A terrific driving compact that still comes up little short 2026 Mazda 3 sedan review by The Road Beat As superlative as the Mazda 3 (spelled Mazda3 by Mazda) is to drive, it probably isn't the first choice for many shoppers looking for an economical sedan. After a week behind the wheel of this 2.5 S Carbon Edition Sedan with AWD flavor of Mazda 3, several reasons became apparent, albeit with varying degrees of justification. Anyone who chooses Mazda's 3 has made a bona fide great decision on a great car, but for the majority of drivers, there are probably better all-around options. Picks Standing out as the defining feature of the 3—and really any Mazda—continues to be the driving experience. Every little part of the mechanical equation seems to work together for the greater good. If you've ever driven a bog-standard Corolla, the Mazda will feel akin to a Le Mans racer. Okay, it's no 787B with its brap-brap-brap four-rotor, but it's all relative. You get the point. Sublime steering is but just the first ingredient. From the first turn of the wheel, you start to understand that this is more than just another econobox. There's real weight and a natural progression in steering effort, with even some feedback coming through the wheel that tells you about the road surface and what the tires are doing. Where other cars feel like toys, the Mazda feels real and substantial—not just using an Xbox controller on Forza. As I said, steering is just one vital ingredient, even if it's the most inspiring. Pulling and operating the six-speed automatic's gearstick has a satisfying sense of connectivity, too, and never feels flimsy. The automatic's 'tiptronic' manual mode is properly arranged, with upshifts requiring a pull backwards and downshifts a nudge forwards, just like a sequential 'box on real race cars. The shifts are not quick being a basic torque converter auto, but it responds cleanly to manual inputs and can make B-roads that little bit more involving. Further, the throttle and brake pedals are intuitive, making it easy to modulate inputs. This is a car where all the points of interaction come together in a soothing, unexpected harmony. None of this is merely for show, either. Take the Mazda 3 down a backroad, and its zoom-zoom DNA is very much alive, with inspiring handling and character from the chassis and optional AWD system. It's not the outright grip that impresses so much as how natural the package feels as you throw it from corner to corner, reveling in its neutral balance and willingness to charge towards apexes. Comparing this to an E46 or E90 BMW really isn't hyperbole; the Mazda isn't that far off. Like those esteemed Germans, the Mazda3 doesn't make you say, "wow, that was fast," as much as, "wow, that felt good." This was my first time experiencing Mazda's entry-level 2.5-liter engine rather than the hotter turbocharged option, but even without forced induction, it's a smooth, balanced engine with enough motivation for daily driving. The sound isn't bad for a four-cylinder, either, even as the revs rise. Even in base form, it blows the doors off what a Corolla offers as standard with its 186 peak peak horsepower and equal 186 lb-ft. I also love the soft materials throughout the interior, which give the cabin a properly upscale vibe. Red leather seats definitely command visual attention, but the car simply feels more premium than rivals in both observation and operation. Physical buttons and knobs handle climate and volume, while the clickwheel controller behind the gearstick means you don't have to awkwardly reach forward and distract yourself with a touchscreen. Yes, some will hate the rotary clickwheel, but I find it refreshing and it allows more attention on driving thanks to the muscle memory it encourages. There's something to be said for not having to stare at a screen while your fingers flail around like you're trying to conjure a genie out of a lamp. There is a learning curve to their system, but the payoff is an easier way of living for me. The back seat offers decent legroom and comfort for a compact car, while the front seats are well-positioned and comfortable, with a moderate amount of support. The biggest surprise, though, is the trunk. For such a small sedan, the boot is frankly massive at 13 cubic feet of available space. AWD isn't commonplace among smaller and cheaper cars unless your name is Subaru, and fortunately the Mazda's system is a proper full-time AWD a proper setup rather than an afterthought for competence in trickier climates. Nicks The Mazda 3 might sound like a dream come true for the $30K commuter, but a few notable shortcomings could steer buyers away from its excellent handling and driving characteristics. Considering this car has the base engine and considerably less power than the turbocharged models available from Mazda, its fuel economy is ultimately underwhelming. Highway mileage is fine, but after a week of normal mixed driving, I averaged just 28 MPG. That's disappointing for the class and well behind what Honda and Toyota can offer with their hybrid and even some non-hybrid options. Back in 2021, I averaged an astounding 35 MPG overall in a Civic Touring with its 1.5-liter turbo engine. Civic Hybrids, Corolla Hybrids, and even Elantra Hybrids can top 40 MPG in the right circumstances. So, if you're buying an affordable car that's easier on the wallet, chances are you'll also want to spend less at the gas pump. Sadly, the Mazda 3, in all its flavors, trails the competition in that department. Despite my praise for the near-luxury interior, which certainly makes an excellent first impression, I noticed a couple of rattles around the cabin on neighborhood roads, and the door panel had some flex to it each time you pulled the door closed. Even with leather and other high-quality touches, these little details leave me less confident about how well the interior will hold up over time and whether everything is as tightly assembled as it could be. Hondas and Toyotas, for example, usually have zero rattles on the same roads. Some drivers might also simply hate the clickwheel for the central display. The good news is you can enable touchscreen operation, but it's the the screen's positioning in the dash that makes it awkward to reach and use that way. Clearly, the system wasn't originally designed around touchscreen interaction. It's not inherently a bad system outright, but the operational design won't suit everyone. I also found that this particular car never automatically loaded my iPhone and CarPlay wirelessly upon startup. Blame the software on a press vehicle if you like, but every single time, I had to scroll into the phone menu and select my phone manually, despite being the only person and phone in the car. The system could also be sluggish at times. Whether it is firmware on the car or phone side, I can't say definitively, but I have not experienced this on any other car let alone other Mazdas. Lastly, the Mazda's sporty, athletic character comes at a cost: choppy ride quality. Even on freshly paved routes, the 3 feels stiffer and harsher than its alternatives as it transmits the presence of even pebbles and hairline cracks in the asphalt to your backside. It's incredibly composed and controlled, but that's the price you sometimes pay for such capable handling. In fact, I'd argue that it rides harder over bumps than some sports cars. And to clarify, the suspension never crashes over potholes nor is it unsettled over larger bumps; it just rides a little stiffer all of the time even on the modest 18-inch alloys. Small changes would make this a world conqueror If Mazda could improve the ride quality, eke out a few extra MPG, and offer an updated infotainment system yet retaining the choice of physical controls—this would easily be one of the best cars in its class and perhaps the ideal small sedan for enthusiasts. The problem is that Honda has an absolutely excellent Civic. It looks great, drives exceptionally well in its own way, consumes less fuel, and gives a stronger impression of build quality. For someone who wants a compact sedan that does nearly everything well without really any compromises, the Civic makes an awfully compelling case. However, a Civic does not offer AWD. I love the Mazda 3, but this experience reinforces my belief that the real way to enjoy one is in turbocharged form. It costs more, but the extra power is a better match for the chassis, and the fuel economy penalty is relatively modest on paper (26 vs 28 MPG overall in past testing). That's the version I'd want, and there currently isn't a direct peer offering quite the same combination of performance, refinement, and handling in a premium, compact sedan. 2026 Mazda 3 2.5 S Carbon Edition Sedan AWD main specifications As-tested price: $32,520 Base price: $30,210 Engine: 2.5-liter naturally aspirated inline-four Horsepower: 186 hp @ 6,000 rpm Torque: 186 lb-ft @ 4,000 rpm Transmission: Six-speed automatic Drivetrain: All-wheel drive Fuel economy (EPA): 26 city / 34 highway / 29 combined MPG Road Beat observed: 28 MPG overall Fuel type: Regular unleaded Fuel tank: 12.7 gallons Wheels: 18-inch black-finished alloy wheels Tires: 215/45R18 Suspension: Independent front and rear Length: 184 inches Width: 71 inches Height: 57 inches Wheelbase: 107 inches Curb weight: About 3,300 lbs Trunk capacity: 13 cubic feet Seating capacity: 5 Basic warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles More photos from the 2026 Mazda 3 sedan review:

Attractive inside and out, the Crown Signia is a wagon that isn't a wagon. And it's excellent. 2026 Toyota Crown Signia review by The Road Beat Leave it to Toyota, the world's most mainstream carmaker, to somehow produce one of the most non-mainstream and niche products of our time: the Crown Signia. If you're tired of crossovers and miss the elegant wagons of years past, sometimes called “estates” in certain markets, Toyota has conjured up an alluring and accomplished modern wagon that deserves to be more popular than it is. As an all-around package, the Crown Signia might just be the single best car Toyota makes, particularly given its standout interior and design. Picks Some cars need time for their designs to age gracefully, but the Crown Signia has needed barely a year to prove itself. It was already an attractive car, but time has been even kinder to its elongated wagon shape. Sharp and elongated in all the right ways, this doesn't look like a typical Toyota of the past, and that's a good thing. Slap a Lexus badge on it, and you'd believe it, because the design looks suitably upscale. The regular Crown sedan is a design disaster, but the Crown Signia is like Anne Hathaway's Mia Thermopolis getting the princess makeover. Compared with a conventional crossover like the ultra-populist RAV4, the Crown Signia stretches roughly 13 inches longer, spans an inch wider, and stands around three inches lower. In other words, it has the proportions designers strive for when trying to make a car look more dramatic and elegant. Those wagon proportions also bring wagon usability, including a rather large boot. Open the power liftgate and there's 26 cubic feet of cargo space, putting it between the boxy RAV4's approximately 38 cubic feet and the 15 cubic feet you'd find in the trunk of a conventional sedan like the Camry. Fold the second row down, however, and the wagon's extra length pays dividends, with cargo capacity rising to around 69 cubic feet. That's even equal to the RAV4's maximum. So while the Crown Signia sacrifices some space behind the second row, the difference becomes far less significant when you need to haul something larger and longer. As far as mainstream-priced Toyotas go, this is easily the company's most impressive interior in terms of quality and visual pizzazz. Toyota has certainly upped its game in recent revamps, but the Crown Signia takes the, er, crown here, and with ease. And this is the entry XLE model no less, and judging off this alone, there really isn't much need to spend more besides maybe adding the panoramic sunroof. The Lexus comparisons are necessary because the Crown Signia's cabin could very easily wear a Lexus badge on the steering wheel without raising an eyebrow. Toyota's typical strengths are present, with impressive craftsmanship and reassuring construction, but the real surprise is the quality of the soft-touch materials all over the dash and door panels, as well as the relative lack of obvious parts-bin sharing on overlooked interaction points like the turn signals. This is a properly upscale interior, notably