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While a lovely car to drive, the CX-5 does have more nitpickings than it should 2023 Mazda CX-5 Turbo Signature AWD review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Crossovers have become one of the largest segments of vehicle sales by volume throughout the world, a class dominated by the Toyota RAV4 and Honda CR-V in the United States. Mazda has always offered an alternative choice aimed at those seeking more nuance and driving connection with their models, such is the case with the CX-5. Priced at $41,655 as-tested in flagship turbocharged Signature AWD form, the point of entry is competitive, but it's a game of checks and balances that will ultimately make the best decision for yourself in the end. Some will love the CX-5, others won't. It's this divisive nature that is welcome in an age that dismisses creativity, yet I find the CX-5 to be lacking as a complete package due to an everyday user experience that is often lacking. Strengths Obvious positives that are essential traits to the Mazda brand include dynamic and engaging driving methods. Unlike dull compatriots from Japan, CX-5s, especially with the stonking 2.5L turbocharged engine (more on that later), move you in a way that is just not felt in rivals at this price point. Steering is tactile and responsive with small doses of feedback even. With AWD, handling is naturally neutral, and doesn't fall apart when you push it. If anything, the CX-5 begs to be driven rudely. This truly is an awakening of sorts for the senses when it comes to driving what is, in essence, a completely normal vehicle. You can easily trace the lineage that has influenced this crossover, from the same company that has built esteemed driver's cars like the MX-5 and RX-7; zoom-zoom is not just marketing fluff. Squeeze the throttle through a turn, and instead of falling over like Humpty Dumpty, poise is retained and the tires dig in to the pavement as you aim towards your apex and exit. You know what's indicative of proper handling? The fact that on a sharply looping freeway onramp that I test most vehicles on, pushing the CX-5 to the breaking point yielded no traction nor stability control intervention. Seriously, I didn't see the light flash once, whereas a RAV4 will blink like Christmas lights and cut power on you abruptly. Here, though, the CX-5 has such composure that active chassis intervention is simply not needed. To quote Kimi Raikkonen, "leave me alone, I know what to do." Power comes from a 2.5L turbocharged four-cylinder that resists the grainy and coarse nature that ruins other small engines, and also brings notable power gains when compared to rivals. This is an optional mill, noted by the Turbo nomenclature attached to the name, but the grunt of 227 horsepower and 310 pounds of torque are hard to resist. 0-60 MPH takes 6.5 seconds, nearly two full seconds quicker than a RAV4 for example. If you test drive both back to back, it'll be hard to not be corrupted by the relative shock of performance. Cabins are another common Mazda strength, and this Signature trim is no exception, trouncing recent efforts from Toytoa and Honda when it comes to craftsmanship and quality of materials. Sharp edges and cheap plastic mouldings are far scarcer here in this application, which really signifies what Mazda stands for. I'm not going to say it's as nice as a Mercedes, but it surprises for both the money and segment. Weaknesses And this is where the songs of praise come to an end, and a laundry list of compromise begins. In reality, if this was a perfect vehicle, it would have to cost much more than it does, but there are still annoyances that ought to be figured out elsewhere. If you're concerned about gas mileage, this is not the vehicle for you. There's lots of power and it sure is fun, yet the result is one thirsty four-cylinder. After a week with the CX-5, my average fuel economy stood at a shade under 24 MPG, several less than a RAV4. If you choose a RAV4 Hybrid, you can get an additional 10 miles for every gallon of petroleum even, but lose the Mazda's fun nature; You can't have both performance and economy for the money. If you do spend extra, you can have both in the shape of the RAV4 Prime plug-in hybrid, yet that lacks handling chops; Again, cost restrictions introduce compromises. If you want power here, you sacrifice some efficiency, so ask yourself, is that what you want? 24 is still decent, but it is the bottom end of the class, even if the performance is the top end of the class. The transmission is Mazda's six-speed automatic, which has served its purpose over the many years, but that's just it - it's been many years. Shifts are smooth, but also glacial, with a noticeable pause between upshifts. Where eight-speed autos have become the norm, Mazda is languishing with this old and sturdy choice; It's time for a new transmission that will surely also bring economy gains besides performance. Another odd trait is upon startup and selecting drive, the CX-5 has such a high initial idle speed that it often defeats light brake pedal pressure - be very mindful if you're parked facing downhill!. I also noticed it would often automatically apply the parking brake upon exit, but then it won't subsequently undo the parking brake automatically when setting off again. CX-5s are not known for abundant space, losing out to the new CR-V and RAV4 in terms of volume on the inside. It's large enough for most, though, but if you want the utmost in cubic feet in this class, you won't find the maximum here. Going along with that are front seats that are too small and hard. They hold shape over longer drives to give decent support, but they're just not the comfy supple chairs you might expect when they're covered in genuine Nappa leather. Let me be clear- the leather is soft, but the seat itself has little give to it. They lack lateral support as well, so when you're barreling down backroads like they're the Porsche Curves at Le Mans, you'll be holding on tightly to prevent falling out of your seat. I also didn't like how excessively high you sit in the CX-5, even with the seat at the lowest altitude possible. Beeps and bongs are an annoyance, too, with the CX-5 beeping at you loudly if you don't put your seatbelt before starting the engine. You get a couple seconds grace period, but then you get dinged, even if the car is in park. I usually like to start the car and immediately adjust my climate and get my entertainment sorted, but here you do have to immediately fasten your seatbelt to avoid the beeps. Many, many other cars have embraced this dumb adoption, but the Mazda I found to be extra intrusive. I also don't like the lack of a method to close the tailgate and lock the vehicle at the same time. Some vehicles have a dedicated button to do both these at once, but the CX-5 has just a control for closing the liftgate. No matter, I'll walk to the door and press the handle-mounted little switch to lock the vehicle while it slowly closes. But no, you can't. Doing so is greeted with a series of consecutive quick beeps, so you have to wait for the tailgate to fully close before locking the car and walking away. Odd locking behavior continues in another specific scenario. While taking pictures, I parked the car with the engine still running, got out, and proceeded to the passenger side to open a door for an interior angle. Except the passenger door was locked. Oh, okay, let me unlock it - should be easy, no? Can't be done. I pressed the door handle-mounted switch again here and it beeps and does nothing. That switch is sensitive to the proximity of the actual car key, which happened to be right in my pocket. Even pulling the key out and clicking unlock on the fob itself yielded no joy. I walked back to the driver's interior door switch and unlocked it that way. This might not seem like a big deal, but this is so outrageously stupid. I had the key with me, so why would it not let me in? This is completley childish programming and oversight. Locking and unlocking doors should not be difficult, especially when you have the key to your with you. The driver's (slightly annoying) choice The CX-5 is still one of the best driving and impressively crafted crossovers in this field, but there are compromises to be had. If you don't care about absolute space or gas mileage, then great - you'll be able to appreciate the mighty strengths of the CX-5 Turbo while enjoying a luxurious interior. However, there are aging aspects such as the transmission, and annoying grievances in the electronics. I make the weaknesses listed appear like this is a terrible car, yet it isn't; It's a stupendous compact crossover, but it lacks in the way of user experience. Mazda has figured out the way to make superlative driving and crafted cars, but that's where the next leap is needed in not just this, but all new cars: user experience, to refine how we interact with our cars each day.. The other glaring issue is the CX-50, Mazda's other crossover that improves upon the CX-5 in basically every single way to me (lower, longer, wider looks with an even nicer interior, panoramic sunroof, and 3,500 vs 2,000 pounds towing to name a few ways). If you want the best Mazda crossover, the truth is the CX-5 is not it - that would be the CX-50. So much so that I honestly don't know why the CX-5 hasn't been superseded and discontinued. 2023 Mazda CX-5 Turbo As-tested price: $41,655 Pros: Luxurious interior, driving dynamics Cons: The Mazda CX-50 does basically everything better

