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2026 BMW iX review with The Road Beat Words and pictures: Mitchell Weitzman This review is inevitably going to hinge on subjectivity—but opinions do matter. And the fact of the matter is this: the BMW iX is among the ugliest new cars on sale today, if not the  ugliest. BMW has taken plenty of criticism in recent years for its ever-expanding trademark kidney grille, but here, the nose is only part of the design catastrophe. Sure, the beige color doesn’t help, but beneath this deeply unfortunate exterior lies a remarkably good EV—and a surprisingly convincing BMW. Picks While there are no classic and sonorous Bavarian inline-six soundtracks to be had here, obviously, I was genuinely shocked—pun somewhat intended—by how genuinely well the iX drives and how much it still behaves like a BMW on the move. Like it or not, this has a genuine dose of the BMW DNA present. And it may not have the same vigor and sparkle as the brand’s greatest hits, but among EV peers, it still has a legitimate claim to being the “Ultimate Driving Machine.” Relatively speaking. The steering lacks the feedback of the brilliant Chris Bangle–era cars of the 'aughts, but there’s real precision and weight here. Direction changes are handled with confidence, and there’s a genuine appetite for corners. On a favorite local B-road, the iX stands apart from other modern EVs that feel merely competent but emotionally flat; This one hunkers down and encourages you to push harder. It’s fast, grippy, and—crucially—engaging (enough) in a way most electric crossovers simply aren’t. Out on the highway, the iX settles into a different strength: It’s exceptionally quiet and composed. The ability to carry whisper-level conversations at speed is an understated luxury, and the ride strikes an excellent balance—comfortable without being overly soft or artificially firm, even on the André the Giant–spec 22-inch wheels. Range may be outright limited on a single charge, but this does chew up on the miles with ease and comfort. Yes, there are synthetic driving sounds from the electric powertrain, but they can be toggled on or off to your liking. Normally I’d dismiss them outright, but I actually didn’t mind the Star Trek–esque tones under acceleration. More importantly, throttle application is as smooth and predictable as you’d hope. What’s most impressive, though, is efficiency. For a compact luxury SUV pushing over 400 horsepower, the iX delivers genuinely strong real-world numbers. Averaging a tick over 3 miles per kWh, a 300-mile range is entirely realistic—and that’s not just theory. Car and Driver  managed 290 miles in its typically demanding 75-mph highway test. That puts the iX among the more efficient electric crossovers available today, doing a lot to ease range anxiety an make everyday use that little bit more thoughtless while helping keep your sanity in check. The optional M Sport Package seats are another highlight, offering excellent comfort and lateral support. Rear passengers had no complaints on a trip out to Lodi, and the audio system impresses as well. I don’t even mind the large central display or most of the interior design as the dash feels expansive and aids in feeling spacious, though the long-term durability of the Alcantara-style ultrasuede remains a question mark. This new '45' trim replaces last year’s '40,' bringing a larger 100-kWh battery and—surprisingly—a lower starting price. Though, let’s be clear, it’s still expensive. As the entry vehicle in the iX range, having an increased capability and range, but at a lower price is a good accomplishment. Nicks Peak charging tops out at 175 kW, which trails several key rivals. It’s not slow, but it is objectively behind the established curve now. BMW also sticks with a CCS charging port rather than adopting Tesla’s increasingly common NACS standard, meaning access to the more widespread and reliable Supercharger network requires an adapter workaround. As for the design—yes, we’re back to that—it doesn’t get much better inside. Even at over $90,000 as tested, the cabin doesn’t consistently feel like a $90K space. The leather-look seats aren’t actually leather, the center console latch feels flimsy, and the doors close with a hollow, unsatisfying sound instead of the vault-like thunk you expect at this price point. Even worse, the rear windows barely lower halfway—an inexcusable oversight here. The worst offenders, though, are the seat controls. Mounted awkwardly on the upper door panels, they’re not just inconvenient—they’re visually offensive. BMW insists they’re glass, but they look like cheap plastic straight imitations from Temu. They clash with the rest of the interior and sit directly in your line of sight, often reflecting incoming light, making them impossible to ignore. The glass in the center console plays it more lowkey, but these seat adjusters are insanely distasteful because of the attention they command and how actually bad they are to use. BMW’s iDrive system has also grown overly convoluted. There’s a steep learning curve, and the glass rotary controller lacks tactile satisfaction. The move away from physical controls continues to be a misstep, and some basic functions—like adjusting brake regeneration—are buried in menus where they don’t belong. A great car underneath Beneath it all, the BMW iX is fundamentally and mechanically excellent. It’s more engaging to drive than any other mainstream EV I’ve tested, and its real-world efficiency is genuinely impressive. Yes, it gets expensive quickly, especially when optioned up—but the real issue isn’t the price. It’s the styling and lack of tastefulness. For all its strengths, the iX’s design will be the deciding factor for most buyers. And unfortunately for BMW, that’s a battle it’s unlikely to win. 2026 BMW iX xDrive45 Specifications As-tested price: $92,775 Powertrain Dual electric motors (AWD) Combined output: 402 hp / 516 lb-ft Transmission: Single-speed direct drive 0–60 mph: 4.7 seconds Battery & Charging Battery capacity: 100 kWh EPA range: 279 miles DC fast charging: up to 175 kW 10–80% fast charge: ~30 minutes Observed efficiency: 3.1 mi/kWh Real-world range: ~290–310 miles Drivetrain & Chassis Layout: Dual-motor AWD Suspension: Multi-link (front & rear) Steering: Electric power steering Wheels: 22" (optional) Dimensions Wheelbase: 118 in Length: 195 in Width: 78 in Height: 68 in Curb weight: ~5,500 lbs Seating: 5 passengers 36 cu ft cargo capacity (rear seats up) ~78 cargo capacity cu ft (max, seats folded) Infotainment: 14.9-inch central display Pricing Starting MSRP: $76,325 As tested: $92,775 Warranty Basic: 4 years / 50,000 miles Powertrain: 4 years / 50,000 miles Battery: 8 years / 100,000 miles Complimentary maintenance: 3 years / 36,000 miles More photos of the 2026 BMW iX xDrive45 in Dune Grey Metallic and M Sport Black Sensatec interior.

Uncharted maps surprising new directions for Subaru 2026 Subaru Uncharted GT review with The Road Beat Words and pictures by Mitchell Weitzman The first generation of electric vehicles born from Subaru and Toyota’s unlikely partnership was dreary at best—the Subaru Solterra and Toyota bZ4X were outright misfires. Yet this new second wave of electric crossovers from the two Japanese brands shows a surprising amount of promise, Toyota re-introducing the C-HR while Subaru debuts the new Uncharted EV, tested here in the top GT trim level. With improved styling, usable range, and genuinely quick performance, the result is a far more compelling package—especially at the price. Picks The Solterra and bZ4X were ugly and stylistic missteps, but the Uncharted looks modern and, more importantly, cohesive. It’s a smaller vehicle than its sibling, yet vastly more attractive with its tight extremities. There’s a clear connection to Toyota C-HR’s recent rebirth, though the Subaru comes across as the cleaner, more resolved design. Where the previous effort struggled to crest 200 miles in real-world driving, the Uncharted can reach an estimated 250 miles without much effort. That’s still below its boastful 273-mile EPA figure, but for Subaru’s second EV—and without a major battery increase (74.7 kWh)—it’s a meaningful step forward in actual efficiency that you notice in the real world. Progress carries over to performance. In AWD GT form, the Uncharted produces 338 horsepower, making it the quickest-accelerating production Subaru in the United Sates to date, hitting 0–60 mph in just 4.5 seconds and dusting a WRX STI out of the gate. In practice, it feels every bit that quick, delivering an immediate and forceful shove when you lean into the throttle. Sport mode sharpens response further, and the lack of any drivetrain lag gives it a genuinely urgent character. Charging access is also improved. Subaru—like Toyota and others—has adopted Tesla’s NACS port, meaning you now get native access to the Tesla Supercharger network without an adapter. Given their availability and superior reliability, that’s a major usability win. An adapter for CCS chargers is still included, so flexibility isn’t sacrificed. Perhaps the biggest surprise is pricing. The Uncharted starts at $36,445 including destination for a front-wheel-drive model, which also delivers the best range at nearly 300 miles in real-world conditions. Even this top-spec GT trim, with AWD and all that performance, comes in at $46,215 —undercutting other electric crossovers rivals with a similar power output. Want AWD but don't need the speed? You can easily save another $5K there. Inside, Subaru has reworked the gauge cluster to improve visibility, avoiding the awkward sightline issues of the Solterra and bZ4X. The infotainment system, borrowed from Toyota, is intuitive and refreshingly easy to use. Nicks Despite a name that suggests adventure and foraging into the unknown, the Uncharted is clearly meant for paved roads. Modest all-season tires around 20-inch wheels and just 8.2 inches of ground clearance limit its off-road ambitions. Subaru’s symmetrical AWD is present, but this isn’t a vehicle you’d take far off the beaten path or the vehicle of choice for Nathan Drake—despite what the name might imply. Yes, there are terrain controls and snow modes present, but it's the defining personality in any way. Even with Supercharger compatibility, charging speeds lag behind key competitors. Peak DC fast charging tops out at 150 kW, resulting in a roughly 28-minute 10–80% session for its moderate 73 kWh battery capacity—competitive, but not class-leading when compared to Hyundai or Tesla. Minutes a day spent waiting will add up to hours over a year. Interior space is another weak point. At 178-inches long, it's never going to be abundant, yet rear seat legroom is very tight, making it better suited for kids than adults. Cargo space, however, is solid at 25 cubic feet behind the rear seats—noticeably more usable than something like Subaru's Crosstrek. For a range-topping GT model at over $46K, the cabin also lacks a sense of occasion and is far from luxurious. Material quality is average, with plenty of hard plastics in high-touch areas. Build quality is commendable—everything feels solid and rattle-free—but a bit more attention to detail would go a long way for the top trim level. On the road, the experience is competent but forgettable. The power is impressive, and the steering is accurate, but it lacks the engagement or personality that encourages spirited driving to match the rapid straight line pace. At least the regenerative braking is well-calibrated and predictable. A familiar formula for the Uncharted There’s nothing revolutionary about what the Uncharted sets out to do—but it’s surprising how well it executes on the whole still and as a notable step up from the gen-1 Solterra. At a time when EV affordability remains a challenge, especially as incentives fluctuate, Subaru has delivered an EV crossover with genuinely usable range and performance and at a great starting price. It even looks nice. Tesla still dominates the segment, but alternatives like the Uncharted offer compelling reasons to look elsewhere—whether for practical, personal, or even Elon-related political reasons. I liked the Uncharted, and it is a meaningful step forward for Subaru in the EV market. Still, it leaves you wishing for a bit more character—something that feels less like a committee-based joint venture and more distinctly Subaru. Uncharted Wilderness, anyone? 2026 Subaru Uncharted GT — Specifications Basic Warranty: 3 yr / 36,000 mi As-tested price: $46,215 Powertrain & Performance Configuration: Dual-motor electric (front + rear) Drivetrain: All-Wheel Drive Horsepower: 338 hp Transmission: Single-speed direct drive 0–60 mph: 4.5 seconds Battery & Charging Battery Capacity: 74.7 kWh Estimated Real World Range: 250 miles Charging Port: NACS (Tesla standard) DC Fast Charging: Up to 150 kW 10–80% Charge Time: ~28 minutes Dimensions & Chassis Length: 178 in Width: 74 in Height: 64 in Wheelbase: 108 in Ground Clearance: 8.2 in Curb Weight: 4,500 lbs Interior & Capacity Seating: 5 passengers Cargo Space (rear seats up): ~25 cu ft Infotainment Display: 14-inch touchscreen Key Features (GT Trim) Panoramic glass roof Heated and ventilated front seats Wireless Apple CarPlay and Android Auto Subaru EyeSight driver-assist suite Power rear gate 20-inch wheels