ahead of anything in a RAV4 despite the overlap in pricing. Heck in terms of outright fit and finish, this is as good as any Toyota at any price. The Crown Signia is also comfortable across a multitude of road surfaces, delivering excellent ride quality on both smooth and borken pavement while remaining quiet at highway speeds. Overall, it's an easy car to drive, whether cruising on the highway, meandering around town, or navigating more mountainous terrain. It's the sort of car you don't have to think about driving; it gets you from one place to the next in simple comfort and style. I also like the steering, with its assured response and pleasantly natural steering effort and weighting, rather than the overboosted disconnect found in cheaper Toyotas like the Corolla Cross and, surprisingly, even the latest RAV4. The relationship between the steering, throttle, and brakes also makes the car remarkably intuitive to drive smoothly, thanks in large part to the superb hybrid powertrain. Yes, every Crown Signia is a hybrid, and this standard-output model delivered an astonishing 37 mpg over a full week of driving. Thirty-seven! That's seriously impressive. Other highlights include physical HVAC controls that are always present rather than buried in the central touchscreen, along with driver-assistance systems that can be switched off, including radar cruise control, which I generally prefer not to use because of its lack of steady pace in traffic. Also be sure to zap off the PDA 'proactive driving assistant.' It's also terrific value, because this XLE model retails for $46,724, and that's with front and rear heated leather seats plus ventilated fronts, a heated leather steering wheel, blind spot monitoring, a power liftgate, 19-inch wheels, and the standard 12.3" touchscreen. The standard equipment and hardware is deeply impressive and admirable despite its positioning as the 'base' model of the Crown Signia. Nicks There's very little to dislike about the Crown Signia. Rather, there is more to be aware of than to strictly dislike, because this is an approachable car with broad appeal despite its unusual positioning. Overlapping in price with some variants of the RAV4 and Highlander, both more traditional volume crossovers, also adds an interesting element to the Crown Signia's story and is largely the reason why you don't see more of them. The Crown Signia is pleasant to drive, but it's also rather unengaging. Push harder through a corner, and the handling unravels fairly quickly, with understeer washing the front wide and a vague, untidy feel creeping in when you try to hustle it through quicker left-right transitions. But you know what? That's fine. I wasn't expecting the Crown Signia to be some kind of BMW-adjacent wagon like the brilliant 540i Touring from the era of the Harry Potter films—not the incoming HBO series—and that's perfectly fine. The Crown Signia makes no pretense of being a cutting-edge driver's car, and so I can't knock it for that. It doesn't inspire on the backroads, but it doesn't need to either, and it's easily competent enough when running late during the morning school run. Still, the Crown Signia borders on being a little too dull, and the four-cylinder gasoline engine, generating most of the power, sounds harsh at high revs and under heavy throttle. Daily grind driving? It's a completely civil engine, but can be intrusive when full throttle is required. Amid its dynamic shortcomings at the extremes, it still drives and steers considerably better at any point than the latest RAV4 I tested, so there's that. The best new Toyota? If someone handed me the keys and told me I had to drive the Crown Signia every day to work and back, I wouldn't complain. In fact, I didn't complain when that very thing happened. It's easy to get jaded when testing new cars and forget to appreciate the opportunity, and the Crown Signia is genuinely great transportation. It checks so many boxes for mainstream buyers while packaging those talents in a uniquely and visually appealing form factor. Toyotas aren't usually the cars you buy if you want to stand out, but somehow, the Crown Signia is one of the few models from a mainstream automotive giant that manages to do just that. With a beautiful design, an unexpectedly premium cabin, excellent fuel economy, and all the everyday usability you'd expect, it makes a compelling case for itself. However you want to classify the Crown Signia, be it crossover or wagon, it's currently the best all-around car in Toyota's lineup. 2026 Toyota Crown Signia XLE AWD — Specifications Base price: $44,390 As-tested price: $46,724 Powertrain: 2.5-liter naturally aspirated inline-four hybrid Combined system output: 240 horsepower Transmission: Electronically controlled continuously variable automatic (eCVT) Drivetrain: Electronic On-Demand all-wheel drive Fuel economy: 39 city / 37 highway / 38 combined mpg Road Beat observed: 37 MPG Fuel tank: 14.5 gallons Seating capacity: 5 passengers Cargo capacity: 26 cubic feet behind the second row / 69 cubic feet maximum Maximum towing capacity: 2,700 pounds Curb weight: About 4,200 pounds Length: 194 inches Width: 74 inches Height: 64 inches Wheelbase: 112 inches Ground clearance: 7 inches Wheels: 19-inch two-tone alloy wheels Tires: 225/55R19 all-season Suspension: Independent MacPherson strut front / independent multi-link rear Brakes: Ventilated front discs / solid rear discs Basic warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles Hybrid component warranty: 8 years / 100,000 miles Hybrid battery warranty: 10 years / 150,000 miles Complimentary maintenance: 2 years / 25,000 miles More photos from The Road Beat's 2026 Toyota Crown Signia review:

A superb executive saloon from an unlikely source 2026 Genesis G80 review by The Road Beat Leave it to the South Koreans to build a better BMW than the Germans. That certainly wasn’t on my bingo card for the century, let alone getting it before GTA VI. What we have here is a seriously luxurious executive saloon that leaves a lasting impression whether you’re behind the wheel or simply along for the ride. The G80 also reminds us of how overlooked the traditional luxury sedan has become. In an era when so many new cars settle for SUV practicality and/or bury their driving experience beneath layers of technology, Genesis has built something that feels refreshingly old-school in all the right ways. Picks First impressions matter, and the G80 makes a hell of a first impression. Anyone who claims looks don't matter is either lying or trying to sell you something. Or on a fake reality show inside of a Nathan Fielder show. Genesis has nailed the G80's styling since the current generation arrived for 2021, and the design still looks strikingly fresh and elegant five years later. I like simple shapes and lines on modern cars, but the G80 has properly complex elements that all arrive to a gorgeous conclusion. The thin double-stacked headlights work to break up the density and the contours of the hood come form the pentagonal grille opening. The tail lights echo and continue the flow of the front headlamps, ending in a neatly tapered rear that keeps the car appearing trim and athletic. As other luxury cars have become either too plain or downright vulgar, the G80 strikes an excellent balance between modern sophistication and traditional opulence. Some of its flowing shapes and intricate details even seem inspired by vintage wooden boats rather than other cars. Remember the classic Bentley and Rolls-Royce sedans of the 1970s? I like to think the G80 harks back to that era of stately luxury more than it resembles a modern example from Crewe or Goodwood. If anything, it's even more impressive on the inside. Mounds of rich of leather upholstery, beautifully finished surfaces, and generously comfortable seats create an environment that feels genuinely luxurious rather than looking merely expensive. The dashboard's flowing lines continue into the door panels, giving the cabin a cohesive, almost sculptural appearance like a well-executed indoor water feature. The switchgear and interaction points feel substantial and not hollow, and nothing about the cabin gives the impression that Genesis has cut corners to meet a price point. I also appreciate that the central infotainment screen isn't absurdly large. Instead, it feels restrained and appropriately integrated into the dashboard more as an accent rather than a centerpiece. Separate climate controls with physical knobs for temperature and volume make everyday operation that much easier, too. Imagine that: a luxury car that remembers people still like pressing buttons and turning knobs instead of menu diving. Rear accommodations are great, particularly if you're concerned about legroom and seat comfort, even if headroom is a little compromised for taller passengers. The G80 feels every bit the executive sedan from the back, while the trunk offers an abundance of room for luggage or several sets of golf clubs. Mafia members should also appreciate the generous capacity, potentially reducing the number of trips required to dispose of unwanted evidence. Forward motivation comes from a 3.5-liter twin-turbocharged V6 producing 375 horsepower, which is more than enough for everyday driving and then some. 0-60 mph takes five seconds flat, and while rivals are quicker, outright acceleration is far from the G80's defining talent. I'm just glad Genesis still offers a six-cylinder engine rather than downsizing exclusively to four-bangers. The V6 is beautifully smooth, delivers plenty of thrust, and produces a suitably refined growl when asked to work. Meanwhile, a smooth and seamless 8-speed automatic sends power to all four corners. More than just surface level admiration, I like how the G80 drives. The seating position is excellent, and the thick-rimmed steering wheel feels good in the hands and gives the impression of immediate control. Everything feels immediately intuitive, making the G80 easy to settle into from the first few turns of the wheel. Wafting around town is as comfortable and easy as it should be, while the weighty steering gives the experience a little more involvement than you might expect from a luxury sedan. Direction changes are deliberate and prompt, with theG80 responding quickly when you ask it to change its course. On the highway, it tracks arrow straight without feeling detached and remains impressively quiet. The Bang & Olufsen stereo definitely bangs, too, with credible fidelity. Up the pace of the G80, and its personality evolves, doing a great homage to the terrific E39 BMW 5-Series of the past. Cars like this don’t need to be good to drive quickly, but Genesis had other ideas for our benefit. All new cars have incredible road holding and grip, but the G80 makes the process of navigating backroads enjoyable rather than merely a waste of potential billable hours. Thanks to the chassis' natural balance and fluidity, this is a luxury sedan that is inherently more enjoyable and more, er, BMW-like in the classic and revered sense. Toss the big sedan hard through a series of bends and you're greeted with a distinct and engineered poise with feedback trickling back to you through the hefty steering. Other cars of the kind can be numb and have overboosted steering, but if you want something that feels more old school, feels more Munich than even modern Munich models, that’s where the G80 shines further. The all-wheel-drive system provides reassuring traction, and the chassis feels composed when pushed through a sequence of bends. Eventually you will find understeer, but it's not a massive wall that you just hit with no warning, rather there's a gradual and natural build up during more enthusiastic proceedings. Body roll is there, but it's controlled and helps you understand the adhesion limits as you lean on the outside tires. Nicks The G80's value proposition has somewhat gone the way of the dodo. The base model still starts at an attractive price, but stepping up to the high-end V6 trims brings a substantial premium. As tested, this G80 3.5T Prestige Black AWD costs $81,495 all-in. Granted, there are no additional options offered (it's all included standard), but at that point, the Genesis is no longer the obvious bargain alternative to its German competition. The oversized rotary selector for drive and reverse is easy enough to use, and I don't mind that design itself. The problem here is that it's positioned too close to a similarly sized rotary controller for the infotainment system. The two are just alike enough to invite confusion, and