Hybrid. Coming as no surprise, the hybrid is definitely the perkier of the two when it comes to acceleration, but the implementation of the hybrid powertrain isn't as seamless as those found in either a Toyota or Honda hybrid, with occasional hiccups and lunges found in everyday operation, notably at low speed and during off to on-throttle transitions. It's by no means a deal breaker, but they're just not as quite polished as the brands who have been making hybrids for the past 25 years. What may be most surprising, however, is the lack of fuel mileage advantage that the hybrid has over the conventional engine offered in Tucsons. While the window sticker promises 37 MPG combined, my hybrid N-Line tester delivered a modest 30-even in a week of mixed driving, whereas the gas-only Limited model was thirstier at 26 MPG. So, in the real world yes, the hybrid does offer an improvement, but not by that much, let alone not as much as one could hope. When it comes to punch, the hybrid easily walks from the baseline four-cylinder model. This shouldn't come as a surprise given the 39-horsepoweradvantage, but the most revealing factor is the lack of flexibility of the base engine, which can often get caught between gears and lug itself up to speed limits. Outright passing performance is also compromised here, necessitating full-throttle for any such maneuver. The occasional coughs of the hybrid powertrain can be unsettling, noticeable if rolling up to a red light that turns green - that transition of coasting to waking up the engine to apply throttle again - but when prompted, it is the hybrid that offers considerable more oomph. Every Tucson is not a machine made to dish out driving thrills - that's Mazda's territory - yet the Tucson is a fine driving crossover with its well-judged and accurate steering. Up the pace a little bit, and composure quickly fades in a swarm of handling-killing understeer, but the basic tasks or daily transit are mostly competently accomplished at least. I did notice some issues with the ride quality having a bouncing effect on rebound that oscillates too long after initial impact, and it's not prevalent on harsh quick impacts, but rather swelling undulations where the chassis cannot settle itself. It isn't the best driving car in its class, but the Tucson is an easy-going and approachable vehicle in most situations where the road is smooth. Whether the Tucson is the right vehicle for you might wholly depend on how you think it looks, but then again, I like the risk and division Hyundai has served up in an age of content sameness. Tucsons do undercut comparable rivals on price while boasting better than expected interiors and a decent enough driving experience. It's a shame the chassis is easily undone on specific bumpy country roads, and that the engines are the weakest component. I think the N-Line adds some extra visual sauce, but the cloth seats (though they very comfortable and stylish, much better than the cardboard cloth that Toyota uses) might not be to everyone's liking. So maybe the Limited is more up the average alley then. Mazda still controls the reins overall in this crowded category, but Hyundai is tough to beat for respective value and even standing out visually. 2024 Hyundai Tucson Hybrid N-Line As-tested price:$37,950 Pros: Added visual curb appeal; Surprising interior quality Cons: Weak engine; no handling upgrades; bouncing suspension 2024 Hyundai Tucson Limited As-tested price: $40,005 Pros: Luxurious interior; Good economy Cons: Economy lags behind competitors; bouncing suspension 2024 Hyundai Tucson Hybrid N-Line photo gallery: 2024 Hyundai Tucson Limited photo gallery: 2024 Hyundai Tucson review with The Road Beat. #hyundaitucsonreview #hyundaitucsonnline #hyundaitucsonhybrid

The first major Tacoma redesign in decades has yielded an advanced and different kind of Tacoma 2024 Toyota Tacoma TRD Off-Road review by The Road Beat Words and pictures: Mitchell Weitzman Toyota has finally redesigned the aging Tacoma pickup. Literally decades since the last major overhaul, the new Tacoma has an all-new look, engine, and (unfortunately) pricing, too, in a quest to modernize this segment stalwart of midsize trucks. Faithful fans of the Tacoma may hate it, such is the departure from past popular models, but there's now reason to legitimately recommend one, too. However, through its vast revamp, some of the charming character has sadly gone missing. For those counting their beans, this TRD Off-Road model was heavily-optioned and cost a shocking $54,748. Pricing is indeed scary on the all-new generation of Tacoma. While the starting price is still below well $40,000 for basic work transit, the desirable models have seen substantial increases in retail entry, with the top-dog Trailhunter and TRD Pro models now carrying sticker prices of, wait-for-it, over $65,000. Yes, a Tacoma can now cost over $70,000 after tax and license, not to mention the markups that dealers like to carry on the special models. These trucks sure are capable and carry an armament of impressive off-road kit, but a sticker price of $65,000, for a Tacoma? You've got to be kidding me. This particular Blue Crush example has a starting price of $42,900 before the $8,800 Premium package (SofTex heated and ventilated seats, 14" center display, JBL stereo, moon roof, power open and close tailgate), a$1,230 for a sway bar