The Outback of today is not like the Outback you grew up around 2026 Subaru Outback Limited XT review with The Road Beat Words and pictures: Mitchell Weitzman For those now in their 30s, you might remember the Subaru Outback growing up amid the alt-grunge aesthetic of the ’90s and early aughts. That version likely exists in your mind as a handsome, elongated wagon—equally at home in a middle school parking lot (usually driven by your “social studies” teacher) or splashing through a creek in an ad campaign, sometimes with Paul Hogan trekking through the actual Australian Outback. Unfortunately, that fond nostalgia is gone. The Outback of today shares very little with the cool, adventure-laden philosophy of that old rally-bred wagon. Now, it’s just another large, ubiquitous crossover SUV. And while it does nothing to offend, that’s the problem in itself—it lacks the personality and identity that once made a Subaru feel distinct. Picks As my second Subaru tested for The Road Beat, I’m starting to notice a surprising and welcome trend: they drive quite well. While not class-leading—Mazda still owns that title for outright driving engagement—the Outback delivers a level of directness and responsiveness that puts it ahead of many a comparable Toyota. Steering is light but accurate, making for easy placement whether on a straight highway or a winding back road. Push it into a corner and lateral grip from the AWD system is solid for the segment, but more importantly, there’s a willingness to rotate and a noticeable lack of plowing understeer when pressed. It’s not “fun” in the traditional sense, but for a 192-inch crossover, it’s composed, predictable, and surprisingly eager to turn. The Outback is undeniably large—just over 16 feet long—but pricing remains a major strength. Starting around $36,000, it undercuts many rivals while including Subaru’s standard symmetrical AWD that provides class leading traction in the snow. As of now, you can’t even buy a front-wheel-drive Toyota Highlander for under $47,000. Perspective matters. This Limited XT tester comes in at $45,815 as equipped, but that buys you a more powerful, well-equipped AWD SUV than a base Highlander. That’s strong value. Inside, there’s nothing particularly luxurious about the Outback, with plenty of hard plastics throughout. However, nothing feels flimsy. In fact, most touchpoints have a reassuring solidity—save for the slightly cheap-feeling interior door handles. As with the recently tested Forester, there were zero rattles during daily driving, even over rough neighborhood roads that tend to expose weaknesses in more expensive vehicles. And that's with several thousands of miles already on the odometer. Ride quality is another highlight. The Outback is quiet on the highway and comfortable at all speeds, with a well-judged balance overall. At times, there’s a bit too much oscillation from the soft suspension tuning, but the general impression across varied surfaces is one of composure and control. Under the hood sits a turbocharged 2.4-liter flat-four, producing 260 horsepower and 277 lb-ft of torque from the low engine speed of just 2,000 RPM. Aside from a disappointing observed 22 MPG, it’s a strong performer. It’s smoother and better-sounding than most rival inline-fours, with a broad, usable midrange that makes everyday driving effectively effortless. The CVT, while never exciting, thankfully fades into the background. A big issue with the Forester was the large central infotainment screen and its lazy responses to your inputs, as if its an old windows computer in desperate need of a RAM and SSD upgrade. Outback fixes that with a vasty faster and also visually less cluttered display. And another observation was the best heater I've experienced in a new car, like it was seriously impressive how hot it can get and so quickly. One of the Forester’s biggest drawbacks was its sluggish infotainment system. Thankfully, the Outback improves significantly here, with a much quicker response time and a cleaner interface. Also worth noting: the heater is outstanding—genuinely one of the most effective I’ve experienced in a modern car and will make you sweat no matter how frigid the outside temperature. Nicks After just a short time with the Outback, one issue stood out immediately: the styling. Design is subjective, but the modern Outback simply doesn’t look like a Subaru. And while Subarus haven’t always been conventionally attractive, they’ve historically had a strong, recognizable identity. And that’s missing here. The Outback isn’t offensive—it’s just generic. Swap the badge for almost any other automaker, and most people wouldn’t notice. That lack of identity is especially surprising given Subaru’s strong brand associations. Multiple friends were genuinely shocked to learn this was an Outback—they had no idea. That says a lot. Fuel economy is another weak point, though partially excused by the vehicle’s size. Still, some competitors can manage better efficiency while offering more space. Despite its length, the Outback doesn’t offer a third row. If that’s a requirement, you’ll need to step up to the Ascent, which is only slightly longer and not dramatically more expensive in comparable trims. Cargo space is respectable at 35 cubic feet, though not class-leading. The tradeoff is a spacious and comfortable second row with generous legroom. Then there’s an unexpected rival: the Hyundai Santa Fe. Similar in size, it offers a small third-row seat, far more distinctive styling, and a more premium interior at similar price points. Of course, it lacks Subaru’s excellent and superior AWD system, which remains a key advantage in adverse conditions. A good car that is missing identity Considering the long list of positives, the Outback does a lot right. It’s comfortable, capable, well-priced, and easy to live with. But it’s also missing something important. There was a time when Subaru models like the Impreza, Legacy, and Outback had an unmistakable shape and character. This latest iteration feels like it trades that heritage for something safer—and far more generic and nearly AI-generated. I understand that American car buyers have largely rejected the wagon which has led to the Outback becoming a Crossover, but Subaru definitely has more creativity than this. For most buyers, the Hyundai Santa Fe is likely the more compelling choice. But if you appreciate Subaru’s AWD and have a more adventurous spirit—and if the styling works for you—the Outback remains a solid, rational pick that excels at almost all the fundamentals. 2026 Subaru Outback Limited XT - Specifications As-tested price: $45,815 Powertrain 2.4-liter turbocharged flat-four (boxer) 260 horsepower 277 lb-ft of torque CVT automatic All-Wheel Drive Fuel Economy 21 city / 29 highway / 24 combined EPA est. MPG 22 MPG Real World Observed Dimensions Wheelbase: 108 in Length: 192 in Width: 74 in Height: 68 in Ground Clearance: 8.7 in Cargo Capacity 35 cu ft (behind rear seats) 81 cu ft (max) Towing Capacity 3,500 lbs Weight about 4,000 lbs Fuel Tank 18 gallons Warranty & Maintenance Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles Complimentary Maintenance: 2 years / 24,000 miles

A more mass appealing luxury SUV if the Nautilus is too weird for you 2026 Lincoln Aviator review with The Road Beat Words and pictures: Mitchell Weitzman I recently wrote about the polarizing Lincoln Nautilus —a big SUV with a non-conforming interior, questionable design choices, essentially nonexistent towing capability, but an impeccable long haul highway cruiser. If anything, the Aviator represents a hard U-turn from the Nautilus’ screen-heavy, experimental and experiential approach. Yet it retains many of Lincoln’s core delights, delivering 3 rows of smooth sailing in its own accomplished right—albeit at a steep price. Picks It doesn’t take long to recognize a defining trait of modern Lincoln Motor Company products: they’re supremely comfortable. The Nautilus impressed with its front therapeutic seats, and that excellence carries over into the Aviator. Adjustment range is vast—arguably among the most customizable seats in any new car—making it easy to dial in the perfect driving position (or sleep position for your co-pilot). This well-optioned Aviator Reserve also features sensuous seat massagers. Ride quality is excellent at all speeds, delivering close to the “magic carpet” promise luxury vehicles aim for. It’s also exceptionally quiet above 70 mph, allowing hushed conversations without needing to lean on the excellent Revel sound system or needing to raise your voice above a whisper. If relaxation is the goal, Lincoln continues to deliver with an appreciated consistency. Where the Nautilus introduced a learning curve with its screen-heavy interface and lack of physical controls, the Aviator takes a more user-friendly approach. There’s a single central screen, intuitive enough to use (even if the massage functions are buried within it), and thankfully no sprawling wraparound display. The result is a more traditional cabin that still feels properly upscale and first class. By scaling back the tech overload, the Aviator is simply easier to live with and even more classy with its understated motif. Even the return to conventional door handles—inside and out—is a welcome improvement. At 200 inches long, this is one big vehicle, yet it does a respectable job masking its size on the road. Inside, the first two rows are spacious and accommodating for any adults except maybe Shaq. There is a third row, though it’s best reserved for children or occasional use. Cargo space measures about 40 cubic feet with the third row folded, dropping to 16.5 cubic feet with it in use. On this model, the third row raises and folds electronically via simple controls in the rear—an appreciated touch of convenience. Nice. Under the hood sits a 3.0-liter twin-turbocharged V6 producing 400 horsepower. In an era where some rivals are downsizing to four-cylinders, the smooth, refined character of this six-cylinder is a welcome presence (and sound). Power delivery is effortless and satisfying, with more than enough punch for daily driving. Fuel economy held at 21 mpg over a week—respectable for a vehicle of this size and engine package. For context, a Toyota Highlander  with a turbocharged four-cylinder doesn’t