Throwing some eye candy at a basic RAV4 could be a recipe for success 2024 Toyota RAV4 Hybrid Woodland Edition review with The Road Beat Words and pictures by Mitchell Weitzman What does Woodland mean to you? For me, it's the 60,000 person town northwest of Sacramento that is ironically absent of trees and anything resembling a 'woodland.' Most will imagine a thickened green forest, so it's appropriate that this new RAV4 Hybrid Woodland Edition was equipped with a rather fitting coat of Army Green paint to blend in. I recently tested a Sienna 'Woodland' that came in Cement, the exact antithesis to a woodland. Perhaps that one was more akin to the eponymous Northern California town, but at least this one actually evokes imagery of an actual woodland. For Toyota, the Woodland Edition is a bit of a value-added package designed to make the lower-tier models more appealing and desirable. With a suggested retail price of $36,545, this green aspiration sits right in the middle of the two extremes when it comes to RAV4 pricing. Normally you'd have to size up to an SE or XSE at least to gain some visual stimulation for this popular crossover, but the Woodland Edition does convincingly spice things up with its green paint option and glowing bronze wheels wrapped in capable tread-laden tires. Other desirable features include LED headlights, all-wheel drive, all-weather floor mats for those woodland-themed adventures, Toyota's smart key proximity-sensing keyless entry, and what Toyota calls TRD-tuned suspension. All the normal Toyota safety items are included as on all models as is convenient wireless Apple CarPlay. However, one huge omission is a leather-wrapped steering wheel. Instead, we're treated to Toyota's poverty-class wheel which is among the nastiest in any new car today. It honestly feels like it's made of rough cardboard, and with a large visible seem where the plastic is fused together around the outer rim. An awful steering wheel that's highly unpleasant, and unfortunately it's the one item you literally can't avoid touching when driving this RAV4. I actually forgot how bad the basic Toyota steering wheels were and I regret I had to be reminded. Previously tested RAV4s all were well-optioned models that included leather steering wheels. The rest of the Woodland Edition is pretty consistent with the rest of the RAV4 Hybrid range. Gas mileage is excellent as expected, sipping fuel to the tune of 34 MPG. Despite fabric seats, it's a comfortable car for long periods of time and has generous space in all seats and an impressive cargo volume. It's even reasonably quiet inside at speed. This is far from a luxurious interior, and nor would I expect it to be for the price, but it's quite utilitarian and robust without any rattles even on rough roads. In other words, it's a solid build, if a bit uninspired and dated. On the road, the RAV4 Hybrid Woodland Edition drives just fine with smooth everyday operation. Steering might be numb (and that ghastly wheel), but it's at least accurate, responding surprisingly well to inputs and can easily be hustled down country roads at an alarming pace which most all new cars are capable of. Grip is okay, and understeer will prevail and upset the electronic driver aids, but for the casual driver, this is a fairly competent crossover. Not quite approaching the dynamics of Mazda or Honda, but it's easily good enough for the larger audience of consumers who will find it an upgrade over past Toyotas. With some aggressive-looking tires and all-wheel drive, you can have increased confidence through mud and snow, but don't go expecting this to replace Jeep Wranglers or even a 4Runner any time soon. Also of note is its 8.1" of ground clearance, which is disappointingly the same as other RAV4 Hybrids and a half-inch less than the RAV4 TRD Off-Road. What becomes the biggest single appeal of the RAV4 Woodland Edition is the appearance, especially configured in this choice of this military-inspired paint and catchy bronze wheels. Some will hate the bronze wheels and call them trendy, but others might enjoy the different look they bring. After that, there's not much else going for the Woodland Edition given its cheaper interior furnishings and terrible steering wheel. The steering wheel alone would be all the reason to want a different model if I'm being completely candid. Seriously, if the wheel was better this would be a decent value-added package, but it's that bad to use; I'm tempted to lather it in coconut oil because of how dehydrated the surface feels. It's nice Toyota is trying different things and spicing up some more entry-level trims, but it's not enough to substitute for either another brand or simply a nicer RAV4 Hybrid. Price as-tested: $36,545 Pros: Eye-catching paint and wheels, MPG Cons: Terrible steering wheel, Not really an off-roader

This newly improved Miata can't show its real talents because of its (and thankfully optional) automatic transmission 2024 Mazda MX-5 Miata RF review by The Road Beat Words and pictures: Mitchell Weitzman I've been here before, and most regrettably, Mazda has the ignorance to continue diluting their press fleet with automatic transmission-equipped Miatas. This car might as well have had the grave misfortune of being on the receiving end of a dementor, because sadly, vast quantities of soul are lost here in application and limit my ability to properly judge the revised ND3 MX-5. It's true that the 2024 model is improved in a variety of the subtler ways. On the surface you wouldn't know it, but the bones have seen enough reworking to warrant a new internal model designation, dubbed the ND3 now. However, the changes are not all that plentiful, including some freshened headlights and wheels outside, some added center console padding (which, granted, is actually noticeable), and an updated and larger 8.8" infotainment screen with Apple CarPlay. Mechanically, top manual models gain a revised differential (not applicable here), but all models gain revised steering that should improve on-center and overall steering feel, increasing driver connection further. Are said changes noteworthy? Yes and no. The center infotainment screen is definitely larger than before, but it's still lags in operation at times and is not a touchscreen, which many prefer. Interestingly, Apple CarPlay can be used as a touchscreen, but touch operation is restricted to speeds under 3 MPH. I'm not even kidding as I tested this: CarPlay was only functional via your finger either completely stopped or when at a walking pace. Idle too fast and the touch function ceases to work. Amazingly annoying, Mazda; Good job. The interior on this Grand Touring model is a very nice place to be, with soft materials all around that give it a luxurious vibe to it, minus the fact that the driver's interior door grab handle was clearly loose each time I reached for it, not boding well for the build quality of a brand new car with under 1,000 miles. So, when on approach, it appears like a genuinely nice car inside, and it's definitely increasingly upscale compared to, say, a Toyota GR86, but it's more visual stimulation than anything. For example, there's still next to no storage inside including no glovebox, the cup holders are in strange and inconvenient locations, and the center storage is nestled between and behind the seats, taking yoga skills and flexibility (which I lack) to open and close, and it's flimsy at best. Then there's the road noise, which there is plenty of. You might hope that a folding hardtop model like the RF would be quieter than a ragtop roadster, and indeed it is, but it's also like the difference of first standing next to a jackhammer and then covering your ears with your hands; it's still going to be damn bloody loud. There was also a constant rushing of turbulence behind my left ear, almost as if the little quarter window isn't sealed properly. Unfortunately, I don't think the RF gives a very authentic convertible experience, even after the top automatically folded away. Resembling more of a 'targa top,' you don't get the same wind-in-your-hair event as the standard and cheaper soft top Miata. Instead, you're left with mostly just light rustling of your top hairs coupled to nigh-unbearable wind noise over 50 MPH. It's so loud with the roof off that, on my first drive home on the freeway, I immediately regretted it; I couldn't even hear the music without blasting it (which the stereo sounds pretty poor anyways), and then it's all made worse if you're next to other cars, as the roar of their tires are at ear level given how low the MX-5 sits. Oh, and you cannot hear any