disconnect system, obligatory $1,495 destination fee, and a few other hundreds of dollars of random items creeps the price right up to below $55,000. Suddenly, 55 grand for this TRD Off-Road model seems like a good deal then, even if it itself has a clinically diagnosed case of sticker shock. This does beg the question: when did affordable Toyotas command such a premium? Granted, this is a significantly more capable edition than the prior model year TRD Off-Road, being more in-line with the old TRD Pro in terms of mud-running aptitude. Okay, pricing out of the way, let's talk about the big differences you'll notice and also not notice. The look is entirely new to the Tacoma lineup and is derived from the full-size Tundra pickup. However, the new design language easily fits the proportions of the Tacoma better, though the new edgy box motif certainly isn't as timeless as the impossibly cool Tacomas of old. Inside, the cabin is heavily improved in terms of technology and quality. No longer is this a bargain basement interior of a cheap, throwaway rental car, but rather a pretty decent place to be (and more premium than the nicest Honda Ridgeline I've tested in the past). The huge screen looks nice and is easy to use, there are also a multitude of sharp and helpful cameras that can show behind, above, and in front, and there were no rattles, even when pummeling a derelict gravel and washboard-textured backroad. The faux leather seats are made from a fine synthetic, even if the seats themselves are still too flat, though not nearly as close to resembling a slab of concrete like the back seats. An unexpected positive concerning the seats? Probably the most powerful and effect ventilated seats I've ever experienced. On a hot day, these are ones you can actually feel. Not devoid of disappointment, though, there are some flimsy bits such as the rotary controller for operating the electronically-controlled part-time 4WD system. It simply feels like a cheap toy and is too loose and fragile in operation; That definitely needs attention. I also didn't use the multi terrain selector because I got a warning proclaiming it to be unavailable for whatever reason. It wasn't necessary in my exploits, so didn't explore further why it would not engage. Another thing you may notice is the large footprint, further emphasized by the TRD Off-Roads lifted ride height and large 32-inch aggressive tires. On paper, it's barely any larger, maybe an inch longer and taller than past comparable double cab models, but it looks massive in due part to the chiseled and boxy bodywork that increases surface area, not to mention the tall hood. Visually, it looks bigger than ever, yet the back seat is still only really best suited to children. What you can't see is the addition of Toyota's 2.4L turbocharged inline-four engine, of which there is an option for a more potent (and costly) hybrid model. Paired with the newly-introduced eight-speed automatic transmission, the powertrain completely transforms the traditional Tacoma driving experience. Now (finally), you have a transmission that doesn't hunt for the correct ratio and is smart enough to know what gear you actually want, while offering quick and undetectable shifts. The engine has a wave of midrange torque that obliterates the old and weak V6 of past models. 0-60 MPH might not reveal the largest of changes, shaving off less than a second, but in the open world, having that access to power so much sooner has made for an intensely faster Tacoma in all practical and non-practical situations. Even as the standard engine option here (with no additional and instant hybrid assist), the throttle response is marvelously connected and largely devoid of turbo lag even. Well done, Toyota. Will it be as reliable as the legendary Toyota engines of the past? I certainly cannot speak for that aspect. Because there are two less cylinders, you might expect fuel economy to also be more attractive, and you would be right! However, I wished for larger gains in this area, with this model returning 19.5 MPG in my daily routine, or only marginally (about 2 MPG) better than the old model. Honda's Ridgeline still has a big V6, and that recently returned 22 MPG during my same testing routine...Less thirsty, but still thirsty then when it comes to Tacoma gas mileage. When pavement does run out, the Tacoma TRD Off-Road shows mountainous prowess. South of El Dorado Hills lies South Shingle Rd, a stretch of twisting asphalt that becomes strictly dirt for several miles, and is best suited to trucks and 4WD vehicles. Crawler enthusiasts have also carved out ruts and obstacles for their own enjoyment and practice, something I took advantage of. Look, it's easy to proclaim that a Corolla could cross this stretch of unfinished road, but you'll be doing at 5 MPH or less for fear of the car rattling and shaking itself to death while it shrieks and scrapes over the imperfect earth. The Tacoma? I was flying down at a fully-confident 30 MPH+ over washboard, buckling straight sections and the cabin and chassis were a bank vault; tight . 