even after a week behind the wheel, I'd still occasionally reach for the wrong one when going from drive to reverse. It's a small annoyance, but one that could easily have been avoided with a little more thought given to the layout. I appreciate the G80's sharper handling responses, but the ride is just ever so slightly too stiff on less-than-perfect roads (most roads in California). The trade-off between comfort and control is always a balancing act, and Genesis has leaned a little too far toward the latter. A touch more compliance over rough pavement would make the G80 a more convincing luxury sedan without necessarily sacrificing the handling that makes it enjoyable to drive. Things never become unsettling, but a tad more compliance would be appreciated. Being slower than some comparable rivals doesn't bother me much because the G80 is easily plenty quick enough for normal driving. Fuel consumption is harder to excuse, however. Even cruising around my usual route, I averaged just 21 MPG overall, which isn't particularly impressive in 2026. The V6 delivers smooth, effortless performance, but it asks for a fairly generous supply of gasoline in return. For instance, other six-cylinder offerings from the Germans give you more real world speed and even 20% better efficiency (28 MPG overall in a new BMW 540i for example). Brand prestige is another consideration at this price. Genesis has come a remarkably long way in a remarkably short period, and the G80 feels every bit as special as its styling and interior suggest. Nevertheless, the badge on the hood still carries a different sort of cachet from Mercedes-Benz or BMW. For some buyers, that distinction won't matter. For others spending $80,000 on a luxury sedan, it may be a bigger consideration than Genesis would want to admit. The BMW that BMW doesn’t make anymore It's unfortunate that the latest 5-Series has moved so far from the qualities that made earlier generations special. That has opened the door for brands like Genesis to step in and offer something different: a luxury sedan that doesn't treat driver engagement as an afterthought. BMW still makes the M5 of course, but the standard 5-Series models have been entirely underwhelming for the better part of 15 years. I doubt the G80 will convince legions of loyal German-sedan buyers to switch allegiance overnight, but Genesis has a compelling package here in some very key areas. The styling is among the best in the class, the cabin feels properly luxurious, and the driving experience offers a welcome reminder that a big executive sedan can be more than a comfortable place to sit. The ride could be more forgiving, fuel economy is disappointing, and the price advantage has narrowed considerably. Even so, the G80 gets the fundamentals right in a way that feels increasingly uncommon. And for anyone who misses the character and balance of the Ultimate Driving Machines of previous decades, the G80 deserves a serious look. More photos from The Road Beat's 2026 Genesis G80 review: 2026 Genesis G80 3.5T Prestige Black AWD — Specifications As-Tested Price: $81,495 Powertrain: 3.5-liter twin-turbocharged V6 Horsepower: 375 hp @ 5,800 rpm Torque: 391 lb-ft @ 1,300 rpm Transmission: 8-speed automatic Drivetrain: All-wheel drive 0–60 mph: 5.0 seconds EPA Fuel Economy: 15 city / 24 highway / 18 combined mpg Road Beat Economy: 21 MPG Fuel Tank: 19.3 gallons Curb Weight: About 4,600 lbs. Length: 197 inches Width: 76 inches Height: 58 inches Wheelbase: 119 inches Ground Clearance: 6 inches Cargo Capacity: 13 cu. ft. Seating Capacity: 5 Wheels: 20-inch black alloy wheels Tires: 275/35R20 all-season tires Suspension: Independent front and rear suspension Brakes: Four-wheel ventilated disc brakes Infotainment: 27-inch OLED display; Bang & Olufsen premium audio Upholstery: Black Nappa leather Basic Warranty: 5 years / 60,000 miles Powertrain Warranty: 10 years / 100,000 miles Roadside Assistance: 5 years / unlimited miles Complimentary Maintenance: 3 years / 36,000 miles

2026 Toyota RAV4 review by The Road Beat No matter what I say here, the new Toyota RAV4 is going to sell in droves. It's been America's best-selling conventional crossover for years, and that likely won't change as long as Toyota can make enough of them. Yet a big redesign—the first since the 2018 model year—should usher in some excitement for such a stalwart presence on American roads. Instead, even with the attractive exterior makeover and impressive hybrid-only powertrain, a weak interior and regressed steering and handling undo Toyota's efforts. Picks Good news begins on the outside, because the new model looks distinctly different enough from the outgoing RAV4 to warrant intrigue, then justifies it. The last model was the best-looking RAV4 in quite some time, and the new version carries that same basic DNA while refreshing it with a subtle cyberpunk effect that looks appropriately modern. I like the squared-off nose with glaring LED running lights, and the bulging fenders do well to make it distinctive and even handsome. I've seen the RAV4 in other colors, too, and it's definitely a sharp, distinctly un-Toyota look—in a good way. Big and also good news is in the powertrain department, because going forward, every RAV4 is a hybrid of some sort. No longer carrying the "Hybrid" moniker in its name, it follows the path of the latest Camry in simply being a hybrid through and through, with no non-hybrid option offered. Of course, being a Toyota hybrid, the modest blend of combustion and electricity is entirely seamless and acts with astounding proficiency. No clunks or thuds during the automatic transitions from gas to hybrid, or even when switching to full electric at low speeds. Throttle response is super intuitive and remains the benchmark for ease of use and integration of hybrid power. If you want extra electrification, you can jump up to the Plug-in Hybrid model with lots of extra juice to squeeze when needed, plus about 50 miles of electric driving range. For the time being, the standard powertrain is a gas-electric hybrid, utilizing an inline-four plus electric motors producing a total 236 horsepower for AWD models (226 for FWD). That's not an impressive figure on paper for outright scoot, but horsepower isn't the headline stat here and it easily motivates the RAV4 in any normal driving condition. The PHEV model does bump that power figure all the way to 324, but I also wonder if that's even necessary. Past RAV4 Hybrids averaged anywhere from 33–36 MPG in The Road Beat testing lore, but this new RAV4 drank a gallon of the good stuff only every 38 miles according to the onboard computer through a week of my usual mixed driving conditions. 38 MPG! For a not-insubstantial 185-inch-long crossover, that's superb. If gas prices weren't as high right now, it would make an even stronger case against going fully electric given its gasoline convenience and impressive efficiency. Another note of praise in the powertrain department is how much quieter and more refined the combustion engine is. Before, with just about any four-cylinder Toyota, you were sorely greeted by the unpleasant experience of sticking your head inside a trash compactor—with it turned on, no less. Just terrible-sounding engines that were loud and intrusive, but at least reliable. However, this latest derivative of Toyota's naturally aspirated four-cylinder legacy is highly improved aurally, playing a subdued, low-frequency tone that sits in the background like white noise. It's the single biggest improvement the RAV4 needed, and now it doesn't sound like a screeching bat when you pin the throttle. Space is impressive as ever, too. Even if the latest RAV4 doesn't visually scream "larger," it's a very spacious crossover for its class and offers generous legroom and storage compared with key rivals. It's still an excellent choice if practicality is high on your list. 38 cubic feet in the cargo bay is incredibly useful and rightfully among the best in class. Nicks I didn't see this coming at all: The new RAV4 is a worse driving experience than before. There, I said it. Recent Toyota makeovers have largely been steps forward for steering and handling, but the new RAV4 is a dynamic step backward and behind its arch-rivals. Even with the nice leather steering wheel of this high-end Limited model under your fingers, the steering is so muted, mushy, and positively detached from anything connecting you to the road. Past RAV4s were actually good steering cars with a certain natural intuition to them, much to my surprise, but this latest one goes the wrong way. Instead of clean, clear information when navigating backroads, it's a soggy mess of cold refried beans. Drive it moderately quickly on backroads and the chassis performance falls flat, too, with uninspired and lazy handling. Mechanical grip from the modern tires and suspension is expectedly high, allowing serious speed that the RAV4 doesn't really deserve through corners. But the front end is a tragedy of understeer and constant complaint, like it's folding over itself. There's zero driver satisfaction to be found in this numb and overboosted steering mess, and asking it to change direction is like telling a 16-year-old to clean their room: No matter how many times you tell them, they just ain't doing it. And if they do, you bet they half-assed it. At least the ride quality is good and comfortable, but the car feels like a toy when you're driving it, with as much connection as a PlayStation controller. Among the major competitors, it's now one of the least satisfying crossovers from behind the wheel, which is genuinely sad to report. The previous RAV4 was never a sports car, but it had a surprisingly coherent connection between steering, chassis and road. That has all but disappeared. Receiving big changes as well is the interior, but it's not all sunshine and rainbows there, either. Despite bearing the Limited name—the most luxurious model in the regular RAV4 lineup—there's very little here that gives the impression of luxury. There's lots of soft padding around the cabin, but much of it both looks and feels fake, like the cheapest imitation leather you could find on Wish and ordered in bulk. Lots of hard and chintzy plastic inhabits too many areas and can't overcome a general sense of cheapness. The center-console lid mechanism is particularly cheap and clunky, too, and doesn't give me much confidence that it will remain usable after years of use. It also has a tendency to just fall shut on itself, which makes grabbing gum inconvenient. The latch action is so weak and flimsy—it even sounds cheap—that I wouldn't be surprised to hear complaints about it down the road. Toyota also embraced the trend of growing screens, and the result certainly looks modern in stature. But I despise the integration of climate control into the screen. Physical knobs and buttons for climate functions that are always present are simply a better solution in daily life, not requiring navigation through extra clicks on a touchscreen without any kind of haptic feedback. It's also strange that Toyota kept some physical climate buttons like temperature but shoved all the other essential functions into the screen which is just a lack of UI consistency. RAV4 also used to be the only car in its class that had the proximity-sensing exterior locking and unlocking on its rear doors, but the latest has seemingly removed that very convenient feature. At least there's still a volume knob. But—and this is a BIG but—it costs $46,883 all-in as tested. That's a lot of money for a RAV4. Not only does this Limited feel less luxurious inside than several of its similarly priced competitors, but it's also the most expensive in a like-for-like comparison with some of the alternatives I would actually rather own. Given the demand for these, you'll likely also pay a markup for one at some dealerships, making the proposition even more expensive. It just doesn't compute. And if you do want to upgrade to a Plug-in Hybrid for the extra power, you can easily spend more than $50K. On a RAV4. A Best-Seller but should it be? If gas mileage is all you care about, the RAV4 is among the most efficient non-EV crossovers you can buy. If you want to hop in, turn your brain off and drive, it's unflappable. The hybrid powertrain is smooth, remarkably efficient and finally sounds refined enough that you don't have to tolerate the old Toyota four-cylinder nastiness. Yet if you care about how a car drives or want something with a higher standard of interior quality, then this RAV4 is a total miss. The steering really is that bad, like you're communicating with the RAV4 via pager rather than a direct line. And at $46,883, it's also $3,000 more than my current favorite alternative in the room: the Mazda CX-50 Hybrid Premium Plus. That's a much nicer car inside with consistently upscale materials, physical knobs, and it drives far, far better. It's a literal sports car in contrast when speaking of dynamics. Toyota has built an extremely competent appliance here, and I understand why potential customers don't want to overthink their decisions. The RAV4's efficiency, space, and reliability reputation make it an easy recommendation for people who simply want transportation to work every day without drama. But that's exactly why I think this one deserves more scrutiny. The RAV4 doesn't need to be exciting. It doesn't need to be a sports car. It doesn't even need to be particularly luxurious. It just needs to be good, not good enough. And for nearly $47,000, there are better ways to spend your money, let alone save it. 2026 Toyota RAV4 Limited AWD Specifications Engine: 2.5-liter naturally aspirated inline-4 + electric motors Power: 236 hp combined Torque: 163 lb-ft engine; 89 lb-ft rear electric motor Transmission: Electronically controlled continuously variable transmission (eCVT) Drive: Electronic On-Demand AWD Battery: Lithium-ion hybrid battery EPA fuel economy: 43 city / 37 highway / 42 combined MPG (EPA) Real world economy: 38 MPG Fuel tank: 14.5 gallons Curb weight: about 3,750 lbs Towing capacity: 1,750 lbs Ground clearance: 8.1 inches Seating: 5 Cargo capacity: 38 cu. ft. behind rear seats / 70 cu. ft. with rear seats folded Length: 185 inches Width: 73.5 inches Height: 66 inches Wheelbase: 106.3 inches Base MSRP: $43,300 As-tested: $46,883 including destination

