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

This incognito rocket ship has some tidy tricks 2024 Genesis GV60 Performance review by The Road Beat Words and pictures by Mitchell Weitzman 484 horsepower hits so so hard in the Genesis GV60 that it really does question how it's legal for anyone to purchase a 1,000 horsepower Tesla or Lucid without a special license. I demonstrated the slingshot acceleration for a pair of friends who both said it made them uneasy. This brief craze is just that, brief, by instantaneously reaching 30 MPH from standstill before acceleration notably wanes, but that initial blast is still so effective that I don't know how casual motorists aren't steering their vastly more powerful Teslas into ditches on the regular. This kind of speed is superfluous in the real world - unnecessary, that is - yet it's also quite addicting to repeat. On another note, the rest of the GV60 does well for a luxury crossover, even if the outright range leaves room for improvement. What it does right Accessing the car's sport mode unleashes 429 horsepower, but wait, there's more! Press the comically labeled boost button on the steering wheel, and you temporarily get access to all 484. It's at this point where, if you don't warn passengers, you might then have some rather unprepared and cross companions. The piling speed does relent after a few seconds, by which time it'll already have reached highway speeds, but this smooth and instant inertia is a trait of an electric car that combustion will forever have trouble matching. Also, with only one moving part, there are no vibrations whatsoever and no coarse noises, even if I for one miss the aural pleasure and grunt of a finely-balanced six or eight-cylinder engine. Really, any engine with more than four cylinders... For a compact crossover/wagon mashup measuring just shy of 178-inches long, there is a decent amount of interior space and room for passengers in the rear. The design itself inside is exciting, with lots of interesting focal and touch points, including a revolving orb/gear selector that looks a bit like one of Tolkien's Palantirs. Comfort is also fittingly appropriate for a luxury vehicle, with hospitable seats, a fair ride quality without sacrificing body control, and hushed volumes when on the freeway. In operation, in addition to those addicting throttle prods with your right foot, the steering is accurate and while not exactly encouraging of backroad hustling, the GV60 has the dynamic chops at the ready when needed to make quick work of curves at an effectively effortless pace. The all-wheel drive traction and grip helps in these aspects, able to reliably deploy all the electric horsepowers in tidy and reasonable fashion. Could it be sharper? Heavens yes, but as a bridge between dynamics and comfort, the GV60 accomplishes its brief admirably well. If you want crazy, parent-company Hyundai has the Ioniq 5 N coming soon, or Teslas revamped Model 3 Performance. When it does come time to charge a GV60, the Genesis is capable of ultra-fast, industry-leading 350KW charging to top up from 20-80% in about 15 minutes with applicable DC fast chargers (and granted that said chargers are even available and working). It's not as quick as filling up a car with gasoline, but it's among the most rapid replenishing electric cars available today. Where it misses Even while driving with the heater rarely in use (known to drain batteries), the actual range of this GV60 is about 220 miles when filled to the brim with electrons. Fortunately, that isn't well below the EPA estimate of 235 as other electric cars notoriously miss their EPA ratings by up to 100 miles at times. Even if the real-world range is close to the promised estimate, this is a lot of money to pay for a car that can only barely do just over 200 miles between charges. Which brings us to the price: $71,320 for this AWD Performance model. No matter which way you spin it, that's a premium price for a compact vehicle and does represent an increase over its closest and most comparable competitor: the Tesla Model Y Performance. However, the Tesla is not a luxury car in the same way as the Genesis. As enchanting as some of the interior details are to the eye, there are pieces that look either cheap and/or can be frustrating to use. A good example are the interior grab handles, boasting a large and visible seam in plain sight. The volume control is operated by this rolling wheel in the center that is just more difficult than a traditional knob, and while the rotating orb/gear selector is cool to watch, resulting the dial itself is too close in placement to the infotainment knob and requires muscle memory to learn their respective locations (I definitely reached for the wrong one multiple times). Speaking of which, the center display is big and bright, but there are so many items to scroll through on the main menu that it can be frustrating to use at times. And this is a tech forward car, yet you have to physically connect your iPhone in order to use Apple CarPlay? Lol. Really! There are similarly too many buttons on the steering wheel and it just at times becomes needlessly complicated to operate the most basic functions of the car. It's almost like a gimmick for the sake of being gimmicky, because gimmicky obviously mean futuristic, right? Where it stacks up This funky-looking luxury EV has the speed to create some excitement and fast charging for added convenience, but the price and size might be a turnoff for many. Will people really want to pay extra for a GV60 rather than a Tesla Model Y? Considering how many Model Ys I see in California, and how few GV60s, I would say that's a no. Corporate parent Hyundai also has their rather excellent Ioniq 5 crossover that can be nicely loaded up for $15,000 less. At least it is vastly, and I mean vastly, superior to Lexus' lazy RZ 450e that just came out for a way-too-similar price. Even if it's not a purpose-built EV, the GV70 Electrified is a more a luxurious and slightly larger car for only a few thousand more, and I think that's an increasingly appealing car in most ways with its similar range and a nicer interior. For those shopping an electric luxury crossover, that GV70 Electrified is probably the right choice for most. 2024 Genesis GV60 Performance As-tested price: $71,320 Pros: Ballistic acceleration; Fast charging Cons: Range; Funky looks not for everyone