do meaningfully better. Warranty coverage is another quiet strength and better than expected for new cars. The Aviator still comes with a 4-year/50,000-mile basic warranty and a 6-year/70,000-mile powertrain warranty—stronger than what many competitors offer, including vehicles like the GMC Yukon (3-year/36,000 mile basic and 5-year/60,000 mile powertrain). Priced at $85,040 with all the options ticked, a comparable GMC Yukon Denali also costs anywhere from $7K-$10K extra. So that's a win. Nicks Even with the $2,500 'Dynamic Handling Package,' this is not a sporty or engaging SUV. It’s pleasant to drive, but in a soft, relaxed sense. Back roads are met with timid composure rather than enthusiasm. Think more along the lines of a Beechcraft King Air—a smooth, capable cruiser—not something eager to carve corners or do acrobatics. At least the package includes the smooth air suspension, but this is not a driver's SUV in any shape or form. Visually, the Aviator is handsome but ultimately generic. It avoids the Nautilus’ odd styling quirks, yet borders on anonymity. If you asked an AI to generate a “luxury SUV,” this is roughly what it would produce—clean, inoffensive, and somewhat indistinct. Put it this way: it could be a Chinese copy of a Lincoln. There’s no denying the Lincoln's status as a luxury car through its use of sumptuous leather or the detailing on elements like the speaker grilles, but too many touchpoints remain plastic. The PRND buttons, in particular, feel flimsy. I also noticed some creaks and rattles from the center display over rough pavement—something that stands out at this price point. Brands like Genesis have raised expectations here with the rich detailing in their GV80, offering more consistent and convincing material quality even at lower prices. Ford BlueCruise is another weak point. While hands-free driving capability is appealing in theory, its real-world execution leaves room for improvement. On curving highways, steering inputs can feel delayed and imprecise like it's had a drink or two. The bigger issue I found, however, is the automatic lane-change function. While a good idea and an obvious evolution for semi-autonomous driving, it’s overly eager and often poorly judged in practice. How it works is the system will initiate lane changes on its own with minimal prompting, like when approaching a slower vehicle or when a lane to your right opens up. Sounds good, right? Sometimes I caught it attempting moves across lanes even with slow semi-trucks just ahead, rather than staying put and waiting to clear them. On multi-lane highways, particularly in dense areas like the Bay Area, it struggles to settle into a predictable rhythm, and after several questionable decisions and fighting the wheel back to the left, I found it best to disable the feature entirely. On simpler two-lane highways it fares better, but it lacks reason in more complex environments. A luxury ship with lots of competition The biggest challenge for the Lincoln Aviator isn’t what it does wrong—it’s the sheer strength of its competition. The GMC Yukon remains an excellent choice with available V8 and diesel powertrains, while the more expensive Cadillac Escalade offers similar mechanicals with added presence. European rivals from BMW, Audi, and Mercedes-Benz bring their own strengths, and the Genesis GV80  continues to stand out as a particularly compelling value. The Aviator is a good SUV—comfortable, quiet, and easy to live with. But at this price point, “good” may not be enough. And while there are convincing reasons to choose an Aviator, there are lots of reasons not to when you consider the distinguished alternatives available. Yet, for buyers seeking understated luxury and effortless comfort, the Aviator quietly excels. 2026 Lincoln Aviator Reserve basic specifications As-tested price: $85,040 Powertrain Engine: 3.0-liter twin-turbocharged V6 Horsepower: 400 hp Torque: 415 lbs-ft Transmission: 10-speed automatic Drivetrain: RWD or AWD Fuel Economy EPA: 18 city / 25 highway / 21 combined MPG Real World: 21 MPG Fuel type: Premium unleaded (recommended) Fuel tank: 20 gallons Performance & Capability 0–60 mph: ~5.5 seconds Max towing capacity: 5,000 lbs Dimensions Length: 200 inches Width: 80 inches (without mirrors) Height: 69 inches Wheelbase: 119 inches Interior Space Seating capacity: 6–7 passengers Passenger volume: 141 cubic feet Front legroom: 43 inches Second-row legroom: 39 inches Third-row legroom: 29 inches Cargo Capacity Behind 3rd row: 16.5 cubic feet Behind 2nd row: 40 cubic feet Max cargo (seats folded): 76 cubic feet Weight Curb weight: About 4,850 lbs Chassis & Hardware Suspension: Independent front and rear Available adaptive air suspension Wheels: 22 inches (as equipped) Warranty Basic: 4 years / 50,000 miles Powertrain: 6 years / 70,000 miles

This land yacht is a perfect traveling companion 2025 Lincoln Nautilus review by The Road Beat Words and pictures: Mitchell Weitzman Idioms about cars that “eat miles” can feel tired and even nostalgic, but sometimes they still do apply. In the case of the latest 2025 Lincoln Nautilus, the phrase fits fortunately rather perfectly. It may not carry the romantic image of a classic grand tourer like the BMW E24 6 Series or Porsche 928, but few modern vehicles devour highway miles quite like this Lincoln. The latest Nautilus has its flaws, but what it does well, it does superbly. Picks There’s no dancing around it: the highlight feature and trait of the Nautilus is how it excels at long-distance comfort. A five-hour trip from home to Fremont and back was noticeably more relaxing than any recent Bay Area drive in any car, and there was still plenty of traffic. That serenity isn’t the result of one standout feature, but rather a collection of contributing strengths working together. First is the sheer comfort from every angle. And I do mean every angle because the seats are superb, with an almost absurd range of adjustments. Even the head restraints feature a simple clutch mechanism for easy positioning—something I can be quite picky about. Dig into the touchscreen menus and you’ll find seat heaters and massagers on this well-equipped test car. Whichever massage program you choose, they’re among the best I’ve experienced in a car. Seriously, they’re excellent, and they do not time out either in my experience. Rear passengers are treated well, too, with comfortable seats that can recline for added relaxation. At highway speeds, cabin isolation is remarkable. You can whisper from the front seats to the rear and still be heard clearly. Saying it's quiet like a library might be doing it disservice as it's quieter than most libraries I've been in. The stereo is perfectly decent if you turn it up, but the real pleasure is simply enjoying the Nautilus’ quiet serenity at the end of a long day—or the beginning of one. Ride quality impresses as well, gliding over the rough and undulating surfaces of Bay Area freeways no matter the speed. Some cars feel comfortable only at a higher velocity, but even slowing to 25 mph on my battered neighborhood road, the Nautilus remains composed and unfazed. Highway driving manners are equally impressive. The rectangular steering wheel may look unusual, but it delivers quick responses without feeling twitchy, allowing smooth inputs and corrections on freeway jaunts. In fact, the shape works well on long drives, offering comfortable hand placement and thick leather padding even if it can be awkward with where to place your fingers if at '9 and '3. This was also my first experience with Ford’s BlueCruise semi-autonomous driving system. On crowded Interstate 80, it impressed with how genuinely hands-off it can be. On tighter, curvier stretches it occasionally felt a little unsure, but on long straight highway slogs it performed very well. At first glance, the Nautilus cabin is beautifully finished with plenty of leather and soft materials. It may not match the consistently lavish use of leather and metal found in Genesis interiors, but it easily compares with Lexus for hands-on luxury. Performance from the small, 310-hosrepower turbocharged hybrid powertrain is adequate for a vehicle of this type. Acceleration is easy and unobtrusive, with a surprising amount of punch available when needed. A non-hybrid engine is available, albeit with only 250-horsepower. Nicks Hybrid powertrains are difficult to perfect, and the Nautilus doesn’t quite match the seamlessness of those from Toyota and Lexus, which remain class leaders. Transitions between electric and gasoline power are smooth enough, but there’s a noticeable hesitation at idle when releasing the brake to creep forward or backward. The delay can make parking maneuvers awkward, tempting you to prod the throttle harder than intended. After a week of driving, fuel economy averaged 27 mpg. That seems impressive until you consider that some six-cylinder SUVs with more power—like the BMW X5 or Mazda CX-90—return similar numbers in comparable driving conditions from past tests. Now that's good for a bigger SUV, but not spectacular for what is a four-cylinder hybrid . Further disregarding the powertrain is a very weak towing figure of just 1,750 pounds, which is slightly useless and less than most RAV4s for some downward perspective. The more divisive aspects of the Nautilus will likely be its design. For a luxury vehicle at this price point, the exterior looks surprisingly generic, almost AI-generated. That's not to call it ugly, but it looks like you could replace the Lincoln badge with any other and not notice a difference. Worse are the ugly door handles. Integrated into the gloss-black window trim, they protrude awkwardly outward like small hoops hanging off the bodywork. From certain angles they resemble errant knots—or even earlobes. Inside, the dominant theme is screens. Lots of them. If you enjoy screen-heavy interiors, the Nautilus will certainly oblige. For others, the design may feel excessive. A massive display stretches across the entire width of the dashboard, incorporating the instrument cluster alongside customizable panels for navigation, trip data, weather, and more. It looks unusual, somewhat out of place, and likely to age quickly. And also, you really don't need a huge weather app constantly open when you already have a temperature gauge and can look outside if its cloudy. It’s also odd that some information must be selected on the smaller central touchscreen before appearing on the widescreen display. Screens themselves aren’t the issue—it simply feels like they introduced screens for the sake of screens, offering little practical let alone aesthetic advantage. The steering wheel is likely squared to help you see the screens above, but the square wheel does make hand-over-hand parking maneuvers rather strange. Some smaller details could also be executed better. The PRND buttons look metallic but are actually plastic, and they visibly flex—and even creak—if pressed too firmly. The excellent seat massagers are also buried within touchscreen menus rather than accessible through a dedicated button or via a shortcut from the easily accessed seat warmers. Another disappointment and items of curiosity are rear windows that do not lower all the way into the door. It 's certainly a luxury car and interior, but I don't think it's as luxurious or as nice in build and materials as the palaces that are modern Genesis cabins. A quirky mile muncher None of the complaints above diminish the Nautilus’ core strength: covering vast distances in remarkable comfort. The issues mostly lie in operational quirks and occasionally bizarre design decisions inside the cabin—plus those unfortunate door handles. There’s something admirable about a luxury brand trying to stand out, but in the Nautilus’ case it sometimes feels as though Lincoln designers pushed novelty without fully considering usability. If you happen to like the styling inside and out, however, the Nautilus could be one of the most comfortable SUVs on sale today. For many buyers, those subjective design choices will ultimately make the decision for them. 2025 Lincoln Nautilus AWD Reserve III Price as-tested: $69,810 Powertrain Engine: 2.0-liter turbocharged inline-4 hybrid Combined horsepower: 310 hp Torque: 295 lb-ft Transmission: eCVT automatic Drivetrain: All-wheel drive Fuel Economy EPA Combined: 30 mpg Real world: 27 MPG Fuel tank capacity: 20 gallons Performance 0–60 mph: ~6.6 seconds Maximum towing capacity: 1,750 lbs Dimensions Length: 193 in Width (with mirrors): 85 in Height: 68 in Wheelbase: 114 in Cargo Capacity Behind rear seats: 36 cu ft Maximum cargo capacity: 71 cu ft Interior Space Seating capacity: 5 Passenger volume: 114 cu ft Front headroom: 40 in Rear headroom: 40 in Front legroom: 44 in Rear legroom: 43 in Weight Curb weight: ~4,500 lbs Warranty Basic warranty: 4 years / 50,000 miles Powertrain warranty: 6 years / 70,000 miles Hybrid battery warranty: 8 years / 100,000 miles Corrosion warranty: 5 years / unlimited miles Roadside assistance: 6 years / 70,000 miles More photos of the 2025 Lincoln Nautilus