The refreshed interior should have happened three years ago 2026 Honda Pilot review by The Road Beat When the Pilot received its major and long-overdue overhaul in 2023, the interior was just not nearly nice enough to properly compare with some heavyweight rivals. It always drove really, really well, but the cheap and downmarket cabin was unbecoming of a brand-new SUV costing well over $50K in the trims tested. Fast-forward three short years, and the interior has been the subject of a rethink. That transformation alone turns the Pilot into a serious competitor for a big family SUV, with just one remaining downfall. Pilot Headlining the 2026 Honda Pilot is, if the context clues hadn't already given it away, the interior. Its immediate forebear had a minuscule and disproportionate little screen perched atop its vast dashboard. Rivals were already offering larger displays, but this aging relic affixed up in plain view looked so wrong and out of place in the context of relative size. Luckily, Honda's screen has grown considerably and looks much better and simply the right ratio. Honda hasn't stopped short at just the screen, either, with a host of other upgrades and updates throughout that elevate the perceived initial quality wherever you find your fingers running. Not only does the Pilot look nicer and more modern, but it feels better in just about every aspect. Plus, I LOVE the fact Honda kept physical knobs and buttons for the climate control. Even the center console is better, and Honda has put a rubber mat inside to keep your stuff from sliding around endlessly, an issue on past recent Hondas tested. Other Pilot traits remain, too, like the huge interior afforded by the 200-inch length that can easily transport most families, even the Scavos and their wild boys from Desperate Housewives. I recently lambasted Volvo and the horribly clunky, difficult folding mechanisms for the second and third rows of seats in its luxury XC90 SUV, but the Honda is soooo easy in this regard. The rear seats and their release mechanisms are both effortless to use and feel shockingly high quality. There's no slop in them, either, and it's little details like this that can go a long way toward making a big SUV easier and more pleasant to live with, especially when you need your SUV to be an SUV. When wrung out to the max, the familiar 3.5-liter V6 underhood is a treat, with a great song that four-cylinders simply cannot replicate. The pull up top is strong, too, but it's just such a smooth and satisfying engine to exercise whether for a walk or jog. Also deserving of praise is the 10-speed transmission, which, even if there were not any apparent changes since the last Pilot I tested in 2024, just seemed to shift quicker and more efficiently in every scenario. The real treat of the Pilot, though, is how damn well it goes down a road. Whether curvy or perfectly straight, it really doesn't matter, because this is a driver's family SUV if there ever was one. Now, don't take that as me calling this a sports SUV in the likes of an X5 M or a Cayenne, because it's not. What Honda does give you, however, is wholesome steering with actual feedback transmitting through the wheel, plus decent weighting that gives you extra command over the asphalt. It's good on the highway, with easy confidence and straight tracking while eating up the miles. But take the Pilot down a curvy road for an unplanned waypoint and change of flight plan, and it excels to a surprising degree. Handling is both more playful and neutral than most other big SUVs, and you can carry surprising pace and dig into the brakes before the tires even start complaining. That's how dialed-in this chassis is. You can also switch the car into Sport mode and take control of the gearshifts via the plastic paddles behind the wheel, and it's here in this combo that you can really get the DNA of Honda's all-stars. At a 7/10ths pace on Forni Road, down and back up the little canyon, it's a much more satisfying SUV to drive than a Toyota Highlander or Hyundai Palisade. Despite the appetite for corners, the Pilot rides great, too. No sharp impacts or rattles are to be felt or heard—it's just rock solid and fulfills the perception of the expected Honda quality. Nicks This might seem like the perfect SUV so far and subject to a sudden thrust to the top of the SUV rankings, but there's a big issue holding it back: gas mileage. With no other choice on the table, the only powertrain is the smooth and fun V6. And yes, I sang its praises earlier, but it consumes fuel at the rate of a Bostonian whose Red Sox were just eliminated from the baseball postseason. 19 MPG. That's what I averaged in realistic and representative mixed driving, and that's a sore point for many potential drivers. Spend more time on level highways or country roads and the number may improve marginally, but the Pilot's thirst is still difficult to ignore. There's no hybrid option for the Pilot, putting it at a disadvantage against increasingly electrified competitors such as the Toyota Grand Highlander Hybrid and the new hybrid versions of the Kia Telluride and Hyundai Palisade. Even the Mazda CX-90 with its base inline-six averaged 25 MPG in my own testing. No other way to put it: 19 MPG is pretty bad. The engine itself has another small weakness. It's fun to rev up and get the most out of, but it's pretty weak below 3,000 RPM, which is where the majority of daily driving is done. To top that off, I thought the cruise control was lackluster, often allowing the Pilot to exceed the set speed on downhill sections only to then apply the brakes on its own rather than simply coasting back down. That's another small but unnecessary way to waste fuel. Even if the Honda Pilot's interior is much nicer than before and easily on par with or better than a Toyota Grand Highlander Platinum, it's still a step below the initial quality and luxury of a top Kia Telluride, Hyundai Palisade, or Mazda CX-90 . That said, it'll be interesting to see how they both fare long-term, as initial quality is the key term. A great SUV just in need of extra MPG If Honda can introduce a hybrid-assisted Pilot, it could have a preeminent champion on its hands. As competitors increasingly offer hybrid options capable of achieving 25 and even 30 MPG, a big Pilot averaging under 20 MPG is tough to swallow in 2026, especially with fuel prices where they are. Yet, I like the Pilot. A lot. It's a decently attractive-looking SUV with a generous and now high-enough-quality interior to be worthy of the year, but the real treat is how great the Pilot drives. Not only that, but it outdrives spruced-up Korean rivals and also its arch-nemesis, Toyota. Only Mazda can really hang with the Pilot from behind the wheel, but Honda is right there. The good news about the slightly archaic engine is that Honda has made versions of this basic V6 family for decades, so it provides a reassuring alternative for those wary of the small-displacement turbocharged engines that so many rivals now offer. The Honda Pilot has a place in my heart, but it's up to you to decide if its binge-drinking can be looked past or not. More photos from the 2026 Honda Pilot review 2026 Honda Pilot Elite AWD specifications Base price: $53,695 As-tested price: $55,445 (including $1,595 destination) Powertrain: 3.5-liter naturally aspirated V6 Power: 285 hp @ 6,100 rpm Torque: 262 lb-ft @ 5,000 rpm Transmission: 10-speed automatic Drive: i-VTM4 all-wheel drive EPA fuel economy: 19 city / 25 highway / 21 combined MPG Observed fuel economy: 19 MPG Fuel: Regular unleaded Fuel tank: 18.5 gallons Curb weight: about 4,700 lbs. Towing capacity: 5,000 lbs. Length: 200 in. Width: 79 in. Height: 71 in. Wheelbase: 114 in. Ground clearance: 7 in. Seating: 8 Passenger volume: 155 cu. ft. Cargo volume behind 3rd row: 19 cu. ft. Cargo volume behind 2nd row: 49 cu. ft. standard Wheels: 20-inch alloy Tires: 255/50R20 all-season Suspension: MacPherson strut front / multilink rear Brakes: 13.8-inch ventilated front / 13.0-inch rear discs Warranty: 3 years/36,000 miles basic; 5 years/60,000 miles powertrain

This is actually a pretty solid crossover, but $38,225 is just too much for an SEL 2026 Volkswagen Taos SEL review by The Road Beat Inflated to $38,225 as-tested, this Taos SEL has trouble justifying a premium price for the small crossover it is. Actually, it's considered a 'subcompact' on paper. Luckily, the Taos starts a helluva lot lower if you can do without some trivial luxuries, which many buyers should consider anyway when shopping for an affordable car. At this as-tested price, Mazda has options that absolutely blitz this Taos. Yet, when considering the core attributes at a price closer to $30K for a more entry edition, it's then that the Taos becomes one of the better-driving and better-thought-out products from Volkswagen. Picks The usual Volkswagen looks are present here, with the usual Audi trickle-down effect (I'd go as far as to say that the Taos looks more like an Audi than most Audis do these days). It's a simple shape, but understatedly handsome, and it works well for me as someone who can get tired of too many other brands getting far too pointlessly sci-fi with their designs. The Cornflower Blue paint is fun, too, and not far off from BMW's famous Laguna Seca Blue. It's weird how simpler shapes also tend to appear more expensive. Volkswagen's interiors have improved on the whole, and the actual leather seats here are a nice addition and very comfortable, along with a cool and coordinated blue color scheme. There's soft padding on the door-panel inserts, even if there's still lots of plastic used around the cabin. More importantly, there were zero rattles to be felt or heard during the course of testing, indicating a strong fit and finish. I also love the inclusion of a physical volume knob (and switch on the steering wheel), something that has gone away and awry in other VW offerings. Physical buttons are so much more convenient than the silly sliding volume control in the last Golf GTI tested. Another good example of how cheap and old can often mean better. Unfortunately, touch-sliders did replace the temperature knobs. From a driver's perspective, the seating position can be customized with the right rake and height, and I like how much the steering wheel telescopes outward, allowing those with long legs to avoid cramming them excessively. The leather wheel is also fantastic in the hands, and the infotainment system was easy enough to use. Be warned that many vehicle settings can be buried deep within. Turbocharging can only do so much for an engine displacing just 1.5 liters, but it's easily enough for daily and normal driving to move you along accordingly. The highlight of this power unit, though, is the smoother sound and lack of vibrations under load compared with most Asian or American four-bangers. The 8-speed automatic transmission is also excellent, which greatly benefits the modest power output and makes the narrow operating window seem that much more open. The single best part of the Taos is how it drives, because it turns out that it drives pretty damn great. The steering isn't completely devoid of feel—a rarity in most cars of this class—and the weighting matches the response and capabilities well. Handling remains surprisingly neutral even when driven at a heightened pace. Driving from home in Cameron Park to Silver Lake in the Sierra Nevada mountains meant taking the fun route around Sly Park Lake and then Mormon Emigrant Trail in its entirety. On the flowing roads of the 'Trail, the Taos was great with its eagerness. It's composed, holds its line well, and you can clearly feel the relation to VW's more sporting offerings, like the Golf GTI. Both are members of Volkswagen's MQB family, and that shows, even if they don't share the exact same chassis. Being a slower car and riding on skinny tires means it can be surprisingly easy to drive at a comfortable but quick 7/10ths on mountain roads. It's no Mazda CX-30 here on these roads, but it's definitely multiple cuts above a Toyota Corolla Cross in this regard. And when compared to the Corolla Cross, the Taos is notably roomier for rear legroom. Nicks Coming back to the engine, it may be smooth enough for a four-cylinder and moves along with traffic in the real world, but when the SEL tested here costs closer to $40K than $35K, 174 horsepower is just not enough. You're left wanting for more when executing passing maneuvers or joining a freeway via an uphill onramp . 