After some 'complications' with the new track surface, racing got underway without a hitch. And it was glorious as usual with stunning golden hour light to play with on multiple days. All photos by Mitchell Weitzman. Not exactly the greatest start to the year, as track activities were mostly (and most unfortunately) suspended on Thursday and Friday during the first race weekend of the 2024 Fanatec GT World Challenge America season. Sonoma Raceway recently received a fresh and shiny coat of new asphalt, and while a new track surface is usually worth getting excited over, this is not the case when the track seemingly begins to crumble. However, rescue crews were on the scene, simultaneously working on multiple sections of track at once, pouring fresh and improved asphalt. By early evening, with the sun setting over the rolling hills of Sonoma Raceway, the Toyota Gazoo Racing GR Cup North America cars were sent out right at golden hour. And guess what? the track held up! By the next day, a hilariously busy Saturday with no break periods, the freshly re-repaved Sonoma Raceway was ready for business and delivered thrilling racing for the rest of the weekend. Seriously, a huge shoutout to the crews, track operations, and the SRO Motorsports Group organizers for making this event still happen. Without any time remaining for dedicated qualifying sessions, Saturday consisted of practice sessions that also accounted as substitute qualifying, setting the grid for that afternoon's races. So, an abbreviated weekend overall, but if anything, it made for more eager and active practice sessions given the limited running time that teams faced. The headline event, the Fanatec GT World Challenge America, featuring a 90 minute race with driver changes on both Saturday and Sunday, were dually and duly won by the Wright Motorsports Pro duo of Adam Adelson and Elliott Skeer in convincing fashion. The pair recently also captured a podium in the 12 Hours of Sebring in the GTD class. This pairing of both drivers and team are surely one to watch as they move up the ranks from an amateur to a more serious pro entry against the continent's top GT teams. Really exciting to see where they go from here. In both feature 90 minute races, they finished ahead of the Pro-Am Crowdstrike Mercedes entry of George Kurtz and Colin Braun. Because of the shuffling schedule changes made over the weekend, we were excitedly treated to multiple track times during golden hour, making for gorgeous, fun, and creative opportunities for photos. Sonoma is also still very green during spring, as opposed to when NASCAR visits in summer and the abundant vegetation is reduced exclusively to dirt and dead grass. Unable to stay for the concluding Sunday races, I was more than satisfied with the on-track action I got to see, especially considering that at one point, I was entirely convinced the whole weekend could be canceled due to the sudden track disintegration. Well done to all involved to get the event and season started and I can't wait for the next installment in the growing stature of GT racing in North America. Full gallery by Mitchell Weitzman Photo and The Road Beat from GT World Challenge America Sonoma below:

This CX-50 Meridian Edition reinforces and diversifies the CX-50's perch on the throne 2024 Mazda CX-50 Meridian review by The Road Beat Words and pictures: Mitchell Weitzman For the money, Mazda's CX-50 is the best driving everyday crossover. While the price is very much not premium, the CX-50 does a brilliant job in still providing a premium experience; Toyotas are dour and dreary in comparison when the CX-50 exists. The Meridian is more or less a style and appearance package for the majority of consumers, but it's a utilitarian look that will appeal to those who have only ever considered Subaru in the past. In all frankness, some of the inclusions of the Meridian actually make it worse for me, but this is an achingly good car despite some minor annoyances. What do you mean by annoyances? Mazda is the bread winner now when it comes to beeps and bongs galore, blaring like an alarm for any reason possible. Door locks are odd, too, unable to unlock an exterior door while the engine is running, even with the key right in your pocket or by pressing the buttons on the remote, not to mention the outside door handles feeling too hollow in operation. Some of the infotainment can be annoying and is reliant on you setting up favorites/presets, which is not just recommended but mandatory with its operation. Gas mileage could some improvements, drinking gas to the tune of 22 miles for every gallon, which is worse than the larger and more powerful CX-90 even. You might also have noticed the aggressive, all-terrain tires this Mazda is wearing, and while they do lend a hand to off-roading ability, they do lessen efficiency. And while the roof rack looks cool on here, it creates a vortex of wind noise. Oh well, we can't all be perfect. Pros? Many, chiefly the swell driving dynamics of this attractive, AWD crossover. With talkative and direct steering, the CX-50 has the bones of an enthusiast's car. In other words, it's easy to tell this comes from the same people that make the MX-5. Despite such accomplished control over its chassis and eagerness for corners, the ride quality is never uncomfortable either. There's few other ways of saying this: the CX-50 drives sweet. And this is done despite having an 'archaic' live rear axle, which gives it extra towing capacity (3,500 pounds here) over its CX-5 stablemate and other chief rivals. Even with its older rear suspension layout and those tires that give up grip in exchange for off-road performance, the CX-50 handles possessively well and runs rings around its direct competitors. Paired to that tight chassis is a turbocharged, 2.5L inline-four that makes 227 horsepower on regular 87, but can churn out 30 more if you fill up with premium. Torque is a towering 310 lb-ft, making this a highly flexible and satisfying mill in daily driving. 