exhaust or engine noise with the roof off at higher speeds as well, something I find rather disappointing in a sports car. On slow country roads, under 50, it's very nice, as you're not having to bump the stereo to oblivion, the wind dies down, and you can talk to passengers without having to shout. So on tighter (slow) mountain roads, it works as 'vert, but even at a light trot, the wind noise picks up in multiples. To ward off fears that I must just hate convertibles, I don't; I've driven plenty of other drop tops that are perfectly bearable at higher speeds with the roofs removed. Those same cars are also considerably more expensive and have clever ways of mitigating buffeting and excess turbulence. So, maybe it's just too expensive to fix, or Mazda could hopefully just gain more time in the wind tunnel on future models. Put it this way, I've driven other convertibles that have less wind noise with their roofs folded all away than the Miata RF does with its hardtop in place . On a happier note, the good news is that the MX-5 Miata drives better than ever. Are the steering changes actually detectable? To most people, probably not, but I do find there to be a slight improvement in overall tactility and during transitions. The most simple result is a car that's easier to go straight now as you're more aware of nuanced corrections, but the adjustments do pay dividends elsewhere, too, and for the better. Body roll is still wildly present when you get frisky with the wheel, but I also have liked this about Miatas, as this gives extra visceral feedback and confidence by allowing you to really lean on the tires and understand the grip available to you. Despite soft suspension, the ride quality is still choppy and unpleasant on even lightly imperfect roads, but it's fitting of a supposedly raw and analog sports car. Look, get past my previous complaints and I'm here to tell you that, when a road gets twisted like one of Wetzel's best, there are few other cars that deliver thrills and connection in the real world that a Miata can. Fantastic fun doesn't even begin to describe the simple joys a simple car like this can produce. With such sweet, playful balance and handling, how is that so many cars have forgotten how to be truly enjoyable when driven? But (and this is a big but), is where things implode on this particular test example: the price and the wretched automatic transmission. This Grand Touring RF costs an eye-watering $39,895- for a Miata . I'm sorry, but that's actually absurd in all sense of the word. Luckily, you can have a cheaper manual transmission soft top for nearly $10,000 less, and that's definitely the one to get over this bloated and blasphemous incarnation of one. Concerning the transmission, if you're already going to willingly deal with the space constraints, the noise, and overall impracticality - if you're already putting up with all that - why would you neuter the experience and poor car with an automatic? That makes no sense to me, and nor it should to you. And it's not like the automatic is some quick dual-clutch unit, but rather a measly six-speed slush box with far too long gearing that hinders performance from the two-liter four-cylinder. It might rev to a convincing 7,500 RPM, but with second gear maxing out at nearly 65 MPH, performance never feels anything more than typically tepid. A high-revving and small capacity engine begs for quick, short gear ratios in any circumstance (which the manual helps with), but this automatic does the opposite. At least it averages over 30 MPG in daily driving, but the last manual Miata I tried also enjoyed over 30... I'm not here to hate on Miatas because I can really, really , enjoy these fun roadsters. However, this RF Grand Touring with an automatic is literally the worst spec you can possibly have in a new Miata, ironic that it's also the most pricey. It's far too expensive for what it is, and that transmission just zaps the fun like a mosquito. Besides, with the manual transmission that's available being so dang good, you have literally no reason for choosing an automatic MX-5 other than literally being a heretic due for exorcism. Take the pureness out of a Miata and you're sadly left with something that is in all essence not a Miata anymore. And last I checked, that inflated price tag now places the Mazda perilously close to a whole other realm of sports cars. Are there improvements to the Miata? Yes, but for the love for all that is holy, just get the cheaper soft top with a proper manual and have fun the way the MX-5 Miata was truly destined for. 2024 Mazda MX-5 Miata RF Grand Touring As-tested price: $39,895 Pros: Still looks good; Deft and accessible handling Cons: Expensive; Automatic transmission; Noise 2024 Mazda MX-5 Miata RF review by The Road Beat with Mitchell Weitzman.

This luxurious and dynamic SUV has the making of a star, but it's not without issue 2024 Mazda CX-90 review by The Road Beat Words and pictures: Mitchell Weitzman Mazda may be late to the big SUV game, but this crowded and competitive field now has a surprising and viable alternative. Bearing the distinction of flagship for the famed brand that brought us 'zoom-zoom,' the CX-90 expands and improves upon their aging CX-9 in all the right ways while doing so with a unique engine configuration, boasting six cylinders arranged inline . With few other ways of saying it, the CX-90 is a brilliant car, but it's not free from flaws, and because how brilliant it is elsewhere, these annoyances become increasingly apparent and frustrating as it prevents the CX-90 from reaching its potential as everyday perfection. We do live in a highly aesthetic world, and luckily for Mazda, they have nailed the exterior design of the CX-90, appearing with all the same striking freshness two years on. Crafting an elongated, elegant shape that is understated by modern standards, the biggest Mazda SUV is a design triumph and looks great on the road. Another superlative is to say that it looks rather expensive, which is good for a luxury-oriented car that doesn't have to luxury bucks. Open the doors on this Premium Plus example, and you'll find yourself treated to a wonderfully lavish cabin that leaves other Japanese and American rivals far behind in the proverbial rear-view mirror. The leather is frankly exquisite for what you would expect from a Japanese car (that isn't a Lexus), and all the touchpoints and controls feel high quality and easily fitting of the price tag attached to this Premium Plus edition. Also, I applaud Mazda for continuing the understated elegance to the cabin, where there are no "look-at-me!" gimmicks or vulgar eyesores; all is neatly integrated and share an equal turn in commanding attention. The gearknob is strange at first, but I have acclimated somewhat and it felt more natural with time, but it's still among the worst in any new car unfortunately. Yet, it isn't perfect, like the interior grab handles have large, vacant seems that shouldn't be there. Or how the exterior door handles make a hollow sound upon opening, something real luxury brands do not overlook. Similarly, the center display has a confused operational interface by means of a rotary dial, but is not a touchscreen, usually . I say usually because, if you connect your phone to Apple CarPlay, the display suddenly is touch capable...if you're stopped. The moment your speed reaches above 1 MPH, you lose touch capability and have to resort to the dial of which Apple CarPlay was clearly not designed to be used with. What crazy, obscene restriction is this? The traditional oversight committee strikes again. To keep costs attainable and competitive with their main rivals, sacrifices had to be made, which is all the more unfortunate. For years, no, decades, Mazda has separated itself from rivals by providing superlative driving dynamics, hence the zoom-zoominess of their past ad campaigns. Somehow, despite being a huge, 200" SUV with three rows of seating, the CX-90 drives fantastic and is easily the best in class when it comes to handling and dynamics. The steering is precise and bears real proper weighting for increased confidence, but there's also a sense of feel, too, reneging on the ever-present trend of numbness affecting so many other new cars. But, turn the wheel and chuck the CX-90 into corners, and it just goes , and willingly, happily. A big SUV that doesn't have a Porsche or an M badge on its hind should not handle this good, but Mazda has once again cracked it. Understeer is largely absent at reasonable paces and expectations, and in spirited driving down winding roads, the front end is connected and willing to change direction. And yet, the ride quality is also very good, shrugging off and absorbing bumps at all speeds and rarely exhibiting choppiness. The brakes are even solid. Really, I don't know how Mazda continues to do so, but they really do make the best driving everyday cars at approachable price points. A headline feature of the CX-90 is one you cannot see, and that is the turbocharged, 3.3L inline - six cylinder engine under the hood. Unlike