30 MPH might appear modest, but the giant cloud of dirt behind me would argue otherwise, and I didn't feel like subjecting a vehicle that isn't mine to the hard and natural speedbump-like divots in the dirt that you can't see until you're right on top of them. Advanced Bilstein dampers did a killer job absorbing and shrugging off the terrain like it wasn't even there, working so well that it begs a question of what the fancy (expensive) spool-valve Multimatic dampers in GM's AT4 and ZR.2 equivalent models are even for. I even went down some of the steep crawler trails, and the enhanced ride height and frontal clearance (note how the front bumper is sharply angled and fitted with a skid plate to aid ascending and descending) paid dividends to keep rolling without any contact or struggle, and these were sections that a new stock 4Runner would struggle with and scrape like crazy. You can also stay in 2WD for most areas and switch off the stability controls and have some RWD sliding fun in the dirt, helped by the prodigious and predictable turbocharged punch. If there's one aspect I didn't warm to, it's that the electric power steering is too light in this terrain and driving, which makes it easy to drive, but you do lose confidence, resistance, and feedback in places where you want all of that. Yes, it's wonderful off-road, which is fitting of a vehicle with off-road literally in its name. Maybe besides wanting extra ground clearance, or fitting 33" or even 35" tires on it, this is a completely stock vehicle you can comfortably take off-road just about anywhere, which is an amazing achievement for a series production Toyota. But, some of these accomplishments don't translate as well to the road. Lateral grip is low, which should be expected, but it's less than I had hoped, wallowing in corners that are taken with increased fervor. And the steering that was too light in the dirt also lacks security on the road. Though it's more civilized than past models and therefore comfortable and easier to keep straight at speed, the lack of information is a step backward. On tightly wound stretch of backroad, the Tacoma needs lots and lots of steering input to navigate turns, and that character coupled to the light and airy nature of the steering just doesn't sit that well with me. I also hoped the off-road tuned suspension would mean soaking up bumps quite well on the street, but it actually rides unfairly firm, transmitting audible low-frequency thuds into the cabin from even minor shunts. It feels as tight and secure as always, but the barrage of intruding impact noises put me off when I was hoping for a smooth and relaxed demeanor. Reason for my optimism stems from past off-road vehicles I've driven, like a Ford Raptor or RAM TRX, which glide over pavement like a cloud. Toyota's full-size Tundra pickup also can suffer from letting low-frequency intrusions in its cabin. Despite the modernized coil-spring multi-link rear suspension, I had hoped for extra civility. Look at the spec sheet alone, and the Tacoma is a vast improvement over the archaic model it replaces. Lots of these upgrades translate well to the real-world experience, but in some ways, is this perhaps too much of a departure from the Tacomas of yesterday? Some of the charm of the Tacoma has always been in its simplicity and conquering durability and dependability; Its criticisms were also its strengths. There are also more than a few out there who won't trust the new turbocharged engine the same way they would trust the foolproof V6. And with so many advanced electronics onboard, it lacks the purity and old-school mentality. The resultant new Tacoma isn't so much different than other competitors like the Canyon and Colorado, and the price increases might be a real limitation to prospective (repeat) buyers. And then you also can't forget the all-important aesthetic factor, and the looks will not be for everyone. While objectively improved in countless ways and a clear step forward, the Tacoma might subjectively not be the improvement many were wanting. 2024 Toyota Tacoma TRD Off-Road As-tested price: $54,784 Pros: Excellent engine and transmission; Proper off-road ability Cons: Expensive price tag; Light steering; Still thirsty 2024 Toyota Tacoma TRD Off-Road review by The Road Beat. All images by Mitchell Weitzman and mitchellweitzmanphoto.com . #2024tacoma #2024toyotatacoma

This surprisingly fast sedan is a wayward misfire from Toyota 2024 Toyota Crown Hybrid Max review with The Road Beat Words and pictures by Mitchell Weitzman I had hope for the fastest and most expensive version of Toyota's new oddball Crown, a sedan that's not quite a sedan, but not concretely a crossover either. This unique inbetweener could make sense if it did any one thing correctly, let alone multiple things, but it sadly sails wide of the goalposts. At least it's quick, but even then that's all relative because while it may be quick for a Toyota, it's not that quick for a $54,590 sedan when similarly priced competitors are considered; By that standard, it's only barely just average . Living in the greater Sacramento area, the Crown has been on sale for a year now, and I can count on only one hand just how many I've seen on public roads. People have obviously not warmed to it in this market, and after spending a week with the top-shelf product, they are right not to. Let's talk MPG, because efficiency was the only reason the entry-level Crown was ever worth considering. Averaging 39.5 MPG during my week with the base Crown, I was very impressed with how little fuel it sipped for such a spacious mini-limo. That was with its naturally-aspirated engine and 236 total system horsepower from its hybrid powertrain. Upgrading to the Hybrid MAX, like on this here Platinum model, means the engine is now turbocharged, with output rising to a respectable 340. As a result, 0-60 MPH drops from 7.3 seconds on the standard-issue car to a 2024-appropriate 5.8 seconds with this MAX powertrain. 