0-60 MPH also blitzes most all other contemporaries, taking a shade over six seconds. Yeah, it's thirsty, but the power is fun and the CX-50 has the handling to utilize and take advantage of its inherent pace. I do, however, wish the six-speed automatic were both quicker shifting and had two additional gears, which would hasten it further and likely improve the fuel economy. What many will find unexpected is the relative luxury of its interior. Sumptuous leather and other soft-touch materials adorn the cabin and makes for a classy and hospitable environment. Again, think your RAV4 is nice? It's a dungeon compared to the Mazda. Granted, this does bring another point of concern: price. At $44,010 as-tested, I wouldn't exactly call it affordable, but given the luxurious nature and gifted dynamics, you could go so far as to call it decent value if you compare it more to the glamor end of the market, like Mercedes and BMW. Would I recommend the Meridian Package? Only if you live in a climate that frequently gets snow or mud, as that's where those all-terrain tires will pay dividends. But for the most of us, the Meridian sacrifices function for form, and especially the (optional) noisy roof rack above. If you care about driving and want a modern and quality cabin, any flavor of CX-50 ought to be at the top of your shopping list for consideration. Comparison to CX-5 You might be wondering what the differences are between this new CX-50 and the older CX-5. Don't worry, you're likely not alone. The CX-50 is longer, wider, and lower by a couple inches in each direction for better looks, but apart from the exterior, they are difficult to tell apart. Both have luxurious interiors, the same engines, same deft handling properties (despite the CX-5 having independent rear suspension and the CX-50 missing this modernity), but the CX-50 can tow 3,500 pounds vs 2,000 pounds thanks to that stronger rear end. Further, the CX-50 has increased versatility thanks to its subtle capabilities when you venture off fresh pavement. After trying both in close proximity, I would lean to the newer CX-50 without a doubt, if anything for just the looks alone. 2024 Mazda CX-50 Turbo Meridian Edition As-teste price: $44,010 Pros: Nice interior and excellent performance/dynamics Cons: Not the most spacious; Power requires fuel unfortunately

Friday photo highlights from the paddock and pits of the Fanatec GT World Challenge America at Sonoma Raceway. Though the first official day of the race weekend featured little on-track action due to track repairs, the paddock was full and flourishing on a gloriously sunny spring day. See our Friday photo highlights for the 2024 edition of the Sonoma SRO GT World Challenge America race weekend. All photos by Mitchell Weitzman

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

The Genesis G70 remains a top pick for drivers and those seeking enthusiast thrills 2024 Genesis G70 2.5T review by The Road Beat Words and pictures: Mitchell Weitzman If you have somehow (still) not noticed the brand Genesis and the rather fabulous cars their making, it's about time your radar is set to high alert. Over two since I last drove a G70, this most recent example, even with the basic 2.5L four-cylinder engine, serves as a reminder of just how good this luxury sport sedan truly is. I honestly don't know what else you can ask or hope for in this car, as the $46,950 sticker price on this tester seals the deal with a convincing right hook knockout you didn't anticipate. Why on earth aren't these G70s simply everywhere by now? I can't think of any valid reason. Until I read the window sticker, I thought this Sport Prestige-equipped trim level G70 would have cost somewhere in the mid fifties. The fact that I would have easily believed a price of such ambition should tell you enough on its own. In an age where a V6 Toyota Camry can cost forty-large, this is simply unreal in terms of how much quality and luxury you can have below fifty grand. What's increasingly bewildering is when you compare the equipment and adornments here to what German competitors offer at a similar price, because you won't be getting much at this cost if buying a comparable new Audi, BMW, or Mercedes-Benz. I don't even care if the seats aren't actually leather here, as the leatherette that Genesis uses in this striking red Sevilla interior is nicer than the real cow hide in other cars. This is a car that oozes class, sophistication, and style from any angle, inside or out. I'm a fan of how Genesis is refining their design language across their entire range, and instead of being some sort of copycat, the G70 now has its own unique and alluring look. If the outside doesn't convince enough (somehow), you'll be won over upon opening the doors and the properly luxurious cabin reveals itself. Not just stylish, all the controls and touch points tell the story of a car with a considerably higher asking price. It's simple yet modern, with great use of metallic surfaces to tie the room together. Even the buttons feel good to use, even if they're not the Swarovski-grade items in the G90 ultra-luxury sedan Genesis also sells. Worth noting is how clean it all looks, too, with nothing appearing out of place and simple, easy