My first ever test of a Subaru caught me off guard by how much I liked it 2026 Subaru Forester Wilderness review with The Road Beat Words and pictures by Mitchell Weitzman For decades, Subaru has been associated with flannels, rescue dogs, progressive bumper stickers — and yes, lesbians. It’s one of the strangest and most persistent brand stereotypes in the car world. After a week with the Forester Wilderness, I realized something simpler: Subaru fans aren’t part of a cult. Rather, they just might have good taste. In Wilderness trim, the Forester is genuinely eye-catching. It’s not perfect, but it has a personality that quietly works its way under your skin — something many crossovers, particularly from Toyota, struggle to replicate. Focused on fun and encouraging you to wander that little farther, this Forester is a spirited crossover that makes you want to keep exploring. Picks Modern car design often leans into overstyled chaos. The Forester Wilderness isn’t entirely innocent of that trend, but here it feels cohesive rather than cluttered. The trademark plastic cladding around the fenders adds toughness instead of cheapness. Subtle gold accents, knobby all-terrain tires, and lifted proportions give it authentic presence. It looks purposeful. And that's because it is, and multiple friends commented how nice this latest Forester appeared visually. And because it’s a real-deal Subaru, it’s genuinely capable off-road. While I didn’t attempt anything Rubicon-level, the Forester handled several frankly appalling gravel roads with ease, gliding over loose surfaces with a calm and articulate demeanor. Ground clearance itself is a strong 9.3-inches, nearly a full inch more than what a new RAV4 Woodland Edition or a Mazda CX-50 offers while also dominating the approach and departure angle metrics, too. A more revealing test came on a battered stretch of snaking tarmac just outside Georgetown, California — a road riddled with potholes, crests, and tight hairpins. A stiff modern sports car would feel fragile here, constantly wary of bottoming out or bending a wheel. In the Subaru, you simply carry speed and let the car and suspension do their job. It’s the kind of road where you start to feel like Colin McRae on a Monte Carlo rally Special Stage. That compliance creates confidence, and even with thick all-terrain tires, the Forester encourages you to push harder than expected. It’s the classic “slow car fast” philosophy — but here it feels intentional. The suspension absorbs punishment without losing composure, and on smoother stretches the chassis reveals a balance that rivals what you’d expect from a Mazda in this class and enjoys a hasty pace. The steering is sharp and responsive, even if ultimate feedback is of course limited like most all new cars. Then there’s Subaru’s horizontally opposed “boxer” four-cylinder. Output is modest — there’s no getting around that — but throttle response is crisp and immediate. Around town, it feels alert and eager enough, only feeling underpowered when you bury your foot and ask for more than it has to give - there isn't much extra. What surprised me most is refinement. Unlike some coarse inline-fours that drone like unbalanced washing machines, the Subaru engine is relatively smooth and subdued. It never feels aggravated nor agricultural. For daily driving, that matters more than outright speed and an engine that plays in the background is much appreciated in a vehicle such as this. Despite the rough roads — and sometimes enthusiastic pace — the Forester remained impressively solid. No squeaks. No rattles. The seats deserve praise too: comfortable for long stretches yet supportive enough when the road turns twisty. I used to think calling a Subaru “fun” was just marketing optimism. Turns out, there’s substance behind the sentiment. Nicks Fuel economy is the most obvious casualty of the Forester and in Wilderness treatment. Despite its modest power output, the Forester returned just 22 mpg over a week of mixed driving. That’s noticeably behind several rivals and well below the hybrid alternatives from Mazda, Toyota, and Honda. Yes, the all-terrain tires play a role, but this is still a thirsty little engine. The interior, while solidly assembled, leans heavily on hard plastics. At over $40,000, some materials don’t quite match the price tag — even if the overall construction feels durable and sorted. I like to oversized sunroof, but it's not quite panoramic in size and it's rather awkward and straining to fully open from the front seats. A nearly 12-inch central touchscreen is another weak point. It’s visually busy at first glance, crowded with icons and information. More frustrating is its speed. Startup feels like waiting for a Windows 95 desktop to finish booting, and even once fully awake there’s a slight lag between inputs and responses. In a 2026 vehicle, that delay feels unnecessary. I never got lost in the infotainment at least, so despite the stuffed nature of it, it's at least easy to use find your way around it. Also, the reverse camera isn't great at night. A welcome cure to the common crossover I didn’t approach my first Subaru test with particularly high expectations, and that may have worked in its favor. I left impressed — and curious to try more. The Forester Wilderness isn’t a novelty for outdoorsy caricatures. It’s a genuinely capable crossover with character, something increasingly rare in this segment. It encourages you to turn down the rough road just to see what’s there. As rivals like the RAV4 and Cherokee move further toward hybrid-only lineups boasting near-40 mpg efficiency, the Forester Wilderness gives up meaningful ground in fuel economy. That’s the trade-off. And while Subaru does offer a hybrid Forester of their own, it's sadly not compatible in the cool Wilderness trim. Subaru, if you’re listening: give us a Forester Wilderness Hybrid. 2026 Subaru Forester Wilderness – Key Specifications Basic Info Body type: AWD compact SUV / 5-door wagon Seating: 5 passengers Price as-tested: $42,430 Engine & Performance Engine: 2.5-liter naturally aspirated flat 4 'boxer' Horsepower: 180 hp @ 5800 rpm Torque: 178 lb-ft @ 3700 rpm Transmission: Continuously variable automatic (CVT) Drivetrain: Symmetrical all-wheel drive Towing Capacity: ~3,500 lbs 0–60 mph: ~8.5 seconds Fuel Economy & Fuel Fuel Economy: 24 mpg city / 28 mpg highway / 26 combined Real World Economy: 22.5 MPG Fuel Type: Regular unleaded Fuel Tank Capacity: ~17 gallons Dimensions Curb Weight: 3,675 lbs Length: 183 in Width (without mirrors): 72 in Height: 69 in Wheelbase: 105 in Ground Clearance: 9.3 in Turning Diameter: ~35 ft Cargo Volume (seats up): 28 cu ft Cargo Volume (seats down): 69 cu ft Off-Road Capability Approach Angle: ~24° Departure Angle: ~26° Break-over Angle: ~21° All-Terrain Tires: Standard Yokohama A/T 235/60R17 Underbody Protection: Standard skid plates Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles Corrosion Perforation: 5 years / unlimited miles Other Standard Features (Summary) Standard Symmetrical AWD with off-road-ready X-Mode settings 17-inch alloy wheels with all-terrain tires Power liftgate StarTex durable upholstery 12-inch touchscreen with Apple CarPlay / Android Auto EyeSight driver-assist tech suite Front underbody protection & rugged trim accents

The older CX-5 could have been replaced by the CX-50, but it's at least cheaper 2025 Mazda CX-5 Turbo review by The Road Beat Words and pictures: Mitchell Weitzman In light of Mazda’s introduction of the excellent CX-50 several years ago, the older CX-5 continues to soldier on. Similar in size, similar in mission, and often similar in price, it’s fair to ask why Mazda continues to build and market both given the overlap. With 2025 representing the final model year before a meaningful rethink, nothing here is new — which makes it all the more important that the CX-5 justify its existence. Picks This was a stylistic knockout when it debuted at the tail end of 2016, and remarkably, it still looks fresh and handsome nearly nine years later. Tidy and taut, the design appears as if a sumo wrestler grabbed each extremity and pulled it tight — no bloat, just tension. It manages to look muscular yet suave, and in Mazda’s rich Soul Red paint, can easily pass for something far more expensive. Inside, it follows the familiar Mazda formula of the past several presidential terms: restrained, premium, and tactile. The dash is well padded, the switchgear feels substantial, and everything you touch has real weight and purpose. The driving position is excellent, and the leather-wrapped steering wheel sits exactly where it should. It’s simply a very nice place to spend your time. Because this is an older design, there are no trendy digital sliders or haptic panels — just physical controls. The 10.25-inch display is recessed into the dash, which means you rely on the rotary click wheel to navigate infotainment and Apple CarPlay. Some will appreciate the old-school tactility even if it's not immediately intuitive. Mazda’s familiar 2.5-liter turbocharged four-cylinder remains a gem. With 227 horsepower and a stout 310 lb-ft of torque (on regular fuel), it delivers a muscular midrange surge that makes everyday driving effortless. It even sounds good — a subdued, refined growl instead of an overworked cry for help. The six-speed automatic may be old-school, but it’s smooth and rarely caught off guard thanks to the engine’s abundant torque. If you bypass the turbo engine option, power otherwise drops to an entry 187 horsepower. Handling was a revelation for mainstream crossovers when this generation launched, and it remains impressive today. Even as competitors have improved, few feel as composed and eager when the road turns technical. Steering is precise and properly weighted, with faint but welcome feedback through the wheel. Drive it quickly and it encourages you to go quicker still. It’s beautifully balanced, absorbing mid-corner bumps without drama and maintaining composure in a way that feels distinctly un-crossover-like. Standard all-wheel drive in the Turbo further reduces understeer on corner exit, helping put that torque down cleanly to the road beneath. Price is another strength. At $40,755 for this loaded Premium Turbo model, it undercuts the last equivalent CX-50 Turbo I tested by several thousand dollars. Nicks The biggest issue with this 2025 CX-5 is timing. By the time you read this, the redesigned 2026 model is effectively here. With subtly sharper styling and a more modern interior, it already looks like a meaningful leap forward — and makes this outgoing model feel every bit of its age. Then there’s the CX-50. It arguably looks better, offers a more contemporary interior, and tows up to 3,500 pounds versus just 2,000 for the CX-5. It drives nearly identically in the real world despite using a torsion-beam rear setup, and it’s now available as a hybrid for buyers concerned with fuel economy. That’s important, because as strong and enjoyable as the 2.5 Turbo is, overall fuel economy is a disappointing 22 mpg combined. The six-speed automatic, while smooth, shifts leisurely and keeps revs higher than necessary on the highway, which doesn’t help efficiency. Oddly, despite the CX-50 lacking independent rear suspension, the CX-5 neither rides nor handles noticeably better; They’re virtually indistinguishable in everyday driving. Add in the CX-50’s lower, longer, and wider stance, more cohesive interior materials, and the available panoramic sunroof — an option not offered on the CX-5 — and the case grows stronger. There are smaller annoyances, too. Proximity keyless entry only works on the front doors (competitors like the Toyota RAV4 offer it on all doors). You must wait for the power tailgate to fully close before locking the vehicle, otherwise it protests with an incessant warning beep. Measuring 10.25-inches, the central touchscreen is adequately sized, but the underlying hardware shows its age with slow reflexes. The rotary controller can feel awkward depending on menu layout, and the abundance of awkwardly-placed buttons around the gear lever reinforces the car’s vintage. The backup and 360-degree cameras are also particularly poor in low light. And then there’s a bizarre (and consistent) Mazda quirk: the wireless charging pad repeatedly triggers an iPhone to launch Apple Wallet. No other vehicle I’ve tested does this. In an era increasingly sensitive to digital privacy, that kind of glitch feels especially out of place. It's all stacked against the CX-5 The CX-5 remains an enjoyable, near-entry-luxury crossover with genuine sporting ambition. But in 2025, it feels like a lame duck. I genuinely do like the CX-5, yet I like the CX-50 more — for its fresher design, panoramic sunroof, stronger towing capability, and some extra ability for unpaved roads. That broader capability makes it easier to recommend. However, it's impossible to ignore the pricing advantage the CX-5 carries to the tune of several thousand dollars. The incoming 2026 CX-5 could change everything. Early images suggest a much larger central display and fewer physical controls — which may or may not be a mistake — but if Mazda successfully differentiates it from the CX-50 and adds hybrid power, the CX-5 could once again become the brand’s standout crossover. For now, though, this final-year 2025 model feels like a very good car caught at the wrong moment. 2025 Mazda CX-5 Turbo Premium basic specifications Price as-tested: $40,755 Engine & Performance Engine: 2.5-liter turbocharged inline-4 (SKYACTIV-G) Horsepower: 227 hp @ 5,000 rpm (regular fuel) Torque: 310 lb-ft @ 2,000 rpm Transmission: 6-speed automatic Drivetrain: All-wheel drive (standard) Towing Capacity: 2,000 lbs Fuel Economy & Capacity EPA Fuel Economy: 22 mpg city / 27 mpg highway / 24 mpg combined Real World Economy: 22 MPG Fuel Tank Capacity: 15 gallons Recommended Fuel: Regular (87 octane; premium increases output to 256 hp) Exterior Dimensions Overall Length: 180 in Width: 73 in Height: 66 in Wheelbase: 106 in Ground Clearance: 8 in Curb Weight: About 3,900 lbs Interior Space Passenger Volume: 104 cubic feet Cargo Volume (behind rear seats): 30 cubic feet Cargo Volume (rear seats folded): 59 cubic feet Exterior Features (Turbo Premium) 19-inch alloy wheels LED headlights and taillights Power liftgate Heated power side mirrors Gloss black exterior accents Interior & Comfort Leather-trimmed seats Heated front seats Heated steering wheel Dual-zone automatic climate control Power-adjustable front seats (driver memory) 10.25-inch center display with rotary controller Bose premium audio system Wireless phone charger Technology & Safety Apple CarPlay and Android Auto Blind Spot Monitoring Rear Cross Traffic Alert Lane Departure Warning with Lane Keep Assist Adaptive Cruise Control with Stop & Go Smart Brake Support 360-degree camera system Warranty Basic (Bumper-to-Bumper): 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles

A legitimately nice car is undone by details and disappointing gas mileage, and that's before discovering the price 2026 Lexus NX 450+ Review by The Road Beat If you want a truly great luxury crossover, look right past this Lexus and go straight to the Genesis GV70. Even in base form with the 2.5-liter engine, the Genesis matches and consistently beats the NX in the ways that matter. Back to the Lexus in question: the NX 450+ is an underwhelming experience that frustrates and disappoints when it comes to the small details that buyers actually have to live with. Now, that might be forgivable at $50K, which is along the starting price for an NX-class. But for this top 450h+ model, It’s unforgivable at $67,134 as-tested . Picks Still a sharp-looking crossover This isn’t a new shape anymore—this NX design has been with us for over three years—but it still looks tidy and taut in a sea of overly busy crossovers with their contradicting and overzealous angles. Lexus used to try too hard to stand out, but lately they’ve done the opposite, and it’s paying off. The NX is handsome without being obnoxious and every bit as brand new in 2026. A genuinely premium cabin A Lexus will never feel as indulgent as a competing Mercedes equivalent (that regularly costs 25% more), but even with Lexus positioned as an “entry” luxury product, the NX’s interior rarely disappoints. The vibrant red leather in my tester adds drama, but the bigger takeaway is how solid everything feels owing to Lexus' solid build quality meant to outlast its driver. This cabin has a weight and surety that no Toyota (Lexus' parent company) can match. Even premium Toyotas like the Crown cheap out in places where Lexus doesn’t, and it shows. Touch points feel secure, materials feel upscale, and there were zero rattles  over battered neighborhood pavement. Excellent seats The seats deserve a shoutout: supremely comfortable, perfectly shaped, and with the kind of adjustment range that makes long drives effortless. Lexus also offers “F Sport” seats in some models, but those tend to shove my head and neck forward in an awkward way. These standard seats are far better for this car's purpose. A relaxed highway cruiser The hospitable and accommodating NX is at its best eating up highway miles. It’s comfortable, quiet, and easy to place on the road. The steering is direct and nicely weighted, and overall it’s a calm, confident commuter. And yes—like most modern Toyota and Lexus products—you can disable some of the more annoying driver assists (like automatic high beams), which is appreciated by people like me. Easy touchscreen The large center touchscreen is one of the easiest infotainment systems to live with. The Toyota/Lexus interface makes browsing radio and media simple, and best of all: there’s still a volume knob . Thank you! Same goes for the physical temperature knobs for the climate control—simple, intuitive, and friendly. Nicks This sounds like a great car so far. But the NX 450+ stumbles in areas buyers will notice immediately—and for the price, the mistakes are hard to excuse. Disappointing fuel economy This plug-in hybrid advertises 34 MPG  even if you never plug it in. But after a week of mixed country, suburban, and highway driving, I averaged just 27 MPG —and that was with a light foot and a genuine effort to drive efficiently. Sure, it will admittedly do better if you charge this plug-in hybrid for maximum effect. But if you’re not charging it regularly—and studies show most do not with plug-in hybrids—the efficiency is simply unimpressive. In fact, that’s the same mileage I’ve seen from a Genesis GV70 with a turbocharged four-cylinder and zero hybrid assist. The Lexus also sounds poor for a luxury vehicle, not helped by the CVT holding constant RPM that burns into your brain. Yet my main takeaway is the very weak gas mileage, and it was actually under 26 for a while until I took a long freeway cruise to Davis and back which helped it out. An annoying CVT For a luxury vehicle, the NX doesn’t sound premium when accelerating. The continuously variable transmission holds constant RPM in a way that becomes irritating as the four-cylinder engine holds a constant drone under throttle, especially during passing or climbing grades. It’s not unbearable, but it doesn’t feel “$67K Lexus” either. Shockingly poor AWD drivetrain This may be the biggest deal-breaker of the entire car. All-wheel drive is supposed to make a vehicle feel more secure in low-traction conditions by distributing torque to all four wheels instead of just two. Like when it's wet, for example. Yet even in slightly damp conditions, a moderate throttle input while merging onto a 45 MPH road triggered egregious front wheelspin  and a Christmas tree of traction-related warning lights. That’s not just annoying—it’s alarming. AWD is supposed to remove hesitation in situations by promoting security through grip. And in this NX, it made me second-guess the car in the exact moment it was supposed to help. This behavior was sadly repeatable and defeats the very purpose of why anyone buys an AWD vehicle in the first place. AWD Genesis vehicles have never done this, neither an AWD BMW has never done this to me, nor an Audi Quattro. So, if you’re shopping specifically for an AWD crossover, this is an unacceptable failure. Steering wheel controls: a usability disaster Both CarPlay and the central touchscreen work more than fine for the average human, but it's the steering wheel controls that remain positively confounding. To use the cruise control, skip a song, or adjust settings, the unlabeled buttons bring up an overlay menu on the dash and head-up display, and often with a delay. Adjusting key features like the safety settings requires digging through layers, hitting the virtual “more,” and generally fumbling through a system that feels designed to distract you. It’s a mess. A proper disaster-class mess. Muscle memory over long-term usage will help greatly, but the acclimation period feels like it was almost designed to cause collisions. Terrible heated seats and weak heated steering wheel This one sounds petty—until you live with it. These heated seats are among the worst I’ve tested in years. Even on a 30-minute drive home in cold weather, the seats never got more than lukewarm on the highest setting. Two passengers even noticed the same thing for their seats. And on my 15-minute commute in the early morning, they barely warmed at all to the point of being pointless. The heated steering wheel was equally disappointing: it occasionally got warm in one random spot where your hands don’t naturally rest, then cooled itself off like it was a mistake. For the record, the heaters were always set manually to High, not “Auto.” For a luxury car—just any brand new car—this is unacceptable yet is maddening for a brand like Lexus to perform so poorly here. Even the normal heater took too long to get hot. Pointless door handle design I also dislike the exterior door handles. They look like normal handles, but they don’t actually move. Instead, they’re oversized, bulbous, and less satisfying to use when they electronically lock and unlock the vehicle. In other words: Lexus found a way to make a normal door latch worse. The price is the punchline I’m sorry, but a $67K compact Lexus with heated seats that barely work and AWD behavior that can’t be trusted in damp conditions is so far from a value proposition. I take back what I said earlier