0-60 mph takes 8.5 seconds, and it would really, really be convenient if it had another 26 horsepower to take it to an even 200. That wouldn't just make it quicker, but would also give it some bragging rights over its many competitors. The chassis can certainly handle it, though the 1.5 might be too stressed by that point. For such a modest 1.5-liter engine, fuel mileage isn't that impressive. Through two weeks of mixed driving, final average fuel economy stood at 27 mpg. Now, 27 isn't bad, but it's far from great for what should be an economical subcompact crossover with such a tiny one-and-a-half-liter engine. A lack of displacement also means the engine is working too hard too often to move its nearly 3,500 pounds of mass. There's also no hybrid option for those wanting to stretch their gallons further. Heated and ventilated seats are a nice luxury to have on the SEL, but the ventilated seats do diddly-squat. And that wasn't just me, but something noted by friends, too. On an 80-degree day on Highway 88, even on full blast, the ventilated seats could certainly be heard, but literally not felt at all. A complete waste, that. Even if the cargo volume is decent for a subcompact at 25 cubic feet, I was disappointed that the Taos' rear seats do not fold flat and leave a one- or two-inch step up from the cargo floor. Just fold flat. It makes life so much easier especially when actually using the cargo bay for basic hauling. But perhaps the biggest problem with this Taos is again the price, because at $38,225, you can easily get into a properly luxurious and properly fast Mazda CX-30 Turbo, and it just blows the doors off the Taos in almost every way. A CX-30 Turbo makes 227 horsepower even on regular fuel, giving it 53 more horsepower than the Taos, and it achieved just one mpg fewer than the Taos in past testing. Mazda's champion hasn't even seen any meaningful changes in nearly a decade, but that just goes to show how competitive it remains and why it's the easy driver's choice for a subcompact crossover. Choose the right Taos Now, those quibbles aside, choosing the right Taos is what will make all the difference. Because at just $26K for an S model with FWD, this is a very fine-driving and good-looking car. But because of the Mazda CX-30 and how good that is in its upper trims, with the turbo rocket that makes it so special, I wouldn't consider any Taos above an SE. Yeah, you lose some luxuries, but this was never going to be a properly luxurious car to begin with. And if you do want both the luxury choice and the driver's choice, that's why the CX-30 Turbo exists. Based solely on how well the Taos can actually drive, any new model for $30K and under will be a great choice among more similar and comparable competitors. The SEL tested here is a different story. At nearly $40K, you're paying luxury-crossover money for something that is ultimately a very good, but still very ordinary, and small, Volkswagen. Buy the cheaper one. Save the money. Enjoy the drive. 2026 Volkswagen Taos SEL 4MOTION specifications As-tested price: $38,225 Base price: $35,900 Engine: 1.5-liter turbocharged inline-4 Horsepower: 174 hp @ 5,500 rpm Torque: 184 lb-ft @ 1,750 rpm Transmission: 8-speed automatic Drivetrain: 4MOTION all-wheel drive 0–60 mph: 8.5 seconds EPA fuel economy: 25 city / 33 highway / 28 combined MPG Observed economy: 27 MPG Fuel tank: 14.5 gallons Curb weight: 3,437 lbs Length: 176 inches Width: 73 inches Height: 65 inches Wheelbase: 106 inches Ground clearance: 7 inches Passenger volume: 97 cu. ft. Cargo volume: 25 cu. ft. behind second row / 60 cu. ft. with rear seats folded Tires: 235/45R19 all-season Seating: 5 Warranty: 4 years/50,000 miles basic and powertrain Roadside assistance: 3 years/36,000 miles Complimentary maintenance: 2 years/20,000 miles

The cute hatchback from Hyundai is one of the cheapest cars on sale in America today. And I loved it. 2026 Hyundai Venue SEL review by The Road Beat Life can be as complicated as you make it. In an age of overwhelming technology and excess that increasingly seems to mirror the Roaring Twenties of the prior century—how'd that end again?—cheap, cheerful, and simple are a welcome return to form. Remember, this is what normal life used to be like for cars, back when they weren't meant to be a second home or office. And while some venues are not worth revisiting, this one from Hyundai proves why embracing the basics can be so valuable. Picks It's simple Yes, very simple. On the outside, you'll find what is essentially a box, though an attractive one at that. Two-tone paint gives it some pizzazz, as do the large fog lights that somehow look classically British in the right way. It's a cute thing, and if this is the Korean interpretation of a Mini Cooper, then job well done. Simplicity continues on the inside, where you'll find a normal gearstick for the automatic transmission instead of a silly stalk or a collection of buttons. There are also knobs and dials for the volume and air conditioning, enough storage in the center console for glasses and gum and whatever other junk you carry around that you never need, though the cup holders might be too narrow for your overpriced and oversized novelty water bottle. Because it's a hatchback, storage in the back is fairly abundant for something with such a short footprint, and the hatch opens and closes with little fuss or effort. Even the back seat is reasonably spacious, so much so that I spent time back there editing photos one afternoon while on a photography assignment. Despite the low price, there's still a touchscreen display that responds well and is very easy to use, along with Apple CarPlay for playing your tunes or handling navigation. I've never been a fan of radar cruise control, so I was happy to find this car didn't even have it—yay! Some may consider that a downgrade, but it's an upgrade for me, at least. Small and efficient Because it's only 159 inches long, the Venue is miraculously easy to park and maneuver through America's many parking lots. Another tirelessly complicated Trader Joe's parking lot? No problem! We as Americans have grown so accustomed to 190-inch-plus SUVs that what used to be a normal-sized car now feels positively tiny. And tiny is great. Especially when carving a path through the crowded and congested San Francisco Bay Area, the Venue is refreshing and easy to drive. Plus, it's never been easier to parallel park. No fancy bird's-eye-view cameras are needed here because it's so small and has such great visibility. A lack of mass requires less energy to move, so there's a little 1.6-liter gasoline engine under the hood powering the front wheels. I averaged 33 MPG over the course of a week with the Venue in a mixture of driving conditions, while on a longer stretch of highway roaming, I even saw 35 MPG—and remember, this isn't a hybrid vehicle. It drives surprisingly well What's always stood out as the surprising personality perk of the Hyundai Venue is the realization that it's actually decent to drive. The steering is better than that of a cheap Toyota and less numb, while the ride quality is fine in most situations and doesn't give the impression of blown shocks like other affordable cars often do over high frequency humps. To great surprise, the handling balance is not only tolerable, but kind of sweet. There's a positive response at turn-in, and even with the skinny eco tires, the balance is good in the real world when driving at a six- or seven-tenths pace on a winding road. It even resembles what an enthusiast might consider as fun, no doubt helped by the low 2,700 pound curb weight. Hyundai could very easily firm things up, give it more power, and make a surprisingly fun little hot hatch out of the Venue. Solid value Inside, interior isn't half bad either, with a nice array of color coordination present here with the Denim interior package and a great leather-wrapped steering wheel paired to comfortable seats. Some things are scratchy and hard when you touch them, but that's expected in this price bracket. Also, there were no rattles to be heard on bad roads. Venues are the single most affordable new car on sale in America right now, and even this top SEL comes out to only $24,440 all-in with basically everything you could ever need (plus more) in a car. And that's with an industry-leading 10-year/100,000-mile powertrain warranty. Nicks An engine that is shouty and pouty No surprise here, as the efficient little engine doesn't make very much horsepower—121, to be exact. Torque is just 113 lb-ft at a lofty 4,500 RPM meaning not much happens unless you floor it. In the real world, the results are tepid acceleration and a rather intrusive sound when you dig your right foot deep into the throttle, which is fairly often when 0-60 MPH takes nearly nine seconds flat out. At least it doesn't shake the car or introduce any noticeable vibrations, but further refinement would still be welcome, as would even just 20 extra horsepower throughout the rev range. Honda and the Civic The only real problem with the Venue in SEL guise is that, at $24,440 including destination, it's getting close enough to more substantial cars that the value equation starts to get complicated. A Honda Civic is a much more capable and polished car in almost every measurable dimension, and for buyers who don't specifically value the Venue's tiny dimensions and simplicity, it's worth considering the upgrade for a Civic LX at just under $26K. But that's also why the cheaper Venue SE makes such a strong case for itself. At roughly $2,000 less than this SEL, you're getting the same basic formula for even less money (roughly $22k). The SEL adds enough equipment and niceties to make this particular Venue a nicer place to spend time, but the SE arguably delivers the purer version of what makes the Venue so appealing in the first place. A Venue all can enjoy Even if the SEL trim makes it less of a bargain, the Venue and its core attributes still make a compelling case for cheap, honest transportation. I like how it looks, and I like how it drives, and those are maybe the two most important factors of a car for me. Its affordability also means it remains refreshingly simple and easy to use, and that's a luxury that often carries its own markup on products outside the automotive world. Don't fear small and cheap cars, because if basic transportation is what you're looking for—with a low monthly payment and a great warranty—the Venue proves it doesn't always have to mean being in dire straits. 2026 Hyundai Venue SEL basic specifications As-tested price: $24,440 Base price: $22,600 Engine: 1.6-liter inline-4 Horsepower: 121 hp @ 6,300 rpm Torque: 113 lb-ft @ 4,500 rpm Transmission: Intelligent Variable Transmission (CVT) Drivetrain: Front-wheel drive Fuel economy: 29 city / 33 highway / 31 combined MPG Observed real world economy: 33 MPG Fuel tank: 11.9 gallons EPA-estimated range: 368 miles combined Curb weight: About 2,700 pounds Length: 159 inches Width: 70 inches Height: 62 inches Wheelbase: 99 inches Seating capacity: 5 Cargo capacity: 19 cu. ft. behind rear seats / 32 cu. ft. with rear seats folded Wheels: 17-inch alloy Tires: 205/55R17 Warranty: 5 years/60,000 miles basic; 10 years/100,000 miles powertrain