to use controls. There are some quirks, though, like doors that close on you all too easily if you're on the slightest slope. I also found I had to pull the door shut hard to properly close all the way; Having to nearly slam your door shut isn't exactly a glamourous nor luxurious point of entry. And for a modern, brand new product, the front USB connector ahead of the shifter is the old Type A connector and not the new Type C cables that most all new phones utilize and ship with. Also worth mentioning is the back seat that is a little more snug than rival sedans when it comes to leg room. Kids will be fine, but adults might not be too keen to spend much time back there. This alone might actually be the greatest single fault of the G70 unfortunately, and those wanting increased room might be better off with their larger G80 or a different make. Those character flaws aside, the real magic of the Genesis is not in its style or flashy cabin, but how this car navigates the bends. Possessing a prowess and mastery of its craft that serves as a callback to the greatest hits from Bavaria, if you miss that older feel of BMWs from 20 and 30 years ago, Genesis just might be calling your name. It's a shame most prospective owners won't ever treat their G70 as a sports car, but the simple matter of the fact is that you most definitely can. The balance is sweet, with this RWD example yielding natural results and minimal understeer when adhesion becomes thin. Composure remains high in fervent driving, showing excellent control of its mass in all directions. The steering has just about perfect everyday weight and responses, allowing for increasing confidence to just turn the wheel and go where you please; This really reminds me of E46 and E90 BMWs and their organic behavior. There's body roll, sure, because the ride still has some pliancy, though it is definitely on the firmer side given its sporting intent, but it's how fluid the G70 feels in operation that really earns its praises. So many modern cars feel absolutely dead, and the Genesis is a car that actually encourages and enjoys being driven hard. Inert this is not, and the G70 is a bullseye as a reincarnation of the luxury sport sedan proper. Four cylinders will never compare to six, but this base engine is plenty potent with its 300 horsepower and 311 lb-ft, that's actually 20 additional horsepowers compared to last year's model. 0-60 MPH isn't particularly blazing at 5.7 seconds, but the delivery is strong from anywhere in the rev range, and the eight-speed automatic does a good job at keeping you where you need to be and without endless hunting due to the strong low-end pop. If you want proper blazing, there's still the V6 version with its 65-horsepower increase. What I did find surprising was how thirsty this Genesis is, or rather, its lack of thirst. Over a week together, I averaged a stupendous 28 MPG in my daily driving and errands. On the highway, you can expect to see 35 MPG even when cruising on level ground, pretty dang impressive considering the relative performance available. Downsides? The engine is a little loud and clattery at idle, but sounds decent enough under load at least. Look, there's no way of hiding how charmed I was by the G70. This is a car that's enjoyable to be in and drive due to its comfort and lavish interior, and an enthusiastic driving demeanor. I'm still nearly in disbelief of the asking price, because at $46,950, it's kind of a steal for what this delivers. For easy comparison, a BMW 330i has a starting price that's only a solitary $1,000 less, but yes, that's without a single option fitted, and you know how Germans like to price gouge when it comes to options. Considering how well-equipped this G70 is, how well it drives, and how well priced it is, Genesis' G70 comes highly recommended. 2024 Genesis G70 2.5T Sport Prestige As-tested price: $46,950 Pros: Style; Luxury cabin, Fun to drive Cons: Snug rear legroom

The updated UX has improved electronics inside and the reduced price for this Premium starts to make more sense 2024 Lexus UX 250h Premium review with The Road Beat Words and pictures by Mitchell Weitzman There's no hiding the fact that I haven't been exactly kind towards the Lexus UX. With a price tag that confounds, and no sporting element to be find in their so-called F-Sport versions I've sampled in the past, not to mention the vile infection of their notorious trackpad, it could never be recommended to spend so much money on such a small, mundane car. Enter 2024 and this (somehow) more affordable Premium trim-level (rather than the faux F-Sport), and now I can see how it makes some sense in its niche. Changes are not plentiful, but they are meaningful. Most noteworthy is the redaction of their horrible mousepad interface and a simple touchscreen replacement item. Going from the worst to one of the easiest is no simple feat, but that's what Lexus has done. It's not a beautiful screen with fancy graphics, and at times is a little too stark in color, but it's easy and that's what matters. This area was the single largest complaint in a variety of recent Lexus, so the amendment is highly welcomed; Nor more risking veering into a ditch just to change the radio! My most recent UX prior was a 2023 F-Sport model that cost an eye-watering $47,440, a price point that questions one's sanity if paid in full. A car, or any product bearing the adjective (and noun in this case) Premium attached as its denoted nomenclature, might be fearful at first, but alas, this Premium version is somehow less premium when it comes to MSRP, retailing at $41,645. That's a huge difference. And after a week with this edition, where the heck does that extra six thousand dollars go in the F Sport besides a poser body kit? On the inside, this UX 250h Premium fulfills its promise with an interior that is easily, you guessed it, quite