about Lexus automatically equaling value—at least in this configuration. Undone by everyday necessities People buy Toyota and Lexus because they’ve built a reputation for long-term dependability. But this NX 450+ is undone by basic, everyday necessities. The AWD system didn’t inspire confidence. The heated seats barely functioned. The steering wheel heater felt like a half-finished feature. Those may sound like “little” things, but they’re exactly the features Lexus and luxury car buyers interact with daily. Then there’s the fuel economy. Many buyers won’t plug in their plug-in hybrid consistently, and if they’re going to commit to charging, they may as well just buy an EV in the first place at this price point. The reality is that, without regular charging, the NX 450+ doesn’t deliver the efficiency advantage it promises. Everything points back to the Genesis GV70: its flashier and nicer interior, stronger and enjoyable performance, better real-world drivability, AWD that actually works, and a price that makes far more sense. A Lexus NX starting at $50K can still be a compelling buy. But at almost $70,000 , this underwhelming NX 450+ simply isn’t worth it. 2026 Lexus NX image gallery: 2026 Lexus NX 450h+ Luxury – Basic Specifications Price as-tested: $67,134 Powertrain & Performance Engine: 2.5 L inline-4 hybrid Drivetrain: All-Wheel Drive (AWD) Transmission: Electronically controlled CVT (e-CVT) Combined System Output: ~304 hp total Electric-Only Range (EPA est.): ~37 miles EPA Combined MPG (gas only, battery depleted): ~34 MPG Real World MPG: 27 MPG Towing Capacity: 2,000 lbs Turning Diameter (curb to curb): ~38 ft Fuel Tank Capacity: 14.5 gal Curb Weight: ~4,500 lbs Dimensions & Capacity Seating Capacity: 5 Cargo Volume (behind 2nd row): 23 cu ft Cargo Volume (rear seats folded): 47 cu ft Wheelbase: 106 in Length: 184 in Width (without mirrors): 73 in Height: 66 in Ground Clearance: 8 in Wheels: 20-inch alloy wheels Warranty (U.S. Coverage) Basic (New Vehicle Limited): 4 years / 50,000 miles Powertrain: 6 years / 70,000 miles Hybrid System Components: 8 years / 100,000 miles Traction Battery (High-Voltage): 10 years / 150,000 miles Corrosion Perforation: 6 years / unlimited miles Roadside Assistance: 4 years / unlimited miles Maintenance Warranty (complimentary factory): 1 year / 10,000 miles Standard Safety & Driver Aids Adaptive Cruise Control Lane-Keeping/Lane-Trace Assist Blind-Spot Monitoring Rear Cross-Traffic Alert Automatic Emergency Braking(Features may vary slightly by market/package) Thank you for reading The Road Beat's 2026 Lexus NX 450h+ review

An alternative to the RAV4 that uses the exact same engine 2026 Mazda CX-50 Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman Mazda has a smash success on its hands with the CX-50 crossover SUV. An evolution of the still-on-sale CX-5, it isn’t a direct replacement, though the overlap between the two is hard to ignore. The clearest differentiator now is the arrival of a hybrid powertrain for the CX-50. Fuel economy was long a weak spot for Mazda’s midsize offerings, but by borrowing the proven efficiency of Toyota’s RAV4 Hybrid system, Mazda finally has an answer for buyers who previously looked elsewhere. Picks Previous CX-50s equipped with the potent 2.5-liter turbocharged engine returned a very average 24 MPG in my standard testing regimen. It’s an engaging motor that plays nicely with the excellent chassis, but frugality was never part of its pitch selection. Enter the RAV4 Hybrid–sourced CX-50, also displacing 2.5 liters sans turbo, but now with electrification. The results speak clearly: fuel consumption drops to a satisfying 34 MPG. Further, by using Toyota as the powertrain source, that means the CX-50 Hybrid is blessed with the sincere and seamless operation that Toyota hybrids are typically known for. Like the hybrid RAV4s, this Mazda has zero hiccups nor hesitations in daily use. To strengthen this important point, Mazda's own plug-in hybrid powertrain that debuted in their larger CX-90 PHEV was a disaster of clunky and jittering proportions. So good on Mazda for going to arguably the best in the hybrid business. Efficiency gains aside, the CX-50’s core strengths remain intact. As hinted above, it’s an absolute joy to drive. Despite using a solid rear axle rather than the independent rear suspension found in the CX-5, handling is superb, and you’d never suspect a mechanical downgrade out back. Ride quality is composed at all speeds and across a variety of surfaces, but the standout is the steering—quick, communicative, and more reminiscent of a sports sedan than a typical compact crossover. Push the CX-50 on a back road and it operates on a different plane than much of its competition. Balance is excellent, and the car responds faithfully whether driven delicately or aggressively, be it on the highway or a ribbon of mountain asphalt. It’s genuinely rewarding. For those wondering, "why not buy a hybrid RAV4," if the engine is the same, this is exactly the reason why here. Also familiar are the CX-50’s handsome proportions and upscale interior. Even when compared to newly refreshed rivals, the materials on the dashboard and door panels feel more thoughtful and simply nicer. The front seats are excellent with a driving position that is spot-on, and the abundance of physical knobs and switches is a welcome reprieve from the usual overreliance on digital buttons. Nicks Even beauty has blemishes, and the CX-50 Hybrid is no exception. While the fuel economy is commendable, the hybrid powertrain from Toyota lacks the character Mazda is known for. Down on punch and enthusiasm, it feels ponderous when pushed and sounds unpleasant when wound out—very much in line with Toyota engines. With no growl, no midrange surge, and little excitement, it’s clearly less engaging than the turbocharged alternative and sadly doesn’t align with the CX-50’s excellent chassis dynamics. A more powerful hybrid would be a far better match. A lover of physical controls, some are awkwardly placed here and make use somewhat awkward in practice. The volume knob and surrounding buttons feel cluttered, as does the center controller for the screen, all being located on the center console aft of the shifter. The infotainment system itself is slow to boot and sluggish to respond compared to other cars. There's also no keyless touch-sensitive door locks on the rear doors, a real miss for convenience. I found the electronic parking brake to act erratically, enabling itself automatically on level ground after you shut the car off, but not then automatically disabling upon startup when you select drive. With a high initial idle from a cold start, it can uncomfortably jolt forward before being anchored by the intrusive and thoughtless parking brake. Convenience also takes a hit; There are no keyless touch-sensitive locks on the rear doors—a notable omission. More frustrating is the electronic parking brake, which behaved erratically during testing, where it frequently engaged automatically on level ground when shutting the car off, yet failed to disengage when selecting drive on startup. Combined with a high cold-start idle, the result can be an uncomfortable lurch forward before the brake abruptly intervenes and holds you in place. Mazda's magic slightly undone Fuel economy gains do broaden the CX-50’s appeal, opening the brand to buyers who previously dismissed Mazda outright. Still, the reality is that the CX-50 Hybrid simply isn’t as satisfying to drive as the turbocharged version, whose eager midrange power perfectly complements the chassis. The CX-50 remains an excellent vehicle, but removing the power that best suits its dynamic strengths dulls some of its unique magic. That said, the real winner here is the consumer. Mazda gives buyers a choice—and depending on priorities, either version may be the right fit. More photos of the 2026 Mazda CX-50 Hybrid. 2026 Mazda CX-50 Hybrid Premium Plus AWD As-tested price: About $43,000 Engine & Powertrain Engine: 2.5-liter inline-4 hybrid (gasoline + electric motors) Combined output: 219 horsepower Torque: 163 lb-ft Transmission: Electronically controlled continuously variable transmission (e-CVT) Fuel type: Regular unleaded Drivetrain: AWD Fuel Economy Combined EPA: 38 MPG Real world economy: 34 MPG Dimensions Wheelbase: 111 inches Length: 186 inches Width (without mirrors): 76 inches Height: 66 inches Ground clearance: 8 inches Interior Space Passenger volume: 97 cubic feet Rear legroom: 39 inches Cargo volume (behind rear seats): 30 cubic feet Weight & Capacity Curb weight: about 4,050 pounds Fuel tank capacity: 14 gallons Towing capacity: 1,500 pounds Chassis & Suspension Front suspension: MacPherson strut Rear suspension: Torsion beam Wheels & Tires Wheels: 19-inch alloy Tires: 225/55R19 Key Premium Plus Standard Features Heated and ventilated front seats Heated rear seats Heated steering wheel 360-degree View Monitor Adaptive LED headlights Bose premium audio system Panoramic moonroof Wireless Apple CarPlay and Android Auto Full i-Activsense driver assistance suite Warranty Basic limited warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles Hybrid system warranty: 8 years / 100,000 miles Roadside assistance: 3 years / 36,000 miles

Updates have arrived for the VW EV, but it's still trailing key rivals 2025 Volkswagen ID.4 Pro S review by The Road Beat Words and pictures: Mitchell Weitzman I haven’t enjoyed any stint with the ID.4 since its initial launch five years ago. Four previous examples have underwhelmed, especially when stacked against sometimes superb competition. The 2026 updates have certainly improved the ID.4 in top-spec Pro S trim, but there are still fundamental shortcomings that prevent it from being the objectively best EV in its fiercely-competed class. Picks Efficiency has never been the ID.4’s weak point—battery capacity has. A lack of kilowatts limited real-world range, and for years it showed. This Pro S now gets a marginally larger lithium pack, and paired with improved efficiency—3.2 mi/kWh during my week—the usable range jumps to a more respectable 240 miles. The previous Pro S struggled to crack 3 mi/kWh and 200 miles in total expectancy. Now, this more powerful AWD version even beats rivals like the Ioniq 5 Performance AWD on efficiency. Sure, 300 miles would be ideal, but approaching 250 while using fewer kilowatts is still progress. Cabin materials have also improved. Faux-leather inserts now appear on the door panels, and there’s a noticeable increase in soft-touch surfaces throughout. Compared to the first ID.4 I tested back in spring 2021, this is a meaningful step toward luxury to match the asking price of $59,415. Is it class-leading? No. But it is visually and physically a nicer-made ID.4, at least in Pro S form. User interfaces were once a major weak point in the ID.4, plagued by slow loading and frozen pages. That finally seems resolved, as I experienced no meaningful lag, and the large central touchscreen is easy enough for entertainment and basic functions. The system remains deep and occasionally overwhelming, but at least it no longer locks up like before. Performance is strong, as it should be with over 300 instant horsepower. Real-world pace is brisk and effortless, making freeway merges and passing a non-event. Traction is solid, and 0–60 mph arrives in just over five seconds—right on par with class rivals. Back inside, the ID.4’s packaging continues to impress. It’s a physically large vehicle with generous passenger space and a roomy boot. Despite measuring under 190 inches long, the rear seats make it feel like a much bigger car. Nicks Even with clear improvements, many gray areas remain firmly (and cheaply) intact. Chief among them are the awful sliding volume and temperature controls beneath the central display. They’re