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

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

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

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

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

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

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

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

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

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

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

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