the common V layout, an inline-six is an inherently smooth form of combustion, with none of the coarseness nor harshness that the typical V6 provides (let alone the moaning and groaning nature of inline-four engines). Even if you think a V6 is smooth, that's because you haven't experienced an inline-six. Inline-six engines also are renowned for making a good noise, and when you do accelerate, there is a pleasing and authentic growl emanating from beneath the hood. Speaking of accelerating, this engine rips once you give it some revs, charging to 60 MPH from rest in six seconds for some surprisingly capable and easy passing power. Horsepower ranges from 280 on the standard Turbo model up to 340 for the Turbo S. Interestingly, this new powertrain is also a hybrid, though of the 48-volt-mild-hybrid variety to give subtle boosts to response and efficiency. In practical terms, this means the meaty CX-90 delivers surprisingly excellent fuel economy, burning gasoline at a rate of only 26 MPG during my week of daily driving. For those keeping score, that's significantly better than what the 2.5L inline-four turbo found in the smaller CX-9 returns. However, in practical application, this efficient and smooth-spinning powertrain comes with drawbacks, like hiccups and hesitation at slow speeds. Say you're slowing down for a red light, and right before you come to a complete stop (still rolling at one or two MPH), the light turns green. As you switch from the brake pedal or coasting to the gas, there can be a delay and even a slight shake as the CX-90 transitions back to power. Toyota and Honda hybrids don't do this, as you would expect from brands that pioneered hybrid technology over 25 years ago, but there's just something not quite right with this powerplant when total drivability is concerned. For a first time application, Mazda does need some work done to bring some culture and eliminate the sometimes-gruffness of this new and otherwise amazing engine combination. When looked at as a whole, the inline-six is too impressive to be blighted by low-speed tendencies. Another scenario that can use improvement is when maneuvering in a parking situation, like trying to creep forward those couple inches further. Release the brake and there is a delay before CX-90 actually starts idling ahead, so it's easy to jump the gun and press the throttle in anticipation, but if you do this, you might be greeted to a lurch. So, be patient when parallel parking or other similar situations. It's because of how good the rest of the CX-90 is that the few faults become all the more frustrating. Like, this car is really quite close to perfect. Remap the ECU for the slow-speed engine characteristics, new door handles, and full touchscreen operation and bam, it's perfect. The rest of the CX-90 gives such a premium experience compared to any rivals that it comes highly recommended. And besides, I'm literally a professional nit-picker; Most consumers and drivers might not even notice or care about the items mentioned, but I wouldn't be honest if I didn't point them out. That said, the CX-90 is one of my favorite new cars on sale today and fully deserves your attention and consideration. 2024 Mazda CX-90 Turbo Price range: About $39,000 to $60,000 Pros: Beautiful exterior and interior; Inline-six engine; Handles well Cons: Frustrating electronic quirks; Some low speed throttle issues 2024 Mazda CX-90 review with The Road Beat. Photography by mitchellweitzmanphoto.com

This electric crossover from Lexus is luxurious alright, but it's so meanderingly average everywhere else 2024 Lexus RZ 300e review by The Road Beat Words and pictures: Mitchell Weitzman Lexus, a longtime purveyor of hybrid vehicles in their lineup, has been quite late to the world of purely electric vehicles. This is also true of Toyota, the parent company of their premium Lexus brand. I previously tested the headlining RZ 450e last year, and this slightly more affordable version both improves and retreats in several areas. Unfortunately, the improvements still make this a lame duck for when choosing a brand new electric vehicle, and unless you can score one with some great rebates or lease promotion, I would steer clear and choose the plug of another EV-maker. See also: 2023 Lexus RZ 450e review What has been worth keeping is the star quality of the RZ's cabin. Featuring rich suede and all sorts of soft materials and exhibiting no rattles to be found nor heard, the RZ is a proper luxury car. And while the design flare isn't nearly as high as the eye candy that Genesis bestows upon their GV60 EV, the Lexus does give the impression of a higher tactile quality on many important touch points. The seats are great, too, and passengers in the rear have adequate leg room to not warrant complaint. Lexus consistently does nice and secure cabins, and the RZ holds up that strong standard. Well-equipped is an additional plus point that pairs with the nicely furnished interior, but also, what new cars aren't well-equipped these days? What used to be a strong suite of Toyota and Lexus cars, others have simply replicated, and often for less. Still, all the modern amenities and safety items are all present here, and the large center screen is easy enough to learn and use on the daily. With less power than the 450e model, range increases to a real world 200 miles on this model. And also unlike the quicker 450e, I didn't see alarming drops in estimated range from simply turning on the cabin fans or air conditioning. Weirdly, the new and slower 300e has a larger battery pack, now rated at 72.5 kWh (verse just 62.5 on the former MY23 450e), thus helping contribute to the increased driving range. In 2024, being to travel at least 200 miles between charges should be the bare minimum, and even then I would (and many others) wish for anything extra to make daily driving and any kind of trips less of a worry and hassle. Worth mentioning is that this 300e version is front-wheel drive, unlike the all-wheel drive of the faster RZ 450e. Over $60,000 for a front-wheel drive vehicle might sound strange, and I would agree to say it's not fitting of a luxury car at this retail price, but due to the apparent lack of power, you would rarely ever notice the burden placed solely on the front axle. Horsepower is a paltry 201, and while the instant response of electric motors make it perfectly adequate in urban environments, the passing performance at freeway speeds is terrible, and it's here where 201 horsepower in a heavy electric vehicle is all the more unacceptable with this steep of a price tag. 0-60 MPH might happen in as little as 7.2 seconds, but after 60 MPH, the Lexus falls off a cliff with worryingly waning acceleration. It's at this point where the 200 miles just isn't enough still given the relative lack of power and front-wheel drive drivetrain. Hyundai's and other cheaper EVs often pack 100 or more AWD horsepower while offering 10-25% extra range, so the 200 miles is frankly disappointing. Also worthy of head shaking is how mundane and boring the RZ 300e is to drive. Other electric cars can be very fun to drive, but the RZ 300e does not possess any resemblance of the word fun in its vocabulary. The RZ 450e may have 50% extra horsepower, but it too suffers from the same lack of enthusiasm, as if the engineers behind the RZ (and the Toyota bZ4X on which it's based) do not understand passion nor have desire to embrace passion and what can make a car joyous to drive. At least it's quiet and the ride quality is decent, but turning the wheel reveals no such hidden talents. With the RZ 300e, taking the 'long way home' simply is just a waste of time due to the slow and delayed reflexes and dead steering. To keep things short, I see little to no reason to consider any kind of Lexus RZ given the price premium they command over other EVs that perform admirably better, can be driven farther, and can even charge far quicker (350 KW fast charging vs only 100-150KW on the RZ twins). Yeah it's luxurious on the inside, but why not save thousands and go for the 30+ MPG Lexus NX 350h instead? That's just as nice when it comes to quality, gets fabulous gas mileage, and it can be quite cheaper. Moreover, Hyundai's ever-popular Ioniq 5 can be fully-loaded with 320 horsepower and AWD for considerably less (though less interior flair), and then the ubiquitous, but great Tesla Model 3 or Y would also be superior choices for the same obvious reasons. Unless you can get some screaming deal on one (Toyota's bZ4X was offered with a $16,250 in lease cash rebates at one point, which points to both how desperate Toyota is to move them), I'd readily avoid the RZ 300e and any current EV offering from Lexus. They're sadly an entire generation behind, and the RZ is (barely) living proof, clinging on to life support so suddenly following its release. 2024 Lexus RZ 300e As-tested price: $63,390 Pros: Typically solid Lexus luxury and build Cons: Weak performance; so-so range; too expensive; Lots of alternative EVs 2024 Lexus RZ 300e review and photos. Images by Mitchellweitzmanphoto.com .