fiddly, imprecise, and frustrating. Accessing the full climate menu also requires a very specific press, while the shortcut icons often lead to missed inputs and wrong selections. Technology like this is only a repeated and clear step backwards. Redundant and difficult volume and temperature controls Materials may be better than before, but tactile controls are not. Interior door latches still feel wooden and oddly broken, while other components—like the center console—come across as cheap. I also can’t stand the tiny gauge cluster, which crams far too much information into far too little space. It’s fortunate the efficiency and range are decent, because charging performance still lags behind competitors. The ID.4 is limited to 150 kW charging rather than taking the full advantage of 350 kW stations, translating to longer charging stops than many rivals. For those addicted to scrolling TikTok on their phones, they likely won't care. Likewise, other brands have already natively integrated Tesla’s NACS port for native Tesla Supercharger access. VW is still relying on the SAE port, forcing owners to use adapters or depend on the notoriously unreliable Electrify America network and similar stations. While rear-seat space is excellent, the front of the cabin suffers from a high dash and thick A-pillars that restrict forward visibility and make the car feel uneasy and unwieldy when navigating roads and parking lots. The centralized cupholder is another miss—bulbous, plasticky, and full of wasteful of space. Hyundai’s compact, sliding center console is a far better solution, feeling higher-quality while creating a larger and more flexible cabin. What is going on with this center console design? So much wasted space. Speed isn’t everything, and while the Pro S has punch, it lacks engagement elsewhere. Handling is uninspired, preferring straight lines over corners. The steering is vague and wooden, and the ride never quite settles, reacting firmly to trigger creaks and groans from the cabin plastics. You can drive it quickly on a twisty road, but there’s absolutely no joy in doing so. Equipped as a top-spec ID.4 Pro S, MSRP now climbs to a frankly staggering $59,415 as-tested. For a Volkswagen crossover, that’s a tough sell—especially with federal incentives no longer propping up leases or purchases (and yes, you should still lease an EV). A better ID.4 is not good enough The improvements are real, and this is easily the best ID.4 I’ve tested. But viewed against today’s broader EV—and even hybrid—landscape, it feels old. It looks old, too. Worse, it’s riding on aging technology, and incremental updates and light refreshes aren’t even close to what VW needs to do to feel like it’s truly trying. In fact, it's been recently revealed that Volkswagen is skipping the 2026-model year for its ID.Buzz EV, a clear signal as to how they little care when it comes to their electric crop. Volkswagen ID.4 Pro S image gallery 2025 VW ID.4 Pro S AWD — Specifications & Dimensions As-tested price: $59,415 Power & Performance Dual-motor all-wheel drive 335 horsepower (combined) 0–60 mph: ~5 seconds Battery, Range & Charging 82 kWh battery (77 kWh usable) EPA range: 263 miles Real World range: ~240 miles DC fast-charging peak: 150 kW AC onboard charger: 11 kW EPA efficiency: 102 MPGe combined Real world efficiency: 3.2 miles / kWh Exterior Dimensions Length: 181 in Wheelbase: 109 in Width (without mirrors): 73 in Width (with mirrors): 83 in Height: 65 in Ground clearance: 7 in Turning diameter (curb-to-curb): 36 ft Interior & Passenger Space Seating capacity: 5 Passenger volume: 101 cu ft Front headroom: 41 in Rear headroom: 38 in Front legroom: 41 in Rear legroom: 38 in Front shoulder room: 58 in Rear shoulder room: 56 in Cargo Capacity Cargo volume (behind rear seats): 30 cu ft Cargo volume (rear seats folded): 64 cu ft Weight & Capability Curb weight: 4,900 lb Maximum towing capacity: 2,700 lb Wheels & Tires 21-inch wheels (front and rear) Front: 235/45R21 Rear: 255/40R21 Standard Warranty New Vehicle Limited Warranty: 4 years / 50,000 miles Powertrain Warranty: 4 years / 50,000 miles High-Voltage Battery Warranty: 8 years / 100,000 miles Roadside Assistance: 3 years / 36,000 miles — 24/7 emergency support. Scheduled Maintenance: 2 years / 20,000 miles Corrosion/Perforation: 7 years / 100,000 miles

If you want the best gas mileage hybrid Toyota offers, this is it 2026 Toyota Corolla Hybrid XLE review by The Road Beat Words and pictures: Mitchell Weitzman Let me state the obvious: in no way is a Prius an uneconomical car. But the most recent Corolla Hybrid has impressively proved itself as even more frugal despite frigid winter testing conditions. Frequently driving in 40-degree weather with the heat cranked, I averaged an astonishing 47 MPG over a week of mostly highway driving (filled with hills no less). That’s genuinely impressive and beats recent Priuses for mileage which benefited from more favorable conditions. The rest of the Corolla Hybrid is largely a snooze, but for buyers seeking efficiency of the highest order, the Corolla Hybrid delivers like loaded dice. That said, I’d still choose a Prius — and for several reasons. Not because it’s necessarily fun (it’s fun for  a Prius), but because it still looks genuinely striking next to the aging Corolla. This generation of Corolla looked fresh when it debuted, but that was over six years ago . With much of Toyota’s lineup having received major redesigns in recent years, the Corolla now feels overdue for a comprehensive makeover. The same criticism applies to the interior where an overhaul would be most welcome. Especially when equipped with a dark interior, the cabin feels gloomy and cheap, lacking quality touch points and not even pretending with a hint of artificial luxury. Compared to its arch-nemesis, the Honda Civic, it’s like being trapped in a dungeon. Rear-seat space is notably cramped as well, far tighter than the Civic, which can comfortably accommodate adults — athletes, even. Credit where it’s due, though: the infotainment system is intuitive, something that cannot be said of many modern competitors. But not receiving credit is the grainy rearview camera, particularly awful at night. Where the Corolla Hybrid redeems itself is in its sheer ease of use. Hop in, select Drive, and go — it’s completely idiot-proof. The controls require zero learning curve, throttle response is receptive and smooth, and the brakes — even with the complexity of a hybrid powertrain — behave exactly as they should in everyday driving. Many hybrids demand an acclimation period to achieve smooth driving and pedal modulation, but the Corolla Hybrid — like other Toyota hybrids — simply works. Initially, the steering feels vague and devoid of feedback — and it is — but it’s at least accurate and responsive when driven at a moderate pace, back roads included. Thanks to modern tires and suspension tuning, you can hustle this Corolla Hybrid at frankly absurd speeds on familiar roads. Push harder, however, and the illusion collapses and aloofness builds. About 10 MPH over a posted corner speed suggestion is fine, but any further optimism is quickly punished by sloppy transitions and lack of composure. Is it the best-driving Corolla sedan since the rear-drive, drift-god AE86 Levin? Sure — but that’s a low bar considering the slop of the past several decades. At a brisk but reasonable pace, it does hold its own as well as, or slightly better than, a Prius, which has too much of a featherweight steering for my liking. The 47 MPG  figure is exceptional, but there’s no plug-in hybrid Corolla yet — something the Prius offers. A Prius PHEV that’s never plugged in will only return around 40–42 MPG , but if you charge it regularly and have access to convenient, low-cost electricity, that advantage can heavily swing in the Prius’ favor. The last regular Prius I drove returned 46 MPG, and I'm sure this Corolla Hybrid would have done 50 easily if it had the fortune of the same conditions. The Prius also wins decisively in straight-line punch. since the Corolla Hybrid is, frankly, a turd when you floor it. With just 169 horsepower, there’s little to work with, and when it does work, it sounds like a rattling garbage disposal — another (unfortunately) familiar Toyota trait. The Corolla Hybrid’s efficiency is outstanding by every conceivable metric, but I’d still recommend the Prius for its sharper looks, quicker acceleration that is entirely usable and convenient in the real world. Yet, my real pick for the best compact hybrid sedan remains Honda’s Civic , thanks to its superior driving dynamics, higher-quality interior, and noticeably more spacious interior (rear seat especially). Toyota’s current Corolla Hybrid may be a fuel-mileage GOAT, but it’s clearly in need of a full reset. Remember, this car has received no meaningful facelift since it came out, which was before COVID-19 started. For most drivers, the Prius looks leagues better, and the Civic drives noticeably better than both and offers a nicer, upscale cabin. As transportation, the Corolla Hybrid is effortlessly easy — but it feels disposable, like a cheap rental car you won’t miss once you hand back the keys. More photos of the 2026 Toyota Corolla Hybrid XLE 2026 Toyota Corolla Hybrid XLE — Basic Specifications Price as-tested: $31,497 Powertrain & Performance 1.8-liter 4-cylinder hybrid powertrain Combined output: approximately 138 horsepower Continuously Variable Transmission (eCVT) Front-wheel drive (AWD optional) Regular unleaded fuel Fuel Economy (EPA-est.) EPA City: 53 MPG EPA Highway: 46 MPG EPA Combined: 50 MPG Road Beat Real World: 47 MPG Dimensions & Capacity Seating capacity: 5 passengers Cargo capacity (trunk): approximately 13 cubic feet Overall length: about 182 inches Wheelbase: about 106 inches Fuel tank capacity: approximately 11 gallons Chassis & Driving MacPherson strut front suspension Multi-link rear suspension Electric power steering Four-wheel disc brakes Interior & Comfort (XLE Trim) SofTex®-trimmed seating (faux leather) Heated front seats Power driver’s seat Dual-zone automatic climate control Power moonroof Technology 12.3-inch digital instrument cluster 10.5-inch center touchscreen Wireless Apple CarPlay and Android Auto Wireless smartphone charging Available JBL premium audio system Safety & Driver Assistance Toyota Safety Sense suite Adaptive cruise control Lane-keeping assist Automatic emergency braking with pedestrian detection Blind-spot monitoring with rear cross-traffic alert Vehicle Warranty Basic (bumper-to-bumper): 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Hybrid components warranty: 8 years / 100,000 miles Hybrid battery warranty: 10 years / 150,000 miles (this is transferable with ownership) Corrosion perforation: 5 years / unlimited miles Maintenance plan: 2 years / 25,000 miles (covers normal scheduled service) Roadside assistance: 2 years / unlimited miles 2026 Toyota Corolla Hybrid XLE vs Honda Civic Touring Hybrid — Comparison Table Specification 2026 Toyota Corolla Hybrid XLE 2026 Honda Civic Hybrid (Sport / Sport Touring) MSRP (Approx.) $31,739 (as-tested) $32,000 – $33,000 Powertrain 1.8-L 4-cyl hybrid 2.0-L 4-cyl hybrid Total System Horsepower ~138 hp ~200 hp Transmission eCVT e-CVT Drivetrain Front-wheel drive Front-wheel drive EPA Fuel Economy (City / Hwy / Combined) ~53 / ~46 / ~50 MPG ~50 / ~47 / ~49 MPG Length 182 in 184 in Width 70 in 72 in Height 57 in 56 in Wheelbase 106 in 108 in Rear Legroom 35 in 37 in Seating Capacity 5 5 Cargo Volume (Trunk) 13 cu ft 15 cu ft Infotainment 10.5-inch touchscreen; wireless Apple CarPlay/Android Auto 9-inch touchscreen; Apple CarPlay/Android Auto Warranty 3 yr/36k basic; 5 yr/60k powertrain; 3 yr/36k basic; 5 yr/60k powertrain Thank you for reading The Road Beat's 2026 Toyota Corolla Hybrid XLE review.