5.8 seconds ain't setting any records anywhere, but it's one of the quickest Toyotas ever. However, and this needs to be a huge consideration with this car and configuration: Opting for the extra potent motor means fuel economy crashes down to a disappointing 27 MPG. 27 is not disappointing in this class of vehicle, but that's shockingly worse than the last Crown I tested. Looking back at past testing notes, I tested a Genesis G80 with its 2.5L turbocharged 280-horsepower base engine, and it's neither slower than the Crown with Hybrid MAX as well as no worse efficient, also averaging 27 MPG in my test without the help of any hybrid electrical assist. A BMW 330i has nearly 100-horsepower less on paper than this Crown, but it's the same story, being neither slower nor any less efficient without a hybrid. TL:DR it's an economical sedan, but it's not an entirely economical hybrid. So the advanced turbocharged hybrid powertrain only really brings it up to almost level with competitors of its space, not ahead, but maybe the Crown can deliver the goods fit for royalty on the inside? Well, it sure is spacious, with legroom to spare even in the rear seats, but for the price of nearly 55-grand and the 'Platinum' moniker to establish this example as the one true divinity in the range, it fails to convince that this is a luxury product. Again, is this a luxurious Toyota? Maybe, but is it a luxury car? No. Toyota subsidiary Lexus currently sells the same-priced ES sedan, based on the prior Avalon (that the Crown replaced), and the ES is heads and shoulders a more luxurious prospect in terms of fit and finish and materials used complete with appropriate upscale touches. You want to be wowed by an interior? Swing open the door of the aforementioned Genesis G80, even in base spec, and it just looks and feels special. I further dislike the NINETEEN buttons on the steering wheel, yes, there are nineteen to keep track of and master, but the gear lever is awkward to use at times, both the heated seats and heated steering wheel were weak (I've never once complained about any car's heated seats or wheel, but the Crown's barely heat up at all), and the trunk also creaks when opened (which my prior-tested Crown also exhibited), and not just that, but the little plastic button to open the trunk from outside is of particularly poor construct and the trunk isn't even power! I thought this was supposed to be a luxury product from Toyota, no? And at this price for a Toyota, I would hope for a trunk that opens under its own power, let alone one that creaks. At least it's well-equipped in terms of safety and basic entertainment tech, so you'll be missing nothing there, and the center infotainment display is also easy to operate. Yet the real frustration with the interior comes in the form of the outright execution. Bearing a very-much-so luxury price tag, this Crown Platinum never approaches anything resembling luxury. Again, it might luxurious for a Toyota , but it lags far behind the sumptuousness of even its Lexus ES sibling, let alone what the Germans, Swedes, or South Koreans can offer at this same price range when it comes to overall quality of its cabin. A luxury car this is not. And what's with those poorly shaped and bulging JBL speakers mounted on the A-pillars? Those are eyesores. Place your hands on the wheel, and you'll find steering that is numb and artificial, lacking any substance and forgoing confidence. Driving straight on the highway is easy enough, as it is in most any new car, but if you were hoping for a sporting edge to match the increased power of the Hybrid Max, well, there isn't any. Echoing its rounded, soft exterior, this is a wallowing creature when you get aggressive with the steering and ask for successive direction changes. Grip is enough to scare most any passenger from its big tires wrapping monstrous 21" wheels, but this one that prefers a leisurely walk in its Uggs rather than a mountain run. What's more inconvenient is that this Hybrid Max model hasn't received any apparent changes in suspension tuning, and it's pretty clear that this now has too much power for the Crown to properly handle anything other than perfectly straight freeway onramps. Competitors, even the Avalon it replaces, are more engaging to drive with far more dynamic prowess when the road is anything other than straight. It's not that the Crown is a bad car, but one that is undeniably underwhelming and overpriced. Because the prospective customers Toyota is (trying) to target with the Crown likely have little interest in the quick acceleration of the Hybrid MAX, they would be better off with the normal Crown and enjoy the nearly 50% increase in fuel economy. As for those wanting to spend 50-large on a nice car, this just doesn't cut it. Look to Lexus and the ES sedan or better yet, if you actually enjoy driving and some real style, Genesis' G80 is a formidable opponent in all flavors. I didn't even bring up the looks because I know they're subjective, but I will say several friends were quite negative towards the shape of the Crown. Applaud Toyota for trying something new that isn't an SUV, but this is answer to a question that never existed in the first place. 2024 Toyota Crown Platinum Hybrid Max Price as-tested: $54,590 Pros: Quick (for a Toyota); Spacious Cons: Interior quality does not match price; Not that efficient