Way beyond a fancy Hyundai, the Genesis G90 is a brilliant luxury sedan 2026 Genesis G90 review by The Road Beat Words and pictures: Mitchell Weitzman Anyone who tries to disrespect both you and this car by calling it a Hyundai deserves to be slapped. The current G90 made a remarkable impression when first tested back in 2022, and four years later, that reputation has easily endured. Objectively, this G90 is frankly incredible in a myriad of means. However, even if this particular specification is not one I'd personally recommend, the 2026 G90 remains a supremely comfortable and relaxing driving experience. Luxury cruising really doesn't get much better than this. Picks Just open the door—it's as simple as that. If you're not impressed with the quality and detailing involved inside the G90, you probably have larger problems in need of professional help and diagnosis. I'm not going to call it nicer than a BMW 7 Series or Mercedes S-Class, but considering what it costs and how impressive it remains in contrast to luxury stalwarts that date back to prior centuries rather than decades, that speaks volumes. Banging stereo? Check, courtesy of one Bang & Olufsen. Effective massaging seats? Check. Gorgeous ash wood trim? Done. Solid metal switchgear coupled with sumptuous, quilted leather surfacing throughout? Check. Quiet? You bet. Did I mention the rear passengers get all the same amenities plus pillows from the heavens? The legroom is enormous, suitable for basketball stars, with enough seat sculpting to make any journey worthy of first-class on Emirates. The latest 7 Series from Bavaria might be among the single ugliest and most vulgar cars on sale today, so it's a nice and refreshing reprieve that the G90's general shape and detailing is pretty low-key in comparison to the other luxury juggernauts. Part of luxury is the ability to not draw attention to yourself, and the G90 does that well thanks to its simpler yet handsome, understated shape. It smartly draws more on British inspiration than the continued excess of the Germans. Yes, the grille is big, but it could have been way bigger. Ride quality is superb, and the Genesis just shrugs off potholes and other imperfections like they don't exist. Behind the wheel, it's a controlled and easy car to drive, with immediate power from the e-supercharged and twin-turbocharged 3.5-liter V6 whenever you ask for it. The growl emitted from under the hood is subdued, perfectly pleasant, and soothing in a way that's simply tasteful. 409 horsepower won't win bragging rights, but the need for anything extra is also completely unnecessary. By combining electric supercharging and twin turbocharging, Genesis essentially gets the best of both worlds: the immediate low-rpm response of an electric supercharger paired with the sustained power and efficiency of exhaust-driven turbochargers. There's remarkably little turbo lag to be found here and zero perceived hesitation, and the transmission does its job of keeping the engine happily humming along. This all accounts for smoother driving, which is exactly what is desired in a lavish saloon car. A conventional supercharger is mechanically driven by the engine itself, meaning it consumes some of the engine's own power to make more. The G90's supercharger is instead driven by a 48V electric motor (the motor and battery partly replenished through regenerative braking), allowing the system to provide additional boost without the same direct mechanical drag of a traditional supercharger. The result is an unusually seamless power delivery that doesn't make it faster so much as smoother and more efficient. And 22 MPG overall for a big luxury barge ain't bad at all. And if you're ever tired of closing your own doors, the G90 can do that for you with the push of a button. The driver's door will even close on its own when you press the brake pedal when starting the car. I don't need this feature, but it's a cool addition that will at least impress friends as a party trick, or your Hinge date. Nicks Possibly the worst part of this particular Genesis G90 is the specification: black on black on black. Black paint is certainly befitting and a classic choice for a luxury limousine for its elegance, but the black wheels here—and, more importantly, the design of the wheels—are slightly, well, horrible. Look, I get that an opinion based on wheels is entirely subjective. The car itself is good-looking; it's just that the wheels are absolutely awful (to me and to anyone with working eyes). These specific wheels are part of the Prestige Black package and edition, but they really need to be avoided at all costs. Some simple polished monobloc wheels with more of a Mercedes-style aesthetic would be a better choice, but really, the wheels alone are the one big problem with this G90. Luckily, the wheels are entirely fixable and a total first-world problem. Other gripes include some laziness through the corners, which I don't mind because a car like this doesn't need to be driven hard nor hurried. Still, I would have liked to find some sense of dual-natured ability here, given how well other Genesis sedans handle the bends. And even if the G90 represents good value for a luxurious flagship sedan, $108,895 as-tested is still a heck of a lot of coin, particularly for a brand that lacks the inherent prestige of some of the more established luxury marques. Even at the top of the G90 lineup, it does start to overlap with the entry points for Audi, Mercedes, and BMW competitors. To get those equipped to a similar level means spending more than on the Genesis, but nearly 110K just isn't the same great value that the G90 used to be. As you might notice in some of the photos, the interior shows fingerprints and other wear marks surprisingly easily. In other words, this car may have only a few thousand miles on the odometer, but it looks like it's already gone through a couple of years of use. Indubitably and admittedly, life as a press car can also be pretty tough, since people who drive these cars aren't necessarily going to treat them as nicely given that they're not actually theirs. A near perfect flagship Genesis is just over 10 years old as a brand, and it's remarkable how far they've reached in such a short time. Segments are not skimped on either, as its entire catalog of products is now all immediately comparable to stern competition that's been around for generations. If you change those wheels, then this is a brilliant sedan that serves as a fitting flagship for Genesis meant to compete against titans. The G90 is insanely luxurious and a genuine pleasure to eat miles in, and to simply exist in. The fact that Genesis got so many details right and made a car that works so well in everyday living is a true testament to what the company is capable of. Don't acquire a Genesis G90 because it's a good deal for what you get. Get the G90 because it's phenomenal. Just with the right wheels. 2026 Genesis G90 3.5T Prestige Black AWD As-Tested Price: $108,895 Powertrain: 3.5-liter twin-turbocharged V6 with 48V electric supercharger Horsepower: 409 hp @ 5,800 rpm Torque: 405 lb-ft @ 1,300–4,500 rpm Transmission: 8-speed automatic Drivetrain: All-wheel drive 0–60 mph: 5 seconds EPA Fuel Economy: 17 city / 24 highway / 20 combined mpg Real World Economy: 22 MPG Fuel Tank: 19 gallons Curb Weight: about 5,200 lbs Length: 208 inches Width: 76 inches Height: 59 inches Wheelbase: 125 inches Cargo Capacity: 10.6 cu. ft. Seating Capacity: 5 Warranty: 5 years/60,000 miles basic; 10 years/100,000 miles powertrain Maintenance: 3 years/36,000 miles complimentary Roadside Assistance: 5 years/unlimited miles More photos from the 2026 Genesis G90 review:

The green paint only makes this beauty better 2026 Mazda CX-50 Turbo review and photos by The Road Beat It's no secret I'm rather fond of Mazdas, be it their charming sedans, the irreplaceable MX-5 Miata, or their overachieving SUVs. There isn't a better-driving family crossover than the CX-50, and even a few years on from its debut, its core values remain special enough to ward off refreshed challengers, including Mazda's very own CX-5. Picks Vehicles that occupy the space and purpose of everyday appliances don't necessarily have to look great, but Mazda decided, "Nah, let's make a banger." The result is a visually sexy crossover SUV that is unmistakably a Mazda. And while the Japanese carmaker is known for its vibrant Soul Red paint, the Cypress forest green metallic here is an absolute unit. What a looker. The good looks don't stop outside, either, because, as I've become accustomed to expecting, the interior is a stellar blend of luxury and everyday usability at a competitive price point. Inviting and simplified, with plenty of manual knobs for easier tactile use, it's a step ahead of its rivals in overall quality. Mazda doesn't just mimic a luxury car with the CX-50; this actually just is one. That's how nice it is. Used to the hard plastics in your RAV4? Other than the interior door grab handles, you won't find much of that here. It's a marvelous place to be, and even my non-Mazda-driving friends agreed. Also worth mentioning is how much easier the tactile knobs are to use here than the giant screen-centric proposition of the refreshed Mazda CX-5. In several important ways, the CX-5 is a step backwards in both functionality and even perceived quality, and that only helps elevate the CX-50 to the obvious forefront despite being the older model now. So, nice to look at and nice to be in, but what's it like to drive? Stupendous. Class-leading. Like an old-school BMW. Heck, better than a new-school BMW. Both a looker and a ripper. Steering has weight and even some feedback coming through, accurately communicating the driver's inputs and the car's intentions better than your overpriced therapist. You want added focus in your life? Don't bother with Prozac; you just need to drive a Mazda every day. But really, the steering has real nuance and isn't numb like so many other daily drivers. Behind the wheel, you feel in total control and command of the car, as if this could be some past legendary Mazda RX-whatever instead of a CX-50 crossover. It's not that its limits and cornering abilities are necessarily higher than its competitors. Rather, it's just so much more satisfying to drive, urging you to go quicker when you see a sign for a winding road approaching because the entire package feels so organic. Grip is totally commendable, but the balance and communication are where the CX-50 separates itself from the pack, with an eagerness to turn, a resistance to understeer, and a desire to coax more out of its driver. Even the throttle and brake pedals, along with their respective travel and required pressures, feel intuitive. When it comes to creating a car that feels truly "locked-in," there isn't a mid-size crossover in the class that comes close to topping the CX-50. And when you do squeeze the throttle, the generous wave of torque and horsepower afforded by the 2.5-liter turbocharged engine makes rapid progress in the real world and on backroads an addictive and easily enticing proposition. Gas mileage isn't great, but averaging 25 MPG over the week isn't a bad tradeoff for 227 horsepower and 310 lb-ft on standard 87 octane. Mazda might be using an older torsion beam rear suspension setup in the CX-50 instead of the common multi-link, but you'd never know it because how resolved the handling and ride quality are. Plus, the extra rigidity and simplicity from the torsion beam design means the CX-50 can tow up to 3,500 pounds with this spunky turbo engine option, which can be very useful in the real world. For comparison, the CX-5 is only rated for 1,500 pounds. Nicks Nitpicks define the shortcomings of the CX-50, and that's really down to how good the rest of the overall package is. Items of lesser importance, like the interior grab handles for closing the doors, are a step below the quality of the rest of the cabin. Start the vehicle without both the door closed and seatbelt fastened, and you'll be treated to a barrage of bongs — eight instead of the usual five found in most cars. Because apparently Mazda really wants to make sure you know something is wrong or they