The Tiguan is an accomplished, but unexciting crossover 2024 Volkswagen Tiguan review with The Road Beat Words and pictures by Mitchell Weitzman While there isn't a whole lot to be excited about with the Tiguan, a crossover that does nothing exceptionally well, it does at least accomplish nearly everything pretty well. Resultantly, the Tiguan earns consistent high marks from a multitude of reviewers because of its evenness across so many areas. This makes it appealing on multiple levels, but it also does mean there isn't a single attribute the Tiguan does the best among its varied peers. Still, this accomplished and modest people mover has legions of fans, so there must be a reason for it. Let's talk GPA: would you rather have a student who gets half As and half Cs, or all B grades? This is the all-B machine embodied in car form. Ain't nothing wrong with a 3.0 GPA after all, but I do wish there was a metric that stood out more . Then again, I hated seeing the one C+ I accrued from Econ 10A at Santa Barbara. Anyways, besides being physically rounded, Tiguan is a constant scorer. The looks may be a bit tired now as it's the same shape and language I've seen on Volkswagens for the past decade or so, but then again Germans do typically like sticking to what works, and it's still a handsome shape. This particular example is an R-Line, which does add some subtle tweaks and pizzazz to it in efforts to look increasingly Audi-like, or in other words, more expensive. And it succeeds for the most part. The interior has seen notable upticks in quality over the years, now hosting softer materials that give a tiny aura of luxury, but this is still a ways away from best-in-class, the Mazda CX-5 and CX-50 if you're wondering. Space is highly generous in all reaches of the cabin for occupants, though the rear seats are a little flat (particularly the bottoms) and not the most optimal items for longer journeys. VW has introduced several haptic-touch controls on models, and the Tiguan receives this unwelcome tapeworm as well, implementing sliding controls on the steering wheel that just make things worse - Hopefully those are eradicated in the future. Other annoyances are the extremely loud beeps and bongs that go off each time you've started the Tiguan without your seatbelt fastened, or when opening the driver's door even if the the transmission is in park (like one does when getting their mail). Other passengers can open their door when parked, but no warnings will sound, but the driver's door rings. So, if the beeps are a safety item, I guess Volkswagen doesn't care about your passengers? Yet, at least the center display is easy to use as are most of the other controls. When on the highway, the interior is also reasonably quiet. As befitting of the narrative so far, this is a convenient interior given the space, but one that won't ever warrant a "wow." On a postive, this does trounce the dour dungeon that RAV4 interiors are modeled after. Performance is the usual for this class, with the weak two-liter turbocharged engine needing 8.5 seconds to reach 60 MPH from rest. There's also a lack of smooth throttle response from a stop, as too little throttle application simply won't move you, but too much can result in a jolt; For a company that made modern turbocharging mainstream over 20 years ago, I would expect better. At least this Tiguan doesn't hunt for gears like other VWs have recently done, where they upshift too early and then have to downshift immediately after to make forward progress, so it's an improvement there in shift logic. Gas mileage comes in at 25 MPG, which is fine. Other competitors achieve better, while others achieve less; just middling and disappointing for such a relatively slow vehicle. Average and mundane acceleration and fuel mileage also aren't likely helped by the 4,000 pounds of mass being hauled around at all times, which seems excessive. On the road, the Tiguan is mostly indistinguishable from other crossovers, with a general lack of enthusiasm, instead prioritizing ease and comfort. Owing to its light steering, this is a very easy car to drive and for long periods of time at that, but despite being finger-tip light, the steering is never darty on the highway and remains calm and confident, and I rather like that aspect. However, this isn't a vehicle that lives for the twisting sections of tarmac, and while composure is generally there, and 4Motion all-wheel drive ensures decent traction at nearly all times and bandwidths, this just isn't a fun car to drive and hustle around. For that purpose, if you like a seasoning or two of vigor added, Mazda is again the target to beat with their exemplary CX-5 and CX-50 crossovers. Even if there isn't anything truly standout or excellent about the Tiguan, the consistency of which it tackles a large portion of needs does elevate it to being an above average choice in the segment. A competitive price that undercuts the upper-tier Toyota RAV4s also helps make its case. For those seeking passion and actual driving fun and luxurious interiors should be steered to Mazda (as is the usual case in mainstream cars), but there are many that want a car that simply isn't Japanese, and Volkswagen being a German brand does make it more prestigious in the eyes of many the consumer. Despite not having a single attribute to lust after, I do like the Tiguan nonetheless, and judging by the sales success, so do millions of others. 2024 Volkswagen Tiguan SEL R-Line 4Motion Price as-tested: $40,250 Pros: Spacious; Consistent Cons: Weak engine; Fussy steering wheel controls

This new EV sedan is here to change perspectives 2024 Hyundai Ioniq 6 review with The Road Beat Words and pictures by Mitchell Weitzman This is not my first try at testing an Ioniq 6; The prior attempt lasted only but a weekend, as the center screen was completely inoperable and it went away for a fix. This second try was much more successful, if not without the occasional quirk, but what we should be focused on is what this car represents to the entire industry: our possible future. EVs have become increasingly mainstream in recent years, but most are all in the shape of practical crossovers. For those wanting an entirely electric sedan, your sole choice was Tesla's Model 3. Now, a rival has arrived from the Korean brand that has done wonders to change its image this past decade. With so many betting on a future powered by electricity, this Ioniq 6 and the promises it brings could stand as the turning point in Hyundai's hereafter, and the future of the mainstream appeal of the EV and sedans in general. Unfortunately, my most telling test whether this EV succeeds was compromised by weather that never reached over 45-degrees Fahrenheit, or about 7-degrees C for those in other parts of the world. You don't need to be a scientist to know batteries are not as efficient in cold temperatures, never mind the simple fact that I had the heater on high on every journey, which is known to be very unfriendly towards your range. Despite these influential obstacles, this 320 HP Ioniq 6 Limited AWD dual motor (with large 20" wheels no less) still achieved an average efficiency of 2.8 miles per kWh. Not bad for the temps given and considering this is also the most inefficient version of this model possible. For those seeking maximum range and efficiency, a RWD version will be most the desirable. With 77 kWh of possible storage, expected range can be estimated at 215 miles, which is some ways short of the 270 miles estimated on the window sticker by the ever-so-truthful EPA. Still, it was cold as already discussed, and the range during more hospitable climates would likely yield more impressive results. Another contributing factor to the Ioniq 6's promised efficiency is the low drag coefficient of just 0.21, which makes it extremely slippery and understandably quiet at freeway speeds. I can't hide the fact though that given this low drag shape, I still hoped for higher range even with the tough climate faced during testing. I'd love to try a RWD model in the spring or summer to see just how far one can go. When it comes time to charge, the Ioniq 6 (like its Ioniq 5 sibling) can take advantage of 350 KW chargers for conveniently speedy electric replenishment. If you can locate one these ultra-potent chargers, you can expect to recharge this sedan from 5-80 percent battery in just 20 minutes. Be warned that not all chargers are this capable, with many being of the 50 or 100 KW variety that will make for slower charging, not to mention the widely-reported unreliability of many charging stations. But, as it stands, this is one of most quickly charging electric cars on sale today. When utilizing all 320 horsepower and AWD traction, this Ioniq 6 can dispatch 0-60 MPH in a scant 4.5 seconds. Acceleration does taper off slightly after, as is typical of single-speed EVs, but the rate that speed accumulates can be quite fun. The powertrain itself is conceptually smooth in delivery and operation, with none of the coarseness or unpleasantry of a cheap and boring four-cylinder combustion engine. Are there faster Teslas? Yes, but it also really doesn't matter whatsoever in the real world. This as quick to 60 as a Corvette from 2003 - isn't that quick enough? With no combustion engine or large gearbox to house, interior room is