A boring compact that gets great gas mileage 2026 Toyota Corolla Cross Hybrid XSE review by The Road Beat Words and pictures: Mitchell Weitzman Despite the excellent fuel economy of Toyota’s compact hybrid crossover, the niche it fills (half-full) is simply too narrow to earn a mainstream recommendation. Compounding that issue is the fact that the Corolla Cross is a complete snooze-fest both to drive and to live with. Tested here is a top-tier Hybrid XSE with standard all-wheel drive, priced at $37,339 as tested. At that number, it’s impossible to ignore the Corolla Cross’s own (and superior) stablemate: the venerable RAV4. Perhaps you’re among the few buyers for whom the Corolla Cross makes sense in a more entry level format. But on a broader scale, in an ultra-competitive and overcrowded small-crossover segment, it underwhelms in nearly every measurable way—save for those fuel savings. Picks As expected, Toyota loads the Corolla Cross with an extensive suite of standard safety features, and this XSE leaves little excuse for driver error. Other welcome additions include a decent enough JBL audio system (just don’t turn it up too much, as it quickly induces rattles), a well-sized 10.5-inch touchscreen that’s intuitive and easy to use (once you disable the horrendous default screen beep buried deep in the general settings and not audio nor display settings), and full LED lighting. The SofTex faux-leather seats are also a pleasant surprise—soft, comfortable, and perfectly acceptable for daily use; They're good enough to fool most casual encounters. All-wheel drive comes standard on hybrid Corolla Cross models, adding peace of mind in low-grip conditions and those in weather-impacted climates. But the headline feature—practically shouted through a megaphone—is the hybrid powertrain. The window sticker claims a combined 42 MPG, which real-world driving doesn’t quite support. Mixed freeway and country-road testing returned closer to 34 MPG. Still, 34 MPG is excellent and better than many competitors, some of which still don’t even offer a hybrid option to begin with. Performance is best described as merely adequate. Power is sufficient for daily duties, but this is not a vehicle that encourages anything resembling fun, spirited driving. Where Toyota truly excels, however, is hybrid integration. Transition between electric and gasoline power are seamless, with no lurches, delays, or awkward handoffs. The CVT transmission fades into the background, delivering nigh-immediate response to throttle inputs and adjustments from your right foot. Many engines (hybrids and non-hybrids) can especially struggle in low-speed transitions—like when coasting to a stoplight that suddenly turns green, or creeping through stop-and-go traffic—where engines cut in and out clumsily and transmissions don't know what to do with themselves. Toyota remains the gold standard here, offering some of the most refined hybrid systems on the market and zero second-guessing. Importantly, the entry point for a Corolla Cross Hybrid starts nearly $7,000 less than this XSE. If you forgo the hybrid full stop, a Corolla Cross can even be as little as $25K. At those lower barriers to entry, the Corolla Cross itself makes far more sense on a value standpoint for a compact crossover. You’ll give up some visual flair and interior upgrades, but if saving fuel and lowering monthly payments are priorities, the base models deliver the same core benefits for significantly less money. Nicks Unfortunately, the Toyota Corolla Cross is profoundly boring in nearly every respect no matter which trim is chosen. Between it's dull looks, an uninspiring and drab interior, it's also quite forgettable to drive. Further, by stepping up to an XSE like this you're now landing squarely in hybrid RAV4 territory—a vehicle that delivers similar fuel economy, drives better, and offers vastly more interior space without feeling meaningfully larger on the road. If you’re prepared to spend upwards of $35K let alone $37,339 on a Corolla Cross, do yourself a favor and buy a RAV4 instead—or better yet, a significantly nicer Lexus UX Hybrid. Behind the wheel, the shortcomings become increasingly apparent. Steering is accurate and feels pointy below 40 MPH, but it’s also overboosted and completely devoid of feel. The net result is a vehicle that feels more like a toy than actual car. Grip is acceptable for average consumers, but pushing the Corolla Cross even moderately hard on familiar back roads reveals a lack of composure and unraveling confidence. Drive it quickly and the delays in the controls become obvious, with responses arriving too late to inspire trust. A RAV4 keeps its composure far better, while rivals from Mazda, Honda, and others demonstrate far stronger dynamic competence. Seeing “sport-tuned suspension” mentioned on the window sticker here is, frankly, laughable. The engine may be efficient, but it sounds like an InSinkErator under load, a problem exacerbated by the continuously variable transmission holding a constant and droning engine speed. When you need power, you’ll wish for earplugs. Another knock comes from the uninspired interior design and layout, lacking any kind of creativity and innovation. Rear seats are cramped, and the cargo bay only holds 22 cubic feet of storage. It's also only FIVE inches shorter than a RAV4, yet the RAV4 offers 38 cubic feet of storage. Other compact crossovers also have nicer build quality and materials in their cabin. The interior doesn’t help matters. Design and overall layout is unimaginative, offering little creativity or innovation while also feeling downright dour. The gloomy rear-seat is cramped and only suitable for children or a prized Pomeranian, and the cargo area holds just 22 cubic feet. That’s especially disappointing considering the Corolla Cross is only five inches shorter than a RAV4, which offers a far more usable 38 cubic feet of cargo space. Honda's excellent HR-V also beats the Corolla Cross with 10% more cargo volume in its hold while many competitors provide higher outright quality and more thoughtful cabins. For a new car in 2026, the Corolla Cross smells like 2016 inside. I mentioned earlier about the standard safety features, but the lane keeping assist is awful, following freeway exits or aggressively yanking the steering wheel in your hand even in you're in the middle of your lane and in complete control. This is a problem with all new Toyotas now as the technology or programming has significantly regressed and is more dangerous than helpful. While Toyota’s standard safety tech is extensive, the lane-keeping assist is actively intrusive. On the highway, it follows freeway exit lanes and lines, can tug aggressively at the steering wheel even when you’re centered in your lane, often feeling more dangerous than helpful. This is an issue across Toyota’s current lineup, where the programming appears to have regressed significantly. The base model is where it's at The deeper you compare dimensions, specifications, and pricing, the less sense the Corolla Cross makes—especially with an all-new, improved RAV4 about to debut. At overlapping price points, this XSE trim is effectively irrelevant as the “premium” offering of the line-up; The only version that truly makes sense is the cheapest one. It's in its base form that the Corolla Cross succeeds as simple, reliable, economical transportation—nothing more. For perspective, the incoming 2026 RAV4 (now hybrid only) in its midrange XLE Premium AWD trim will sticker for only roughly $1,000 more than this Corolla Cross Hybrid XSE. Even entry-level AWD hybrid RAV4s start just $2,000 above the least expensive AWD Corolla Cross Hybrid. The decision should be easy. 2026 Toyota Corolla Cross Hybrid XSE AWD — Full Specifications Price as-tested: $37,339 Powertrain & Performance Engine: 2.0-liter inline-4 hybrid Hybrid System: Toyota Hybrid System with three electric motors Total Output: 196 horsepower (combined) Transmission: Electronically controlled continuously variable transmission (ECVT) Drivetrain: All-Wheel Drive (standard) 0–60 mph: Approximately 8 seconds Towing Capacity: 1,500 lbs Fuel Economy EPA City: 46 MPG EPA Highway: 39 MPG EPA Combined: 42 MPG Real-World Observed: ~34 MPG mixed driving Dimensions & Capacities Overall Length: 177 inches Wheelbase: 104 inches Overall Height: 65 inches Ground Clearance: 8 inches Curb Weight: ~3,380 lbs Fuel Tank Capacity: 10.6 gallons Seating Capacity: 5 passengers Passenger Volume: ~88 cubic feet Cargo Capacity (behind rear seats): 22 cubic feet Exterior Wheel Size: 18-inch alloy wheels (black finish on XSE) Tires: 225/55R18 all-season Lighting: Full LED headlights, taillights, and daytime running lights Optional two-tone paint (black roof on select colors) Interior & Comfort (XSE Trim) Infotainment Display: 10.5-inch touchscreen Instrument Cluster: 12.3-inch fully digital gauge display Smartphone Integration: Apple CarPlay and Android Auto Audio System: JBL premium audio Upholstery: SofTex faux-leather seats Front Seats: Heated Driver’s Seat: Power-adjustable with lumbar support Climate Control: Dual-zone automatic Steering Wheel: Heated Interior Lighting: Ambient lighting Rear Seats: 60/40 split-folding with center armrest Safety & Driver Assistance Pre-collision system with pedestrian detection Lane departure alert with steering assist Lane tracing assist Adaptive cruise control Automatic high beams Road sign assist Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Corrosion Warranty: 5 years / unlimited miles Hybrid Component Warranty: 10 years / 150,000 miles 2026 Compact Crossover Comparison Toyota Corolla Cross Hybrid vs. Honda HR-V vs. Mazda CX-30 2026 Toyota Corolla Cross Hybrid 2026 Honda HR-V 2026 Mazda CX-30 Starting MSRP ~$30,500 ~$26,500 ~$27,500 Powertrain 2.0L I-4 Hybrid 2.0L I-4 2.5L I-4 Horsepower 196 hp (combined) 158 hp 186 hp Transmission eCVT CVT 6-speed automatic Drivetrain AWD (standard) FWD standard, AWD optional AWD (availability varies) Road Beat MPG 34 MPG 26 MPG 27 MPG Overall Length 177 in 180 in 173 in Wheelbase 104 in 105 in 104 in Rear Legroom 32 in 38 in 36 in Overall Height 65 in 64 in 62 in Cargo (behind rear seats) 22 cu ft 24 cu ft 20 cu ft Cargo (seats folded) ~53 cu ft 51 cu ft 45 cu ft Seating Capacity 5 5 5 Basic Warranty 3 yr / 36,000 mi 3 yr / 36,000 mi 3 yr / 36,000 mi Powertrain Warranty 5 yr / 60,000 mi 5 yr / 60,000 mi 5 yr / 60,000 mi Thank you for reading The Road Beat's 2026 Toyota Corolla Cross Hybrid XSE review.