just don't trust Americans. Outright space is inferior to a Toyota RAV4 in exchange for the CX-50's sleek styling, but it's not by that much (37 vs 31 cubic feet), and the six-speed automatic could shift quicker and offer better highway mileage if it had an extra gear or two. Fuel economy itself isn't anything to shout about, but that's the tradeoff for the fun character and performance on tap. Good news is, if you don't want the extra horsepower, a very economical hybrid option is available using a proven Toyota powertrain. That said, the new RAV4's available plug-in hybrid powertrain uses less gasoline while also providing more power, making it the more sensible choice for buyers who prioritize efficiency and outright practicality. How will the cabin wear over time? There are some nicks and scuffs already in a few places. I could also imagine some will wish the central display was more accessible as a touchscreen. Personally, though, I prefer using the rotary clickwheel. Once you get the hang of it, it's more ergonomic and easier to use while actually driving because muscle memory and tactility make it less distracting. And Mazda, please put the increasingly convenient key proximity-sensing door locks on the rear doors as well. Any everyday package worthy of the praise Mazda's CX-50 remains an unimpeachably good crossover. It's got style for days, proper luxury on the inside, and driving dynamics worth swooning over. Don't care about the performance of the turbo engine? Good news: you can have a hybrid CX-50 instead. No matter which way you want it, the CX-50 has the ability to deliver what is likely the best-driving crossover available today. And after a recent earlier test in the revamped CX-5, my position is only affirmed that the CX-50 is the superior vehicle in practically every way now. And in a segment increasingly dominated by vehicles designed to be merely competent at everything, that's something worth celebrating. 2026 Mazda CX-50 2.5 Turbo Premium Plus specifications Price Starting price: $42,900 As-tested price MSRP: $44,820 Powertrain Engine: 2.5-liter turbocharged inline-four Horsepower: 227 hp @ 5,000 rpm (87 octane) Torque: 310 lb-ft @ 2,000 rpm (87 octane) Transmission: 6-speed automatic Drivetrain: i-Activ all-wheel drive Drive modes: Normal, Sport, Off-Road Fuel tank: 15.9 gallons EPA fuel economy: 23 city / 29 highway / 25 combined mpg Real world tested: 25 MPG Dimensions & Capacity Seating: 5 Length: 186 inches Width: 76 inches Height: 64 inches Wheelbase: 111 inches Ground clearance: 8.6 inches Cargo space behind second row: 3 cu. ft. Maximum cargo space: 56 cu. ft. Curb weight: About 3,915 lbs. Maximum towing: 3,500 lbs. Wheels & Tires Wheels: 20-inch alloy Tires: P245/45R20 all-season Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside assistance: 3 years / 36,000 miles

Now automatic-only, the GTI is so completely competent that it's actually less fun 2026 Volkswagen GTI review by The Road beat Words and pictures: Mitchell Weitzman Not to beat an already thoroughly-dead horse, but performance cars are suffering from a trend that would have seemed almost impossible 20 years ago: they're becoming too good. In the pursuit of sheer competence and capability, cars like the addictive and approachable Volkswagen Golf GTI have slowly lost part of the magic that made them so popular. It's a bizarre criticism to make because the GTI is an incredible modern hot hatch. The problem is that it just isn't very fun anymore. 50 years on from the first, progress no longer seems like progress. Picks First debuting in 1976, the original Golf GTI made just 110 horsepower from its little 1.6 liter four-cylinder engine. By the time the MK5 arrived three decades later, that figure had nearly doubled, and the latest MK8 now packs 241 horsepower thanks to modern turbocharging wizardry from an engine only four tenths of a liter larger than the original 50 years ago. Paired exclusively with a seven-speed dual-clutch automatic, the latest GTI simply hauls ass by almost any measurable standard. Sixty miles per hour arrives in just over five seconds, while each shift snaps off in rapid succession, keeping you buried right in the thick sirloin cut of the powerband. This is a fantastic powertrain, and the car feels genuinely quick on my favorite B-roads, slingshotting out of corners with authority once the tach sweeps past 3,000 RPM. It's not entirely satisfying running the engine all the way to redline, as it starts running out of breath towards 7,000 RPM, but the momentum—and the ease with which it carries speed—is shocking for a hatchback or anything making less than 250 horsepower. Important for any sporting vehicle is sound, and the engine sounds decent for a four-cylinder, too, producing a subdued growl under heavy throttle without the coarse vibrations that tend to plague other four-cylinders. Fuel economy is equally impressive, averaging an excellent 28 MPG over a week of normal driving. Even after an aggressive 100-mile blast through my favorite roads, that average only fell to 25 MPG. Front-wheel drive or not, understeer isn't in the GTI's thesaurus. You know the classic movie trope of trying to teach a robot about love? Try teaching the GTI about understeer and you'll run into the same limitations; It's just not possible. Grip is immense, even on the relatively modest all-season tires that end up being perfectly matched to real-world roads. By avoiding truly ludicrous cornering stick and speed, this allows you to gradually explore the limits of adhesion without immediately finding yourself in over your head, or on the way to prison. The real surprise, though, is just how dialed-in the front axle feels despite all that turbocharged torque trying to pull it apart. Cue Jeff Goldblum saying, "Grip...finds a way." Get into a rhythm and you can brake remarkably deep into a corner before leaning confidently on the tires holding their line. A small lift of the throttle encourages just enough rotation to tighten your trajectory, after which you can aggressively hammer back onto the throttle as the GTI fires itself out of the apex like an all-wheel-drive layout. Calling it impressive doesn't even begin to cover it. Credit is also due to the GTI's electronically controlled limited-slip differential, with Volkswagen's 'XDS' brake-based torque management helping the front axle put power down remarkably cleanly and with zero torque steer. Ride quality is firm around town, but when hammering on through rough pavement, the suspension shrugs off mid-corner bumps with little complaint and rarely becomes unsettled. It's compliant over large imperfections and humps and you don't have to worry about bottoming out anywhere. I like the front seats for their excellent support and long-distance comfort, while the driving position itself is spot-on. Volkswagen also wisely brought back proper buttons on the steering wheel, making everyday use miles more convenient than before. Rear seat space is generous, the hatch remains wonderfully practical, and overall it's a pretty decent interior for a car costing $40,000 with this kind of performance. Nicks This GTI might sound like a masterpiece based on everything I've just described, and in many ways that's true. But the reality is that even on some of the absolute best roads Northern California has to offer, including Ice House Road and Wentworth Springs Road, the GTI was never really... fun. Impressive, yes, but rarely fun. How can that be? A serious lack of steering feedback is partly to blame. While the weighting is excellent and the response to your inputs is immediate with both ends connected, almost no information makes its way back through the steering wheel, rendering the experience strangely mute. Even while devouring an endless sequence of Sierra switchbacks with the tires squealing and the stability control disabled, the GTI is too composed. Because the front axle refuses to let go, mistakes are effortlessly cleaned up, and the car asks surprisingly little of its driver. You could almost hustle it one-handed, and that's the opposite of what I want from a performance car. I don't want a car that's trying to kill me, but I do want something that demands my input—a car where the driver is a necessity rather than simply a passenger. After that drive through some sensational scenery, I described the experience to my friends as playing a racing game with a standard PlayStation controller instead of a direct-drive Fanatec steering wheel. In fact, I would have preferred hot-lapping on a decently basic sim rig. Other than speed for the sake of speed, there's very little reward for driving the GTI quickly. And that's because it's simply too easy and unfazed even when trying to coax into any hooliganism. Then there's the fact that the GTI is now automatic-only. No more manual transmission. I can't help but think adding a clutch pedal and gear lever back into the equation would immediately inject some personality and interaction into the experience. Some additional frustrations live inside the cabin. The giant central touchscreen remains unnecessarily complicated to use, while physical volume knobs are still absent in favor of those infuriating touch sliders for both audio and climate controls. I also hated having to dive into one menu to disable traction control, then jump to an entirely different digital menu just to change the driving mode into sport. The center console itself also remains too clunky and cheap to use. Also of note was the VW navigation screen which had random dark spots on the map that made it difficult to read. Were they supposed to be clouds? That can't be because it was perfectly sunny at the time. Just look at the interior pictures and you'll see what I'm on about. What's up with the dark spots on the navigation screen? With the price of this example breaching $40,000, you're not too far away from the superlative and intensely interactive Honda Civic Type R. You could also spend less on a Hyundai Elantra N which nearly matches the Civic for driving emotion. The price also gets you into an AWD Toyota GR Corolla, though I found that had similar faults of its own when it comes to driver engagement. In addition, I found the fake digital boost gauge display to be extremely annoying. And I say fake because the numbers displayed, measuring turbocharger boost pressure, are fake and simply made up as it includes atmospheric ambient air added to it. That's not how boost gauges work - and it also as a result never shows a negative vacuum number, showing 0 at full vacuum instead of negative PSI/inches of mercury. So when it's displaying 33 PSI at peak full throttle and torque, it's actually 33 minus 14.7 - if that's even to be trusted. Why the car blatantly lies to the driver is ridiculous and I think really underlines how the engineering team or boardroom directors have lost the plot in making a fun (and honest) GTI. Proof that cars can be too good As accomplished as it is, the GTI proves that a car can become too competent for its own good. By chasing absolute precision and near-perfect composure, Volkswagen has unintentionally stripped away some of the interaction that once made the GTI such an icon. Don't get me wrong: the GTI remains one of the very best everyday performance cars you can buy. It's practical, quick, refined, efficient, and astonishingly capable. I just wish it demanded a little more from the person behind the steering wheel. 2026 Volkswagen Golf GTI SE Specifications Price Base MSRP: $39,080 As-tested price: $40,810 Powertrain Engine: 2.0-liter turbocharged DOHC inline-four Horsepower: 241 hp @ 5,000 rpm Torque: 273 lb-ft @ 1,600 rpm Transmission: 7-speed DSG dual-clutch automatic Drivetrain: Front-wheel drive Differential: Electronically controlled VAQ limited-slip differential with XDS brake-based torque management Fuel Economy EPA: 24 city / 32 highway / 27 combined MPG Real world: 28 MPG Fuel tank: 13.2 gallons Performance 0–60 MPH: 5.4 seconds Top speed: 155 MPH (electronically limited) Dimensions Wheelbase: 103.6 in Length: 168.9 in Width: 70.4 in Height: 57.7 in Weight Curb weight: About 3,200 lbs Cargo Capacity Behind rear seats: 19.9 cu ft Maximum cargo capacity: 34.5 cu ft Wheels & Tires Wheels: 18 x 7.5-inch alloy Tires: 225/40R18 all-season Warranty Basic warranty: 4 years / 50,000 miles Powertrain warranty: 4 years / 50,000 miles Complimentary scheduled maintenance: 2 years / 20,000 miles (10,000- and 20,000-mile services) Roadside assistance: 3 years / 36,000 miles More photos from The Road Beat's 2026 Volkswagen GTI review.