premium, especially compared to cars like a larger Toyota RAV4 that costs the same. I don't believe the seats are leather, but they're among the best when it comes to imitation cowhide and will fool most people. The steering wheel, however, is indeed leather, and feels great in the hand. Looking to the side, the door panels are somewhat barren and plain, and are the obvious weak point of an otherwise nice interior, but most won't care. Another notice was a cabin that could be ever so slightly quieter on the freeway, exhibiting more road and wind noise than I'd want in a luxury car. What can be concerning to many is an apparent lack of real estate inside. Now, if you're in either of the front seats, both chairs are very comfortable and with room to spare, if a little cozy. However, because the UX shares its platform and wheelbase with a Toyota C-HR at just 103.9", which is two inches shorter than that of even a Corolla, leg room is not quite what you'd call abundant. Put it this way, if your friends (and that's friends plural) are riding with you for over a half hour, they hopefully are too appreciative to complain. Cargo space is even worse, with a shallow depth and tall floor further limited by the sloping rear end. Not what you'd call a spacious vehicle, boasting a smaller cabin than the 177" total length would suggest. A RAV4 is only a few inches longer, but is vastly bigger when it comes to cubic volume. Thankfully, more positives include outstanding fuel economy. With a 181-horsepower hybrid system, you won't be winning any drag races thanks to its long 8.5-second 0-60 MPH jog, but you can expect to average 37 MPG in most mixed driving, a rather fantastic figure. Yet, the downside is this is one of the slower vehicles you can buy for this kind of money, but then again, Lexus' targeted audience likely won't care luckily. An unfortunate side effect of this four-cylinder design is an engine that lacks refinement when wrung out, emitting a noise that is far from pleasing and luxurious. Under brisk acceleration, this front-wheel drive example also displayed a minor amount of play in the steering in the guise of torque steer, as the weight transfers rearwards and lightens the front when you plant your right foot down.. Those seeking driver engagement will also be best advised to look elsewhere. Though it's plenty secure on most all roadways, and with controlled, compliant suspension, steering is completely numb with body responses that reveal a lack of enthusiasm for cornering. Better options are out there if you're seeking dynamic driving, like BMW's X1 or Mazda's CX-30, both of which are massively quicker, too, but the typical Lexus or Toyota customer will find this familiar and pleasant enough. Good news is that this Premium drives unnoticeably different from its wannabe sporty F-Sport sibling, which is part of the reason that particular car is such a sham. And so that brings us back to the price. At $41,645, this now nearly makes sense, being a compact luxury product priced at the bottom of the luxury spectrum. Some drivers might want or even require a small car, but want added comfort and luxury, and the UX delivers that brief with excellent economy to boot. At the $47,440 the prior F-Sport I tried cost, the size is far too compromising to justify spending nearly 50 grand on (and overlaps the superior and larger Lexus NX hybrid), but in this lower bracket, it's a nice little car that might fit a particular niche for some with lots of amenities. I still think the UX 250h is too boring to drive for my own taste, and I'd rather save a few thousand and have the easily more exciting (but relatively thirsty) Mazda CX-30 Turbo, but that's just me. Overall, a nicely made and small hybrid that could make sense to some. 2024 Lexus UX 250h Premium Price as-tested: $41,645 Pros: Great economy; Compact size Cons: Compact size. Lacks driving vigor

The Passport feels too old 2024 Honda Passport Black Edition Review by The Road Beat Words and pictures: Mitchell Weitzman Honda's Passport is a perfect example of a pleasant vehicle that is unfortunately too behind the times against its changing competition. Even this spiffy Black Edition fails to mitigate its losses against more modern and efficient alternatives. Honda's own CR-V and Pilot have seen significant revamps recently, and even though the Passport neatly slots in-between them in terms of physical size, it still very much feels like a big, full-size vehicle on the road. To retain relevance and help warrant the sales success that the Passport has seen, this SUV is in need of a makeover of its own soon. Refrain from calling me a cynic, but the simple matter of the fact is the Passport has too many shortcomings to remain unchanged for another calendar year. It's hard to believe a facelift (only cosmetic) happened just only over two short years ago, but this Passport can't be valid for travel much longer before expiration. Even some of the pluses come with compromise, such as the sweet-singing V6 engine. It might sound far better than any grainy four-cylinder, and its smooth operation is paired with an enthusiastic top-end that delivers convincing power. Boasting 290-horsepower and your foot to the floor, 0-60 MPH can happen in as little as six seconds flat, a time that exceeds my expectations and puts it right to the front of its mainstream rivals. But, and here's the first of the buts, this big V6 makes weak power at low RPMs thus necessitating frequent downshifts, and its binges through gasoline at a rate of 20 MPG. As a result, engines like Toyota's new 2.4L turbocharged inline-four might be slower outright, but in the real world, it's a torquier prospect that's stronger down low when needed and burns less gas even in the larger three-row Highlander. I love and prefer a charismatic V6 to a small turbo four, but this V6 lacks the punchy torque you'd hope from a big 