A car made for economical and comfortable transportation largely succeeds, but it hasn't got a clue what fun means. 2025 Toyota Camry XSE review by The Road Beat Words and pictures: Mitchell Weitzman In some ways, the new Camry fulfills its mission to easily be the best Camry ever. If you're a Toyota loyalist, due to the tremendous trust and dependability they've built with customers through the years, you will simply melt and swoon over the new Camry. For all others, this is just another Camry, meaning an accomplished and viable form of transportation that does so without soul in a myriad of blandness. For the misfortune of the 2025 Camry, I reside firmly in the latter category, as I actually yearn for any kind of semblance of fun in my vehicles, but I at least can appreciate what the Camry can do well. And boy do those attributes come at a heightened price. This is an all-new redesign for the 2025 model year, replacing the existing version that has been on sale since its MY2018 release date. After seven years, that most recent generation of Camry now floods US motorways, signaling strong sales success. To create the new 2025 Camry, Toyota has thrown on a new face and butt, but have curiously kept the middle 2/3rd of the sheet metal exactly the same. The resulting look is one that appears to be two different cars given how Toyota has implemented its new sharp design language at the extremities, but kept the round and comparatively fat middle region. Beauty is in the eye of the beholder, but for me, this is a lazy overhaul that lacks harmony throughout the body. Some models also have this strange and garish mesh lower front fascia that doesn't work very well on bright colors I've seen (it barely gets a pass here). Inside I'm more optimistic, with a general lift in overall quality in just about every quadrant your eye passes over. Worth mentioning is the presence of the XSE badge on the rear, signifying this to be the top-tier of new Camry offerings and in turn also the nicest Camry ever. Space is accommodating in the front and rear, and the seats are comfortable, too. The leather-wrapped steering wheel feels good in the hand, and the center display screen is large and easy to use. Overall, this is a decent place to be for a Camry, and it's consistent in that there are no obvious weak points, but rather a consistent 'good.' Not great, and certainly not as luxurious as competitors like the refreshed Hyundai Sonata when it comes to materials, but good. However, the steering wheel controls are a complete mess and overdone with excessive buttons, and I also particularly don't like the shiny lower controls on it that smudge from your fingers. The digital gauge cluster is the usual mess of cluttered Toyotaness and with unintuitive means of customizing anything. And despite the tick up in outright cabin quality over previous Camrys, it is just a bit boring still, with not standout design elements that are worth talking about. You might think, "what about that venetian blind-like trim piece on the dashboard?" Yes, there is a piece of trim that charges some visual command, but not in the good way, looking out of place from another car. A curious omission and oversight is revealed when the sun is low and you lower the visors to help aid your vision. Doing so displays the mounting points for said sun visors, which feature open and exposed hexagonal screws. They're not even black to hide better given the black plastic surround, and they're rather large. I've never seen such exposed screws in a new car interior and can't believe Toyota didn't make any attempt to cover them up. Lots of safety systems are present, as well as the kind of desirable standard equipment all motorists would expect now in 2024 and beyond. Yet, this new Toyota also receives their horrid 'PDA,' that is, an active driving assistant that behaves like radar cruise control, but it's on all the time even if you're not on cruise control. If you're on a downhill stretch of road, even a country road, and the Camry thinks you're following someone too close, it will apply the brakes needlessly, so much so to the point where it had me adding throttle to override it, which seems way more dangerous than helpful. Luckily, you can turn this abysmal feature off through the complicated and overcrowded steering wheel buttons (but curiously, not through the settings on the main display). Mechanically, every new Camry is now a hybrid, which is the correct move by Toyota. Power increases to 225 horsepower for front-wheel drive models and 232 for all-wheel drive versions. The gains are immediately noticeable and appreciated, giving the Camry some desperately needed spunk when you hit the go pedal. What is perhaps more important to me, though, is the updated engine's newfound refinement. Toyota four-bangers are notorious for their rough and crude sound, mimicking a garbage disposal at times, but this 2.5L four-cylinder plays in the background quite nicely, and when it does make its presence known, it both feels and sounds smoother and not like an auditory hernia. To keep score, this new Camry now needs seven seconds