Gli Itialiani know a thing or two about car design. A recap of the 2026 edition of the Concorso Italiano from Monterey Car Week Soul. Zest. Intensity. Emotion. These are just a few words that come to mind when thinking of an Italian thoroughbred. They're also what you might find when you ask an internet search engine for synonyms of 'passion.' As stereotypical and trite as it is to call out such overplayed hyperbole, there's simply a reason for their overabundance and use: They happen to be true. Well, mostly true, at least at Concorso Italiano, which was fully devoid for at least one more year of the appalling new Ferrari Luce EV. Home to this celebration of Italian fine art is the Bayonet Black Horse golf course in Seaside, California, a couple of miles north of downtown Monterey. With some renovations underway, the grounds aren't quite at their best in every corner, but out on the fairways on a beautiful seaside morning, you're treated to a wonderful breeze as the sun breaks through the clouds, with views of the Pacific ahead. Ferrari, of course, is the main attraction for most, with a sea of Prancing Horses spread across the lawn as their temporary pasture. It's actually a nice change of pace to see such a well-represented segment of late-model cars like the Ferrari 360 and F430 now, cars that were once a dime a dozen around Car Week but have become increasingly rare sights on the streets as newer models have been produced in masses since. In fact, seeing these now-classic and skyrocketing-in-value mid-engine V8 models of the past, with their simplistic and purposeful interiors and manual gear knobs sitting in those glorious gated shifters between the seats, serves as a reminder of times we took for granted. Times when cars looked distinct and sounded like they were howling at the moon every time you prodded the accelerator. But I digress. Fewer Lamborghinis were present, while Alfa Romeo made their presence easily discoverable, with a vast assortment of beautiful GTVs and Dustin Hoffman-spec Duetto Spiders. The sheer variety of Italian machinery is part of what makes Concorso Italiano so enjoyable, with everything from relatively humble Alfa Romeos to the exotic machinery that commands six- and now even (and easily) seven-figure prices. Of the contemporary cars on display, the one that stole the show for myself and two friends was the fantastic Dallara Stradale. Built by the Italian manufacturer best known for constructing chassis for IndyCar, Le Mans prototypes, and plenty of other racing machinery, the Stradale is essentially a streetable racing car, completed by such unique features like gullwing doors, a carbon-fiber tub, and even a manual gearbox. The looks and presence are sensational, and it's significantly cheaper than a McLaren Artura, let alone any Ferrari. So how is this not a bigger hit? Maybe it's because the Stradale isn't technically street legal in the United States. If that's the reason, I'll gladly stand in protest until somebody changes that, preferably with a chance behind the wheel for me. I also sadly didn't take a picture of it, so check it out here Hosting these pieces of rolling art is the Bayonet Black Horse golf course, which itself has seen better days. Some grass was missing on nearby hillsides, while the "food court" corner of food trucks sat in a dusty patch of dirt that didn't seem particularly befitting of the surroundings. Now in its 41st year, Concorso Italiano has undoubtedly seen larger days, with more cars on display and greater numbers of older Ferraris and Lamborghinis. But there's something to be said for its current size. Relative to the eye-watering ticket prices attached to so many other Monterey Car Week events, Concorso Italiano is even something of a bargain. The smaller crowd and lack of annoying wannabe influencers also makes it that much easier to actually enjoy the cars—and the company of friends—without constantly fighting through a sea of people. After many years away from Concorso Italiano, it was a welcome return to seeing some of my favorites from yesteryear, all in a setting where fewer people live streaming to their audience of two were getting in the way. Except when it came to parking, which was an absolute disaster. Still, I had no regrets. The cars were spectacular, the company brought was good, and the atmosphere was exactly what I want from an event like this. I'll definitely be back next year. Just hope it takes less time to park.

It's outrageously good off-road, but too rough for the streets 2026 Toyota 4Runner TRD Off-Road review by The Road Beat Words and pictures: Mitchell Weitzman I initially was not big on the looks of the latest 4Runner, a vehicle that replaced a time capsule that dated back to when Tom Brady only had a single Super Bowl victory, but I've got to say, the looks are growing on me. Could this be a future classic in the visual department? Only time will tell. And they better tell, as the looks and overall vibe of the 4Runner have long been a selling point of the popular SUV. Features and tech finally worthy of the decade are nice, but even if this TRD Off-Road model can excel in its namesake habitat, it's unfortunately too coarse in the real world. Picks As said above, the 4Runner looks ace in TRD Off-Road trim. Some look even better once you remove the ridiculous front air dam in exchange for a proper skid plate, but even then, in the glimmering Everest paint, this rig looks proper out in the wild. Boasting a purposeful stance with its wide haunches and a big, square jaw, it's a good-looking piece of kit that has aged already remarkably well in just the two years since its release. Turbocharging is now the standard engine for 4Runners, displacing 2.4 liters and churning out 278 easy horsepower and 317 lb-ft of torque on command. Paired with the eight-speed automatic, progress is effortless in normal driving, with plenty of juice to accelerate hastily and pass. The horsepower figure might be the same as the old model on paper, but it's wildly faster in the real world and doesn't struggle to maintain speed on highway ascents like its elder. Fuel mileage has also marginally improved, and while there's a hybrid option available called i-FORCE MAX, this is the better unit for me since it saves a substantial amount of weight and is actually quicker despite giving up only about one mpg in real-world efficiency. 20 MPG is not great for a four-cylinder SUV, but it's at least a step ahead of the old V6 with improved acceleration to boot. Driving manners are highly refined on highways, with steering that is literally pinpoint compared with old Toyota SUVs. Instead of constant corrections, you just aim and go. I miss the feedback through the wheel of past 4Runners, but it's a thoroughly modern driving car and even reasonably quiet at speed. Backroads can be hustled and charged through way quicker than any 4Runner has a right to, with enough lateral grip and composure for any modern SUV. Other positives include the easy infotainment system with physical controls for climate and volume. I also like the tailgate window that slides down neatly, a classic 4Runner trait. But the real highlight is what the 4Runner can do when you leave the mall crawling and venture into the bush. There aren't many other vehicles with as much capability or potential when off-roading as a 4Runner. The main limit becomes ground clearance, not helped at all by that same dumb plastic air dam that just scoops up the earth. Articulation of the suspension is great to keep you in contact with the ground, and what looks like large ruts in front of you just disappear as the 4Runner seemingly glides over. During the brief dirt driving I tackled, I never even utilized any of the advanced traction modes let alone four-wheel drive, instead choosing to use 2WD with traction control off for some added rally fun and playfulness. And even then, it's beautifully balanced, with plenty of grip and traction. It was so good on this mild little adventure down '8 mile' from Latrobe to Rancho Murrietta that I reckon you'd need to cross the Dead Marshes outside Mordor before I'd even think about reaching for 4WD or needing any of its fancy tricks. Nicks There are several key areas where the latest 4Runner does fall notably short and leaves lots to be desired. My main annoyance after a week? Poor ride quality, making even smooth roads feel battered. Harder impacts can shudder through the chassis, and the suspension is also too stiff to drive quickly off-road. That's the especially frustrating part of a vehicle meant for rough country. An off-road-oriented vehicle should be able to glide over washboard surfaces, allowing the chassis to stay planted while the suspension absorbs the repeated impacts. Instead, this TRD Off-Road makes grated gravel feel like a washboard even when it isn't. Both the top-tier TRD Pro and Trailhunter ride softer with their fancier off-road dampers and increased suspension travel which makes them more comfortable on both paved and terra surfaces, but this more standard TRD Off-Road rides like a brick shit house for no obvious reason. Then there's the price issue. Starting at $58,065 with destination for a TRD Off-Road Premium like this, that seems awfully steep for a Toyota 4Runner and easily breaches into Land Cruiser territory. Despite the price, the interior just isn't all that nice considering the luxury price. Like, it's nice for a 4Runner, but it's not nice enough for the asking price. Especially disappointing is the plastic 4WD selector knob, which feels like a cheap toy and inspires no confidence when using. I also experienced some annoying rattles and creaks, including one on the A-pillar next to my ear that would creak during songs, with the EQ all set flat and volume low. That's not exactly the sort of refinement I want to hear from a nearly $60,000 SUV, not to mention a $60K Toyota . Even if it's a big SUV, the back seat is less than satisfactory when it comes to comfort and legroom. Toyota also has perhaps the most intrusive implementation I've experienced of active driving safety assists, constantly tugging at the wheel when you're simply smoothing out winding roads or negotiating turns near a white line. Ruined by the ride No matter what, the 4Runner tested here is outwardly blighted for me by its shoddy and stiff ride performance. California is not known for smooth roads, and this TRD Off-Road makes them feel particularly bad. Even off-road on '8 Mile,' gravel roads are unnecessarily harsh and feel abusive at just 25 mph, and that's in its natural playground. That's not to say it isn't capable, because it's incredibly capable, it just does so with such unnecessary roughness. That's what makes the 4Runner so frustrating. The car looks great, steers great, goes great, and is wildly more capable than the old one, but the price is an unfortunate obstacle along with a ride that's simply too brutal for daily use. I want to like this 4Runner. Toyota has given me plenty of reasons to. Unfortunately, every time the road gets rough, the suspension reminds me why I ultimately don't. As other off-road SUVs and trucks have shown, it's possible to combine off-road performance with comfort. The Road Beat rating: 3.5/5 More photos from the 2026 Toyota 4Runner TRD Off-Road Premium review 2026 Toyota 4Runner TRD Off-Road Premium specifications Powertrain: 2.4-liter turbocharged inline-4 Horsepower: 278 hp Torque: 317 lb-ft Transmission: 8-speed automatic Drive: Part-time 4WD with 2-speed transfer case Fuel economy: 19 city / 25 highway / 21 combined mpg Real world economy: 20 MPG Curb weight: about 4,800 lbs Seating: 5 Towing capacity: 6,000 lbs Wheels: 18-inch alloy Tires: 33-inch all-terrain Suspension: Independent front / solid rear axle Brakes: Ventilated discs Length: 195 inches Width: 78 inches Height: 72 inches Wheelbase: 112 inches Ground clearance: 9.2 inches Cargo capacity: 48 cubic feet Infotainment: 14-inch Toyota Audio Multimedia touchscreen Audio: JBL Premium Audio Seats: SofTex-trimmed heated and ventilated front seats Off-road equipment: Multi-Terrain Select, Crawl Control, Multi-Terrain Monitor, Bilstein monotube shocks with remote reservoirs Warranty: 3 years/36,000 miles basic; 5 years/60,000 miles powertrain; 5 years/unlimited miles corrosion Maintenance: ToyotaCare complimentary maintenance for 2 years/25,000 miles