3.5L engine. Despite a lack of engine flexibility, the Passport is rated for a stout 5,000 pound tow rating. What also doesn't help in contribution is a lethargic nine-speed automatic transmission that prefers an extended holiday buffet to a brisk workout session. With slow shuffling upshifts, the biggest demerit comes with downshifting. especially when using the plastic paddle shifters to do so. When trying to control speed on downhill sections, I would regularly ask the Passport to change down a couple gears to take advantage of engine braking. However, when you ask that of this Honda's nine-speed, between each downshift is accompanied by a long neutral pause where the Passport unexpectedly surges forward and freewheels momentarily before it actually completes the gear change. I was watching the speedometer, and in-between downshifts, I would sometimes see a one to even two MPH speed gain when engine breaking is meant to slow you down. I've only felt this sensation in other Honda and Acura SUVs, and this behavior is both disconcerting and unacceptable in 2024, it also certainly wouldn't help when towing up to 5,000 additional pounds behind you. Where these kind of more archaic traits do pay off are in the steering and handling, of which the Passport is a seasoned and experienced traveler. The thin-rimmed leather wheel feels great in the hand and offers excellent tactility, but the real delight is with steering that has almost real feeling and instills great control and confidence. Whereas other SUVs of the sort feel like you're almost driving a toy, the Passport feels like a car, with substance. The ride quality is composed at all velocities, and the handling might not encourage enthusiastic cornering, but does at least welcome bends in its stride. It's a shame that the engine and transmission can be confusing or lost at times because the rest of the driving characteristics are quite successful. Cabin and cargo space was clearly a priority when constructing the Passport, but it does seem wasteful to have something this large that will never be able to have extra passengers in its fictitious third-row. It is 10 inches shorter than the three-row Pilot, but its just as wide and tall so it feels like it has the exact same footprint on the road, which is big to say the least. A CR-V might only be four inches shorter than the Passport at 185, but it's a sizable five inches both shorter and narrower in what is already a plenty spacious vehicle for five. Because the Pilot doesn't really feel any bigger driven around, you might as well get the Pilot and have the third-row for when needed. The Pilot also gets an improved 10-speed automatic and, from my own testing experience, also doesn't use any extra fuel despite the added length. While the interior is made and put together with high precision and build quality, it's not exactly luxurious in feel (and this is the top-line Black Edition) and features a tiny little eight-inch touchscreen in the center that is oddly tilted upwards towards the roof. Why it's angled in any such a direction is beyond my understanding (other Honda's also have this odd character) as it makes a small screen even harder to see. It's not that the screen is so small, but with so much information crammed onto it at once, it can appear too cluttered and busy, and most consumers will prefer the big 10 and above inch screens that competitors offer. The small, crowded, and canted display also dates the cabin significantly, which might be the most critical aspect of it; this just doesn't look like a new car from 2024. Even just the shapes of the buttons all over, including those on the steering wheel, are not modern enough. Admittedly, the Pilot also suffers with its own too small nine-inch screen that looks somewhat like an aftermarket add-on from Best Buy. What can at least be said is to reinforce how easily accommodating the Passport is to travelers, with gratuitous amounts of space in the second-row of seats and all the safety and tech features you could hope for in a $50,000 vehicle. While it might lack modernity, the Passport (and other Hondas) remain top of the game with it comes to comfort and space . With its interactive steering and sorted chassis, the Passport is an SUV that has great potential to be the driver's choice of the field, but the lacking transmission, dated interior, and weak low-end power are holding it back from being the complete package. And with an MSRP just shy of $50,000, it's as expensive as even bigger SUVs that have convenient third-row seating.. By no means is the Passport a bad car, well the transmission is can be concerning at times, but it's already overdue again for a pretty major refresh to bring it firmly into the mid-2020s. 2024 Honda Passport Black Edition As-tested price: $49,365 Pros: Great chassis and dynamics Cons: Thirsty; Aging interior design

The RZ 450e is a luxurious Lexus, but it's weak range simply doesn't work as an everyday vehicle 2023 Lexus RZ 450e review with The Road Beat Words and pictures by Mitchell Weitzman Lexus has entered the increasingly crowded market for electric propulsion, with this luxurious crossover dubbed the RZ 450e. It's based around Toyota's bZ4X, but with far better looks and furnishings on this Luxury-badged trim level. Being an EV, and having the word luxury in its actual name, it's priced all too appropriately, ringing the register at a premium $67,270 as-tested with all the bells and whistles ordered. Competition is fiercer with each coming month, and the RZ 450e mostly works as an electric Lexus, but offers little reason to choose over more accomplished luxury EVs. Most troubling with the RZ 450e is a lack of driving range. With a battery measuring only 63.4 kWh in capacity, I can just about guarantee that you will never see more than 200 miles of range on a full charge (even the notoriously over-optimistic EPA