flat to reach 60 MPH from rest, aligning itself right with the Prius in terms of acceleration. But if you remember the outgoing V6 model this XSE replaces, that is a full second slower to 60 MPH. While the window sticker shows an impressive 47 MPG combined for this XSE, that number is a far cry from reality, with the XSE delivering a still-terrific 39 MPG during our week together of gentle, daily driving, but that is a significant shortfall from those promised claims. In reality, the newest hybrids from Toyota all seem to return worse mileage than their immediate forebears from just only a couple years ago, but the relative and lively upticks in performance are welcome enough to be worth the tradeoff. Concerning actual driving, a department where typical Camry drivers would overlook, the Camry is competently complacent. Don't take that as a total dismissal, because the Camry is a fine form of transportation, just one without any kind of earnest. The steering is medically deceased, without an ounce of life nor pulse to be felt, which discourages quick and enthusiastic driving, but the front wheels at least respond accurately to inputs. Ride quality is good, however, remaining comfortable enough for occupants over a variety of road surfaces, and there's little in the form of disruptive wind nor road noise. It's just that when you aim the Camry's nose for some corners, you'll find there's no appetite for apexes to be found here, lacking precision and composure when you attempt to yank and bank. Handling doesn't outwardly deteriorate to understeer until some speed is had, owing some thanks to the grip of modern tires, but the Camry is never happy doing so, preferring a leisurely trot to running. A signal of this lack of finesse can be felt during hard transitions, where the Camry will not change direction as immediately as competitors and you can tell how much weight loads up on the outside corner after the fact. Now, if you're thinking, "who cares," I'm sorry, but both Honda's Accord and the aging Mazda6 each deliver the driving goods through unexpected prowess when it comes to handling. Toyota is uninterested in such aptitude, but that's likely okay for most, if not all, of their drivers and customers. Is the new 2025 Camry an improvement? Yes, yes it is. I don't care much for how it looks nor how it drives, but it does its job of economical and comfortable transportation quite well. Toyota knows its customers, and if this is what they want, then fine. Be happy. Yet, I don't think anybody can be happy once they see the price tags of some of these new Camrys, with this range-topping XSE model coming at a whopping $42,195; That is a lot for a Camry. If you're the type that doesn't settle, I would easily look at alternatives that more fun to drive, or come with a more enticing and luxurious interior. Refreshed, but not revitalized, the new Camry is still bland, but it's at least a better bland. 2025 Toyota Camry XSE Price as-tested: $42,195 Pros: Typically impressive hybrid fuel economy; Improved interior Cons: Mismatched exterior; Expensive; Lacks dynamic verve

My love for the Mazda3 has waned with this 2024 model's surprising faults 2024 Mazda3 Hatchback review by The Road Beat Words and pictures: Mitchell Weitzman What is it? It's no secret I have a general love for Mazda products, being everyday vehicles that have a real sense of fun as well as upscale interiors that outshine rivals. The 3 sedan and hatchbacks have been no different in past experience, but this 2024 model has me scratching my head as to what has gone wrong. Did I get a bad test unit? I hope so. Buy it for.. With a window sticker for this fully-equipped AWD turbo model reaching a steep $38,410, the quality better be there for this compact hatch, but Mazda delivers again on this front, furnishing this 3 with a bona find luxury interior that matches some German offerings. Seating features comfortable leather, but what's more impressive is the lush, soft-touch materials covering the doors and dash. It's tightly wrapped and styled in a simplistic yet swooping architecture that says more about class rather than solely a visual stimulant. Switchgear impresses, too, and it's after spending just a minute in this 3 Turbo Premium Plus that you realize just how much nicer of a car on the inside it is than any competing compact car from either Honda or Toyota. Then again, it also costs quite a bit more than either, but this is also equipped with luxuries like a panoramic sunroof and 360-degree parking cameras, items you will not find available on a Civic or Corolla. Overall, for a mainstream and still-affordable car, this is an elevated luxury experience. Mazda has outfitted this turbo model with their familiar 2.5-liter inline-four that's good for 227 horsepower and 310 lb-ft of torque on regular 87 gasoline. If you have access to 93, those numbers will swell to 250 and 320. Even on lowly 87, this Skyactiv engine scoots this svelte hatchback from 0-60 MPH in just under 6 seconds. What's more is this four-banger is uncharacteristically smooth and has a decent if artificial growl, without much of the harshness commonly associated with this cylinder configuration. The transmission might only feature six forward gears, but it's transparent in operation and perfectly serviceable due to the strong and wide powerband. Skip because... This hurts to write, but while