impressively generous. Simply put, this is a really pleasant car to be inside, with a cabin roomier and more atmospheric than most other cars that are of the same 191-inch length. My 6' 2" friend had no qualms with the rear seats and even had loads of legroom, more in line with that of a Mercedes S-Class. Some disappointments include a USB Type A port front and center in the dash rather than the newer Type C variety (which seems weird in a technologically advanced car) and the need to connect your iPhone in order to use Apple CarPlay instead of simply wirelessly. The center screen is eye-catching to look at, but it's a busy mess of icons that make acclimation a chore. Also, some physical keys are present for climate controls, but not all of them, so you have to use a strange combination of both physical keys and then the digital screen for simple climate adjustments. A good example would be accessing the heated seats and heated steering wheel; Annoying, but you do get used to it. What cab be easily complimented is the overall interior quality of this Limited example. It's not yet a properly luxury car, like a Genesis G80 from its sister brand, but this is a nice car without any of the cheapness usually associated with Hyundais of old. I also like the cool textures on the door panels, and with the window switches being placed in the center, that means the doors look more streamlined and sculpted. As mentioned previously, it's also very quiet with no engine noise and a pronounced lack of wind roar owing to the slippery shape. This is an easy car to drive with minimal effort required on the daily. You can adjust the levels of brake regeneration so you can do one-pedal driving that's easy to predict and acclimate to. The steering is expectedly numb, but it's accurate and easy to control and place on the freeway. This is not a car that exactly begs to be driven hard, nor is too eager for cornering, but lateral grip levels are enough to make passengers wince on command. A sports sedan this is not, neither is any aspect particularly engaging besides the fun acceleration, but it's a perfectly pleasing machine to be inside of and drive on an everyday basis. Also built-in are several semi-autonomous driving systems that work surprisingly well on the highway. Concerns? Not many. The weather meant I didn't get the most accurate representation of range, but I did wish for more despite the frigid air as a way of justifying the aero prowess. I did have many instances where, upon startup at night, the center screen and gauges were momentarily bright, blinding white before going to their automatic dark mode, which was annoying. The wipers also behaved intermittently badly, one time refusing to wipe off the brief amount of snow that fell at one point (even though they were in automatic mode), and then when they resumed working, they went absolutely haywire at full speed for a minute even after the windshield was cleared. That was just once, but it's still not without the occasional quirk or annoyance. What could be harder to explain is the $58,425 asking price for this top-tier model. That's not unreasonable for the equipment onboard, but it doesn't sound all that attractive at first glance, and possibly even alarming for a Hyundai. Another issue is the Hyundai Ioniq 5 hatchback, a mostly identical sibling with a cool 1980s Lancia-tribute design that is arguably more attractive and practical. Truth is, not everyone will be sold on the looks of the Ioniq 6. While certainly better looking than a Tesla Model 3, it's a shape that some might not be too fond of and can look odd from certain angles. Unless you need the AWD traction (depending where you live and what weather you endure), I think a RWD model makes the most sense to maximize efficiency. Do I like the Ioniq 6? Yes. The fresh and funky design appeals to me just for being different, and it's enjoyable and hospitable to be in and drive. It signals both a strong future for Hyundai and as an exciting innovation for electric vehicles to follow. 2024 Hyundai Ioniq 6 Price as-tested: $58,425 Pros: Unique looks and spacious cabin; Fast charging Cons: Not that efficient despite aerodynamic shape

The compact CX-30 is one of the finest driving crossovers ever 2024 Mazda CX-30 Turbo Premium Plus review by The Road Beat Words and pictures: Mitchell Weitzman Nearing perfection is what makes the Mazda CX-30 Turbo almost annoying. All of the surface level strengths that make this crossover so splendid also can frustrate, not out of demerit, but because of how tantalizingly close Mazda has come to sublimity in this ultra-competitive space. Where it matters, though, CX-30 overdelivers: the looks are there, it's surprisingly luxurious, powerful, and handling prowess all prove this is the compact to beat. Starting with the positives, Mazda's design language might be familiar, but it is in no way, shape, or form even remotely dated, as the CX-30 still looks sharp and fresh like it was carved by a shogun. But, this is more than just a pretty face, as my fully-loaded test example has a bona fide luxurious interior that trounces contemporary competitors from all corners of the world. In many aspects, this cabin is closer to a Lexus in quality than a Toyota; it's that nice. Being a compact crossover, space isn't exactly abundant in the rear seats, but it's enough for kids or adults on a short drive, and with decent enough space in the cargo hold for light luggage or a small husky even. What really separates the not-so-modest Mazda is how it goes down a road. With responsive steering and eagerly athletic handling paired to a punchy, turbocharged engine, there are no peers in this price range that drive as good nor are as fun as the CX-30 Turbo. Though it's an upright crossover, the characteristics are not far off from calling it a hot hatch, and has the perfect base groundwork as a foundation to make it a real weapon on backroads. Even as it is, this is an everyday crossover that crosses over into genres that competitors are not capable of. With all the controls being perceived so naturally, this is just how a car ought to drive and behave, and it is shy of amazing how detectable the Mazda difference is. AWD on this model ensures optimal traction, giving a nice turbocharged wallop out of corners without running the risk of understeer. To top it off, the ride quality is still highly acceptable given its relative prowess for cornering. Powering the CX-30 Turbo is a 2.5-liter inline-four combustion engine that boasts a motivational turbocharger. With 227 horsepower and 310 pounds of torque on regular 87 gas (250 and 320 when filled with premium, as per Mazda), this undercover pocket rocket scoots to 60 MPH from rest in a hair over six seconds. As far as four-bangers go, which are typically errant rackets of reckless vibrations, this SkyActiv unit is reasonably smooth and makes a grunty noise that sounds performance-oriented at least. Throttle response impresses for a turbo engine, but the six-speed automatic is feeling its age a little these days, with slower shifts than the most recent eight-speed automatics found in other cars. However, the transmission is at least very smooth and transparent when doing its daily business. Another knock is when it comes to fuel mileage, as this turbo-four drinks gasoline to the tune of 25 MPG, not blatantly terrible, but also not impressive for a vehicle this compact. Some literal knocks? The exterior door handles make a hollow and loud sound with each use, which makes them feel fragile and cheap in a way. Inside the Mazda, with the transmission in drive, the shift boot crinkles and folds over, nearly touching the rotary knob that controls the infotainment. In turn, when you rotate the large dial, your fingers will graze the shift boot. The infotainment itself is not a touchscreen and some of the pages can be cumbersome to navigate through with the given method of use. Apple CarPlay is available, but again must be used via the main dial, which CarPlay is definitely meant to be used as a touchscreen. There's also the annoying, blaring alarm that goes off seemingly endlessly if you start the CX-30 without either your seatbelt fastened and your door closed. Are these complaints trivial? For the most part yes, but they do stop the Mazda from being impossibly perfect. What is harder to hide is the premium price attached to this Premium Plus trim: $38,175. If you're thinking that that sounds like a lot, it is. You do get what you pay for at least in this instance, as this particular CX-30 is miles ahead of contemporary rivals when it comes to interior finishing and the lush materials used; You won't ever mistake a Honda HR-V for a luxury car, but you can easily believe the CX-30 to be. No matter which way you spin it, the CX-30 Turbo remains a phenomenal crossover. More luxurious and with higher-performance than any of its rivals from Honda, Toyota, Kia, Hyundai, and more, it's also more expensive given its merits and adornments. You can easily just about call it a luxury car based on the fine furnishings inside. In fact, perhaps the closest real comparison is to BMW's X1, and then it seems like a bargain while doing lots of things so similarly. If you can make the compact nature of the CX-30 work for you, it is a car you can drive every day, in any environment, and enjoy doing so. 2024 Mazda CX-30 Turbo Premium Plus AWD Price as-tested: $38,175 Pros: Performance and fun to drive; Luxurious interior Cons: You have to pay for the best