estimate is 196). Fully juiced, the onboard computer declared an available 188 miles, but the moment I turned on the air, that number dropped below 150 instantly. Therefore, the only way to get even close to cracking 200 miles is to drive with the climate fully disabled, as just having it vent outside air (with A/C off) drops your expected distance considerably according to the onboard computer. Maybe the Lexus' estimate is plainly wrong, because I can't imagine why simply venting air would cost 20% of your range, but that also gives zero confidence to the driver in what's supposed to be a smart and futuristic car. I'm sorry, but spending this much to only be able to go that far is a severe compromise as alternative EVs offer increased range with higher efficiency. Another knock is when it comes to charging, as the RZ 450e can only do a claimed 150 KW level 3 fast charging, a figure way less than what rivals can do. The onboard charger is also only a paltry 6.6 KW unit, meaning not only does the RZ 450e have weak driving range, but it also takes longer to charge, too. Many other new EVs are able to take advantage of considerably more powerful 350 KW chargers, so the RZ debuting late to the game, and with older charging standards is a real disappointment and already outdates the car. Dual motors make for a perky powertrain amid a combined 309 horsepower rating, and I found the RZ 450e is able to dispatch 0-60 MPH in a breezy 4.7 seconds. That seems impressive until you realize that a Genesis GV70 Electrified has an additional 174 ponies on tap. Look, it's quick enough, but it's just not setting any records is what you need to know. Unfortunately, we do live in a world where consumers mostly do care about bragging rights and top trumps when it comes to the spec sheet. Luckily, the powertrain is wondrously smooth and easy to operate, as I've found basically all other EVs to share this trait, and there are also steering wheel-mounted paddles to adjust your level regenerative braking as you so please. Not featured on this tester is the yoke steering wheel and steer-by-wire tech that will soon become available. With a traditional (and superior) wheel, the steering here is too light in effort for my liking, and there's an uncertainty to movements slightly off-center. The light weight makes for easy motoring and cruising, but it also takes out any eagerness. And that's a shame, because if you do chuck the RZ 450e hard into a corner, the balance is pretty good when combined with its AWD traction that can really slingshot you in and out turns quite surprisingly. There's sadly zero joy in doing so, making for what is a very boring vehicle to drive and operate despite decent speed and ability. More in line with a Lexus, though, is the high level of comfort and quality on display. The seats are supportive and comfortable, swathed in a delightful microsuede, while the ride quality is luxuriously cushy and with little road noise intruding even on the highway. Lexus has made a thoroughly accommodating and hospitable car here, earning its credentials as a convincing Lexus and luxury vehicle. The back seat and cargo space is also quite usable and spacious for passengers and errands. Yet, there are some quirks to the RZ 450e that must be mentioned. The door handles on the outside and inside are electronic and take time to get used to - I still prefer traditional items. Further, the buttons on the steering wheel are controlled/seen via the heads-up display, which are clunky to use and also can't be easily seen with polarized sunglasses. And I can't understand why the gauge for the battery does not include an exact percentage number at all times. Unfortunately, despite the areas where the RZ 450e does succeed, it ultimately doesn't make sense to consider one when shopping for an electric car. The lacking range and slowish charging limit usability compared to rivals, and when range is still the main obstacle for some even considering an electric car, it just doesn't allow the RZ 450e to be competitive in this space. For only a couple thousand dollars more, I'd much rather recommend the Genesis GV70 Electrified, with its increased range, gobs of performance and driving enthusiasm, style, and it's even more luxurious to boot, not to mention an exquisite shape and design. With some updated tech and a bigger, more efficient battery and electric motor, Lexus could have something compelling here, but it's just not there yet. Consider this a beta test of firmware, but for this price and this point in time, beta-spec is not good enough. 2023 Lexus RZ 450e Luxury AWD As-tested price: $67,270 Pros: Luxurious interior Cons: Crippling poor range

Sharp looks, excellent MPG, and a nice interior make for Toyota's best everyday offering 2023 Toyota Venza Nightshade review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota's Venza crossover, a hybrid-only vehicle based on the RAV4, but with its own unique (and improved) design language and an upscale interior. Interior dimensions might be down compared to its RAV4 sibling, but it's still plenty for the everyday person and family. Selecting the Nightshade brings some cool finishing touches to the exterior, easily identifiable by gloss black trim pieces scattered about. While it's not sold in the same numbers as the RAV4, I find the Venza to not only be the more desirable option, but maybe the best volume vehicle that Toyota currently makes (Considering Toyota does not manufacturer the Supra, that would be BMW). Buy it for... The exceptional mileage the Venza achieves. During a week of mixed and tame driving, I averaged a stellar 34 MPG overall, a number consistent with past Venzas tested. You might be thinking that the advertised economy on a Venza is nearly 40, and you'd be right, but in the real world, a still-stellar 34 is a realistic expectation. For the record, the last RAV4 Hybrid