Mazda has typically produced the best-driving vehicles one each of their respective classes, this particular example had appalling steering. A hallmark trait of Mazdas before, the steering in this AWD hatchback had zero feel and a dead spot in the middle that made for wandering at speed. Slight adjustments were met with skepticism as the wheel provides no feedback, but what's worse is the dead spot then quickly builds up weight like a tensioned spring, resulting in a lack of confidence. I've driven this exact same configuration of Mazda3 before and it was brilliant in this regard, so I'm uncertain what's wrong besides a possible alarming alignment issue. Trust me, I'm not enjoying writing these negatives, and I do sincerely hope the car was out of whack. Mazda has successfully taken the crown now for the most annoying beeps and bongs in the industry, with not the standard five beeps upon entry, but now eight, and by default they are set to bullhorn volume levels. Luckily, these can be adjusted, but there are beeps constantly each time you get in and exit the car. I also had numerous audible warnings for leaving things in the back seat, except there was never anything actually left behind. Even more annoying was that I would get the same warning when I entered the car. What? And still, nothing - the seats were empty. I also encountered, on each and every drive, a warning that the rear safety sensors had problems, always after about 10 minutes into a drive, so that's worrying. The electronic parking brake randomly decides to automatically disable itself when you select drive, and other times it stays on. Again, with zero consistence or pattern to follow, I can't trust it. Either it turns off automatically every time, or never at all; intermittently is not acceptable today. For a small car, fuel mileage isn't all that great, returning 24 MPG over the course of a week. 24 might not sound bad, but a Golf R, an AWD pocket rocket with 90 more horsepower got better mileage during my test. A BMW 330i with AWD and similar power also achieves better mileage. In fact, until I drove the 3 on a longer freeway drive to Sacramento and back, I was averaging a paltry 23 in mixed driving. Shoot, even a manual transmission and 382-horsepower Toyota GR Supra averaged over 26 MPG in the same conditions; its just a bit of a thirsty four-cylinder in this Mazda. And also, even with big horsepower and torque numbers, the 3 Turbo just never feels all that quick. It's not slow by any means, but for those expecting a proper hot hatch will be disappointed. I o reckon an eight-speed transmission would help both performance and fuel mileage. And, to further my suspicion about this 3 being a problematic example, there was a low-frequency and cyclical rumble at speed. Honestly, it sounded like a subwoofer on the freeway, with each one second interval having a roaring boom coming from somewhere in the car. I turned the radio off, climate off, and still this noise persisted, and it's not quiet either. I pointed it out to passengers and they immediately became aware of it. This is a problem that would result in me taking the car straight back to the dealership. And it couldn't have been tires, because again, it would only happen about every second, of which tires spin much faster. I'm so confused When I saw a Mazda3 turbo hatchback on my list of upcoming test cars, I was excited. However, after just the first drive in this handsome hatch, I knew something was up. "What happened?" I thought, and then the rumbling sound, safety system warnings, the beeps and fake you-left-your-belongings notifications, all had me shaking my head in a shock disappointment. Despite the horsepower rating, it also just never feels that quick, as a VW GTI (rated for 241 horsepower) is miles quicker in the real world. A hot hatch this is not, leaving me with sadness. Hope to try another one and see if it improves upon this Soul Red example. 2024 Mazda3 Hatchback Turbo Premium Plus As-tested price: $38,410

The Arteon might be pretty, but it's being discontinued, and a second go has revealed why 2023 Volkswagen Arteon review with The Road Beat Words and pictures by Mitchell Weitzman How did we get here? News recently broke that the rather pretty Arteon four-door coupe will hit the chopping block soon due to slow sales figures. That made me think and realize, "You know? I can't remember the last time I saw one." And it's true: I don't think I've seen more than two or three in the past year besides when I tested one previously. Sex sells, but apparently not well enough in the case of the Arteon. There's no mistaking that the Arteon remains a gorgeous shape; It's easily the best-looking car bearing the VW badge and even nicer appearing than some upscale Audi cousins. But, there's so much going underneath that has made the Arteon one of my least favorite cars I've tested this time around. This will likely be the last Arteon I ever test, and I really won't miss it. So what's so wrong with the Arteon? For starters, it's nearly $50,000, for a Volkswagen. Would anyone consciously choose to spend this much on a V-Dub when an Audi can be had at the same price? Brand snobbery and recognition is real; People don't buy vulgar Louis Vuitton purses because they're the best bags, rather, they buy them because it says LV and you want others to know. This is the price of aspiration, but not a