An elite venue and showing of some of the biggest new releases from coachbuilders and manufacturers. Words and pictures by Mitchell Weitzman There are only a handful of things that I truly look forward to each year, and for an adult car enthusiast, Christmas does indeed come twice a year in Carmel Valley for The Quail, A Motorsports Gathering. A blend of ultra-exotica, a chance to show off the latest and greatest creations, plus gourmet buffets and drinks of your choosing, it's the most looked forward to event of the year for many people. Spectacular really does not do this storied and exclusive event at The Quail Lodge justice, being the one you don't want to miss. Pagani Utopia Roadster made its American debut wearing a ravishing set of exposed burgundy carbon fiber bodywork. While the original Utopia press photos had done itself zero favors thanks to an awful choice in colors (a pale beige in the first released photos. Gross), this Roadster was a scene-stealer in the flesh and reaffirms Horacio Pagani's position as a modern master of the arts. Mr. Pagani himself may not even be Italian, but he really is our modern day Bernini as he continuously crafts his Baroque beauties. Getting there early during press hours guarantees soft morning light and a chance to see the staging of many vehicles. Also, less crowds for some extra photo opportunities. Carrozzeria Touring Superleggera revealed their new Veloce 12, an Italian 'restomod' utilizing a Ferrari 550 Maranello as its base. A car initially impressive on the surface, but only before the revealed 690,000-Euro price, and that's not including the donor car needed. While it's cool to see restomods that aren't Porsches, this one does not do nearly enough over the original car to justify existence, let alone price, coming across as a serious cash grab (ripoff). Especially when considered that a nicely cared for 550 that can be had for half a million fewer dollars or euros. Plus, the styling is too generic and looks like a product of AI. I had high hopes until the egregious price was mentioned! If you buy a mint example of a 550 for transformation, it'll translate to roughly $1,000,000 USD when all is said and done. Perhaps the most anticipated reveal of the entire Monterey Car Week, Lamborghini took the wraps off their new Temerario, a replacement of the wildly successful Huracan. Immediately and recognizably a Lamborghini, this new model ditches the famous V10 for a new twin-turbo V8 that promises to rev to 10,000 RPM while delivering 907-horsepower. I don't think the matte blue paint finish lent any justice to the design, as a gloss green example shown elsewhere during the week better encapsulated the classic Lambo look and spirit. Not every vehicle at The Quail has to cost hundreds of thousands, if not millions of dollars. Celebrating 100 years of MG meant the British champion of sportscar modesty had a strong showing on the fairway in Carmel Valley, with Dean and DonnaRae Caccavo from Placerville, CA showing their preserved 1948 MG TC. Please see The Road Beat's full image gallery below for some of the best sights from and other new releases revealed at the 2024 edition of The Quail, A Motorsports Gathering, the shining and soaring jewel of Monterey Car Week.

Updates have improved the ID.4, but I would still skip altogether 2024 Volkswagen ID.4 Pro S review by The Road Beat Words and pictures: Mitchell Weitzman Volkswagen has fixed several annoyances with their all-electric ID.4, but this is still not the optimal choice for those considering an EV. While I applaud VW for listening to feedback and amending some key focus areas, the unfortunate reality is this is a car that still very much feels like beta firmware. Tested here was a mid-range RWD Pro S, bearing an MSRP of $51,815. A competitive price, but that's not enough to want this unfinished product. One area this VW does admittedly excel is when it comes to driving range. With its 82 kWh battery pack, you can expect a real world 250 miles of driving distance (if you opt for AWD, figure in a slight decrease). That number falls short of the promised 291 miles from the window sticker, but around 250 miles does marginally exceed what I've come to expect from Hyundai's Ioniq 5 when similarly equipped. So, at least it's efficient enough for your everyday mundanity. However, unlike other EV makers, the ID.4 cannot take advantage of hasty 350 KW chargers, so your recharge times potentially will be longer (it'll be the same on slower chargers or when replenishing at home, though). From there, things take a turn for the worse, stemming from poor planning and execution. A headlining change was an update to the central display's user interface, and it is indeed easier and quicker to use in practical terms. Sounds like a win, right? And initially, the menus respond with improvement, until they don't. During one drive, the radio and navigation pages both became completely inoperable, where clicking each of their respective icons resulted in blank pages and would refuse to load. Software glitches from a large brand like Volkswagen in 2024 are entirely unacceptable. At least the rotating gear selector operates better now, and the awful and incoherent sliding touch controls for the volume and temperature are at least now illuminated at nighttime so you can actually see them, but they're still fussy and rubbish. Same goes for the buttons on the steering wheel that can be complicated to use and their gloss black finish easily reveals even the slightest of smudges. Some items have been improved, but they're still just not good enough. The door latches, both inside and outside, feel like toys, with the exterior grab handles flexing and creaking during use when they're clearly not supposed to (they have rubber squeeze pads for entry operation, but as you squeeze and pull, the handle itself still flexes and moves like it's broken). If this was my own car, I'd worry about them breaking and falling off soon, while the interior release handles lack feedback in use. Nearby on the door control panel, you have touch a sorry little button in order to even operate the rear windows, as there are only two controls for all the windows (so you have to toggle between front and rear - terrible), and then the pathetic little spinning knob for adjusting your mirrors also feels like it's about to come apart. Speaking of mirrors, the rear camera is appalling for a futuristic 'tech savvy' car, being too low of resolution and having distorted image corners. Open the front hood and you're greeted by zero front trunk (frunk) storage and a barrage of lazily assembled cross braces and other things that should just be hidden from the owners or at least under some kind of simple cover. At least the rear cargo area is generous because the lack of additional front storage on an electric car is rather disappointing. Speaking of space, the interior itself is wasteful, featuring this enormously oversized center console that makes things feel more crowded than it should in the front seats. And the storage ability of said center console is rather poor despite the big and pointlessly bulbous shape, not to mention the lack of a glovebox in front of the passenger. What also doesn't help is the high hood line which impedes vision forward, where the height of the hood is taller than the dash - bad! The overall quality of materials used inside isn't all that bad, and seats are fine, but there are several key controls that are so sloppily executed that it cheapens the entire experience due to general oversight. On a neutral note, the ID.4 Pro S is perfectly fine and serviceable to drive. Power is also up for the model year, which drops the 0-60 MPH sprint down to six seconds flat for this RWD version, but it doesn't perceive itself as that particularly quick at all. Handling? Meh. You turn the wheel and it goes where you point it, mostly, with vague and lifeless steering that is all too common a trait among cars like these. Toss it around on a winding road and the ID.4 doesn't have the composure nor willingness that other EVs do, like that aforementioned Ioniq 5. Simply put, it just doesn't drive as nice as other EVs and lacks in the handling department with its delayed responses. And there may be s a mode for regenerative braking, but it's not strong enough to utilize one pedal driving, if that's what you prefer in your electric vehicle. You might think I have no sympathy for this car or that this is some kind of hit piece, but only the former is correct: I do not have sympathy for this car. VW is one of the largest carmakers in the world and this is the best they can do? First they betray the world with the Dieselgate emissions scandal, and they make it up by this haphazard attempt at an electric car? Go look at any other alternative to the ID.4 and there is almost zero chance that you would go back to this still-unfinished Volkswagen. Unless there are enormous manufacturer rebates or dealer discounts to move these, looking elsewhere will be your best decision. 2024 Volkswagen ID.4 Pro S RWD As-tested price: $51,815 Pros: Hmmm Cons: Hyundai and Kia's Ioniq 5 and EV6 exist #volkswagenid4 #vwid4 #vwid4pros #volkswagenid4review