I tested also recorded 34 MPG. Either way, you cannot go wrong with choosing a Venza and keeping efficiency in mind; It's simply one of the most efficient crossovers ever made. While not keen on performance, the hybrid powertrain is superbly integrated and makes for smooth transitions between temporary electric and then normal hybrid/combustion modes. Other systems in rival hybrids (even Toyota's new Tundra hybrid) can have hiccups or shudders as the ICE fires up each time, but not the Venza. Toyota has been making hybrids for over 20 years, and their expertise here shows in making a seamless and transparent powertrain. Style is another strong suit shared by the Venza, with a rounded, proportional shape augmented by sharp creases front and rear, appearing more elegant than the boxy RAV4. The exterior shape is highly reminiscent of a Lexus in terms of styling cues, just minus the gaping spindly grille, which is a compliment considering a Lexus is a luxury product. The fashion continues on the inside with an interior built to an appreciable degree of finesse and quality compared to what you'd get in a RAV4. Mazda continues to reign supreme here, with the cabins in their CX-5 and CX-50 Signature trims approaching that of actual luxury German offerings, but the Venza is a nice step on from a RAV4 and with a personality all its own. It's smaller on the inside than its corporate sibling, but this is a car that is large enough for almost all tasks and everyday needs. If a fully-grown yellow lab can fit in here with total comfort, then it's big enough. Venza also packs all the safety and technology amenities you could ask for in 2023, including blind spot and collision monitoring and wireless Apple CarPlay. More on this later, but on the spec sheet, there's a lot going for it. Mainstream Toyotas are usually boring to drive, and the Venza is no different, but that's what most motorists are looking for in a car like this. The steering is accurate and easy to place on the road, even if there's no feel, and the handling has enough going for it to keep you on the road even in relatively brisk cornering with little fuss. Ride quality also impresses and makes for a comfortable and quiet cruiser on the highway for long hauls. Adding a panoramic sunroof adds to the appeal to increase the perceived space inside. Skip because... You want something actually exciting. Apart from an attractive shape, there's little to excite the consumer here, being a dull driving experience. If you're looking for a vehicle that gives you a fizz you're craving, nobody does fizz at this price point better than Mazda. Acceleration is also weak, with 0-60 MPH requiring 8 seconds. This rarely hinders day-to-day usability, but if you mash your foot down to pass someone, you will be disappointed at the lack of oomph available. Despite all the technology onboard, I found the collision warning too aggressive, with myself incurring the wrath of temporary limp mode, triggered from following a car in front too close (I really wasn't that close) when pulling away from a red light. It's quite annoying and forces you to have delayed responses to not have the car shut down on you. It also prohibits your movement longer than necessary as cars behind me honked once, even with my foot flat to the floor trying to go, held back by collision avoidance keeping me in limbo. I don't know what to tell you, when a light turns green, I release the brake to go. Just if the car in front hasn't released the brake yet or is slow to respond, be warned you could trigger the collision system. I do the find the updated infotainment mostly easy to use, but some of the graphics, as written before about Toyotas, are too stark and I even once got the unfortunate pleasure of having the bright white daylight mode flash and blind me upon startup in the evening, before reverting correctly to the easy-on-the-eyes night mode. Also, the bezels around the display are quite thick. On a hot 100-degree day, there were four of us in the car for about an hour while driving to Lodi, CA, and we all thought the air conditioning was rather weak. I understand it was really hot, but this is a brand new car, and even on full blast, we never felt actually cool even after a full hour in the car. Further, the air coming out of the vents never felt that cold. You end up hearing the fans churning and turning, but it never felt comparatively effective. I also just drove a new Toyota Tundra hybrid that exhibited the same behavior. Space should be adequate for most anyone, but if you are wanting to maximize interior volume, a RAV4 or even Highlander could be the better decision. From that tapered and sloping roofline, yes, you do have to make some concessions on overall space, but it's perfectly suited for most people. A Hybrid for everyone Venza continues to be a solid choice for anyone considering a crossover and compact utility vehicle. The fact it's a hybrid sweetens the deal in the age of rising gasoline prices, also making for a great first hybrid for those that have not experienced one before. Cons and problems aside, this is easily one of, if not the best volume models Toyota currently produces. Due to its lower popularity than the RAV4, it's nearly a Toyota that can allow one to stand out. A shame that the slower sales of the Venza are leading to its discontinuation at the end of the 2024 model year. I personally prefer Mazda's CX-50, but that doesn't get close to the 34 MPG Venza can master, even healthily beating out the 29 MPG the latest Honda CR-V Hybrid achieved. A somewhat boring car, this, but a very accomplished one and with some added Nightshade-pizzazz. 2023 Toyota Venza XLE Nightshade Price as-tested: $41,665 Pros: Excellent economy; Interior more refined than a RAV4 Cons: Being discontinued; Overtly aggressive collision warnings

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