badge most aspire to. And besides the point, I don't think the interior is up to snuff considering the price. It's a step up from a Golf, but it's still too cheap inside with chintzy buttons and hard materials that only look decent until you touch them. I question the overall build quality because on the incline up my driveway, that transition from flat to hill, you could hear the door seals as the car went up it, like the chassis and/or doors are flexing. I think I've only heard that on a handful of cars, but not on something this expensive where there is enough flex for the door seals to audibly lose pressure against the door and then regain. A trademark trait of all new Volkswagens is the insane amount of beeps and bongs. And it's not just how many there are, but how loud they are. Opening the driver's door while in park (with the engine running) emits an endless loud buzzing, and this is when stationary and the transmission is in P! If you open any other door in the same scenario, there are no beeps, so if it's a safety thing, only the driver gets a warning. Anybody else? Who cares about their safety - do you see what I'm getting at here? These are small details that have received zero thought from product managers and engineers. Just about all modern cars bong when you start them up without your seatbelt fastened, but none act like a bullhorn in your ear like a Volkswagen. More electronic woes, the haptic and touch sensitive controls on the steering wheel are a solution to a problem that never existed and are more frustrating to use than not. On the subject of that, there's literally 19 buttons on the steering wheel - remember when cars had zero controls on the wheel? The infotainment system is easy to use, but accessing certain safety features can only be done when parked. Another large demerit is found in the shoddy implementation of this potent turbocharged inline-four and dual-clutch transmission. Performance is there, with 0-60 MPH taking 5 seconds thanks to 300 horsepower and all-wheel drive traction. However, the drivability in normal conditions is frankly bewildering how it was signed off at the factory like this and deemed acceptable. Dozens, and I mean multiple dozens, I found that when setting off from a stop, there seems to be no power available as you ease onto the throttle. Then, the turbo decides to wake up and spool boost, causing an uncomfortable surge and lurch, behavior that is absolutely unacceptable in this day and age; Even a Car & Driver review noted the lurching character in their review. VW helped pioneer the modern and European-standard 2.0L turbo inline-four with a dual clutch, yet it seems to have gotten worse than the first iteration back in the MKV Golf GTI. On slight hills, the nearly bucking lurching became more apparent as the engine just refuses to give you anything off the line and then you suddenly get more than you asked. A dual-clutch transmission is normally a welcome additive, and this trans shifts cleanly when under heavy acceleration, but again the programming and logic leaves so much to be desired. Upon normal acceleration, after the lurching, the transmission upshifts far too early, only for the driver to have to press the gas pedal further to compensate, and then the transmission downshifts right back to where it was. This is a sign of lacking intelligence, and to make matters worse, manually downshifting the trans results in near-zero engine braking. So, if you're driving spiritedly, using the gears to help control your speed won't do a thing, basically coasting as if you're in top gear even if you shuffle down to 5,000 RPM; so strange. Also, the paddles are cheap plastic that discouraged me from wanting to even use them. This is all rather a shame as the chassis of the Arteon is admirably accomplished. Don't mistake this for a sports car and instead accept its role as more of a grand tourer, and the Arteon steers superbly and has a chassis that both changes direction well and has lots of grip for the bends. Traction is also a strong point due to the all-wheel drive and smart distribution when laying the power down leaving corners, remaining neatural without dreaded understeer. I did think the ride quality was on the firm side, but it's far from uncomfortable and yields favorable control over the car when at a hustle. The skeleton and body are both quite nice; it's all the rubbish in the middle that detracts from what could have been the best overall car VW has made since the Phaeton. Am I a cynic? Sure, but that doesn't mean I'm wrong here or overreacting. Think of this for perspective: Volkswagen is one of the largest carmakers in the world, producing around 10,000,000 cars a year...and this is the best they can do? Throw an engine and transmission programmed together so badly it's like an engineer never took it for a test drive? Same in regards to the haphazard controls on the inside. The apparent lack of effort is appalling from a brand this old and large; This not some tech startup ironing out its bones, this is Volkswagen. For the reasons noted, the Arteon could be a fabulous machine, yet it isn't, and that's why I won't be sad to see the model range go the way of the Dodo. 2023 Volkswagen Arteon 2.0T SEL R-Line As-tested price: $48,390 Pros: Beautiful to look at; Roomy interior and hatch Cons: Not a $50K interior; Driveability problems 2023 VW Arteon review.