An exterior refresh elevates the Elantra N to an even higher superlative 2024 Hyundai Elantra N DCT review with The Road Beat Words and pictures by Mitchell Weitzman There was one solitary aspect holding back Hyundai’s rambunctious Elantra N: it wasn’t pretty. Bearing a daring shape, but sans attraction, the Elantra N’s potential was greatly held back by its juvenile image, with that delinquency extending to the brand and badging itself - a performance Hyundai, it couldn’t possibly be! A couple model years later and Hyundai has (thankfully) replaced its polarizing front chomp with a cohesive design that easily should have been the original starting point, transforming the exterior experience. Now that the Elantra N is bona fide good looking, this is one performance car held back by nothing thanks to its electrifying character and unbeatable value. I might be a traditionalist in that I favor classic rear-wheel drive designs in most cases, but the Elantra N is the exception, being the more involving and fun car when compared to a Toyota GR86 or Miata. You might be thinking that I'm talking blasphemy by even considering this a rival to such holy saviors, but the Elantra N is indeed a very real rival because of its inherent attitude and aptitude for fun. With a degree of speed that leaves said rivals in its wake, and poise learned from the best circuits in the world (the head of Hyundai N used to engineer BMW's most heralded M cars...), and literally next to zero torque steer, the Elantra N is the most fun new car you can buy for under $40,000. Yes, I said it, and while I would prefer three pedals, it’s even pretty damn impressive with this example’s optional eight-speed dual clutch automatic. Sure, it is front-wheel drive so you can’t do any smoke-infused drifts for a bunch of TikTok kids while their iPhones are recording, but then again it’s nigh impossible to tell that it’s even front-wheel drive anyways thanks to the lack of torque steer. Open the doors and the interior isn’t exactly luxurious by any means, with the expected hard plastics here and there, but that’s right in-line for the price to performance ratio. The seats at least are terrific, offering a great blend of comfort and lateral support that accommodates my preferred driving position quite well, and the leather steering wheel is tactile and shaped perfectly. I do prefer the manual, even if the DIY transmission isn’t as delectable as the Honda-unit inhabiting the Civic Type R's mechanism of the gods, but it’s still fun and precise, and this dual clutch is highly impressive in its own right, reeling off quick shifts both up and downwards with aplomb. Look, there’s no other way of saying, but this car as a complete package is rather phenomenal, regardless of which angle you approach from, both literally and metaphorically. What really separates this compact sedan from others is how glued and locked-down the stellar chassis is. I said it earlier, but this Elantra N truthfully is the more enjoyable performance car than closely-priced sports cars like the GR86 and MX-5. The fact this Hyundai is front-wheel drive is just a formality, because this has such deft handling balance with mountains of grip from its front end. Understeer? What understeer; When you see an apex, turn the wheel, and guide this stinger missile to target. You can even aggressively squeeze the throttle through long and looping cloverleaf onramps, and somehow the front just bites harder and harder without any fuss. It's an amazing revelation for what is an affordable performance car, and it's not just the shear capability and grip that elevates the Elantra N, but it's also never short of involvement, simply begging you to push and drive angry, like having a little devil sitting on your shoulder feeding mischief to your ear. Okay, so you can't go drifting per se, but the Elantra N doesn't lose composure as you increase your pace and determination, and as you toss the car left and right on repeat, it becomes addicting fun and highly inclusive of the driver, doing just what we are meant to: drive. The steering is predictable and features a natural weight, I like that. Confidence grows as you further turn the wheel all while communicating decent enough feedback to its driver to cease speculation. Yet, the suspension isn't punishing like on a Civic Type R, which would definitely have a slight edge in outright speed on a race track thanks to its track-honed and stiff chassis, but here on real world backroads, the Elantra N emerges victorious because of that forgiving nature that's genuinely more suitable and exploitable on imperfect (most all) roads. Despite no power directed to the rear two wheels, the multi-link rear suspension does an admirable job staying in shape and maintaining direction, where like a reliable rear gunner, it keeps things planted and discards any attacking bumps. Don't think I've forgotten the engine, as the boosted four-cylinder serves up a main course of unexpected quality. The sound isn't even half bad, but impressive enough is a relative lack of harsh vibrations that can easily compromise other vehicles with a similar engine configuration. With 276-horsepower and a burly 289 lb-ft from just 2,100 RPM, progress is easy and effective, made further accessible by the dual-clutch transmission's swift shifting. The midrange is particularly meaty, and on a local favorite route resembling that of a British hillclimb, channeling that inner beef addictively in the 3,000 to 5,000 RPM range allows a freedom to explore both the engine and chassis to practical effect. Taking things to the top reveals a slight falloff in pull, as is normal in most turbocharged engines, but the power unit and noise still convince enough to make redlining worth the journey. The compelling punch also means the Elantra N absolutely vanquishes its Miata and GR86 rivals in a straight line. Also, when you do get aggressive and select the race mode for the active exhaust, there are silly pops and bangs that guarantee smiles. For those concerned with timesheet specifications, 0-60 MPH takes a brisk 4.9 seconds. And for commuters, fuel economy stood at 25 MPG after a full week. Well, I knew I'd like the Elantra N, having greatly enjoyed the previous one I sampled. All the strengths remain, but now the Elantra N looks actually good rather than unapologetically aggressive and vulgar. The fact it's not only faster, but also more enjoyable than a pair of similarly-priced rear-wheel drive sports cars says oh so much. The dual-clutch is a unique addition and option, but for the maximum sporting experience and inclusion, I do, wholeheartedly at that, recommend the stick shift. How's it compare to other front-drive hot hatches? Well, VW has the GTI for a similar price, but the VW is just a bit boring in comparison, too safe . And then there's Honda's quintessential Civic Type R. I won't lie - I like the Civic Type R more. But, and this is a huge but, the CTR costs $10,000 extra. That the Elantra N accomplishes so much at its price is perhaps the most shocking achievement yet. And for that, it's entirely all too easy to recommend having a look at the Elantra N. 2024 Hyundai Elantra N DCT As-tested price: $36,820 Pros: Newly improved exterior; Outrageous fun and performance Cons: Telling people it's a Hyundai; Choose the manual

Home of the Corkscrew and American historic racing. All photos by Mitchell Weitzman A longtime staple of Monterey Car Week, the Monterey Motorsports Reunion at WeatherTech Raceway Laguna Seca continues to be a highlight of accessible enjoyment during this increasingly expensive week of automotive festivities. With Quail tickets soaring above $1,000, and Pebble Beach getting close, the Reunion seems somewhat reasonable now with tickets still starting below $100. For that not-so-princely sum, you get unbridled access to historic race cars worth up to tens of millions of dollars in the all-access paddock, and general admission to basically any portion of the circuit for spectating. It's refreshing to be able to not fork over your child's college tuition just to be around some fancy cars, and at least at the Reunion at Laguna Seca, you also get to see (and hear) said storied cars rip around one of the most famous tracks in the world. Despite being the middle of August in California, ambient temperatures at Laguna rarely rise above 80 fahrenheit (26C for you metric readers), making for comfortable viewing throughout the day as long as you remember your sunscreen. I will say, for your own warning and future planning, my friends each tried out the $20 nachos in the food court and were gravely disappointed, just FYI, so maybe bring your own food in a cooler. While other car shows carry worldwide prestige (and entry prices to match), the Monterey Motorsports Reunion is a yearly highlight for me to see some of the most treasured racecars in history in their natural habitat. Rather than sitting still (and quietly) and detailed on a Concours lawn, banging rev limiters through the hills of Monterey owes a specialness that cannot be taken for granted. What should not be understated is the lack of the influencer and TikTok crowd at the Reunion, with this event in particular being a beacon of hope for the true car enthusiasts attending Monterey Car Week.