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2026 Lexus IS 350 review with The Road Beat Words and pictures by Mitchell Weitzman For reasons unknown, Lexus has decided to redesign the nose of its beautifully sculpted IS sedan to resemble a Toyota Camry. Usually it works the other way around, with the cheaper product inheriting styling cues from the expensive cousin. Instead of the sharpened and athletic fascia of old, we're left with a Lexus IS that is undeniably less pretty than before thanks to this curious facelift that cheapens the car while looking sadly out of place. Fortunately, the rest of the package remains as good as ever and still makes for a consummate luxury cruiser. Picks At the top of the hit list for older Lexus models was the dreadful infotainment system that utilized a computer mouse-style trackpad. Thankfully, that atrocity is gone and replaced with Toyota’s modern touchscreen setup, which is among the simplest and easiest systems to use in the industry. It’s quick, responsive, and makes daily life with a Lexus dramatically easier now that changing your Spotify station no longer requires literacy in braille. As expected from Lexus, the cabin itself is a sophisticated and genuinely high-quality place to spend your time. Even if some of the smaller switchgear pieces aren’t class-leading, this is still a car free of rattles, with doors that shut with the sort of reassuring heft affordable cars cannot replicate. Road and wind noise are exceptionally well suppressed, while the ride quality strikes an impressive balance between comfort and body control for what is still intended to be a sports sedan. Simply put, the IS is just a pleasant car to exist in, and it makes any drive feel that bit more relaxing and refined. That’s exactly what a luxury car should accomplish. I was further surprised to find out the seats are not even real leather, affirming that Lexus 'NuLuxe' is among the best in the business. With so many newer luxury sedans downsizing to turbocharged four-cylinders, the vocal character of the naturally aspirated 3.5-liter V6 feels refreshingly old school, especially when run towards the redline. It may not possess the silky violin crescendo of a classic BMW inline-six, but there’s still an authoritative growl accompanied by a genuine surge of power in the upper half of the rev range. With BMW, Mercedes-Benz, and Audi all defaulting to four-cylinder engines in their equivalent entry models, the old school Lexus V6 stands out simply by continuing to exist. It would also be easy to speculate that this engine will outlast most of its drivers. Treat the IS 350 like the sports sedan it aims to be and, while the handling is never playful, it is composed and controlled. The lateral limits are approachable because outright grip isn’t absurdly high, which actually suits a road car well since you can explore more of its capabilities without reckless speeds. Mid-corner bumps rarely upset the chassis, and even if the IS isn’t the most engaging sports sedan at the limit, there remains a balanced, rear-drive character underneath it all that is inseparable from a fundamentally good platform. Nicks The previous IS was a genuinely beautiful sedan with real identity, while this updated version now looks overly generic from the front. And why should a Lexus resemble a Toyota? Because that’s exactly what happened here, with the revised nose borrowing heavily from the latest Camry. Lexus had finally perfected the IS design and its wide, aggressive spindle grille only to backtrack and cheapen the entire car in the process. It’s not totally ugly, but it is unquestionably a step backward and looks like two mismatched ends of different cars now. Despite the V6’s characterful sound and enjoyable top-end power delivery, outright performance is underwhelming by modern standards and with limited flexibility. Yes, it encourages you to rev it out, but that becomes less rewarding when paired with an aging 8-speed automatic transmission and acceleration that simply isn’t very quick anymore; A 0-60 MPH time hovering around six seconds no longer feels especially impressive in this segment. More frustratingly, the 3.5-liter V6 itself has seen virtually no meaningful evolution since debuting nearly two decades ago. Output has only climbed from 306 to 311 horsepower while the car itself has gained weight, meaning the modern IS 350 is actually slower than the earliest examples. Even when the V6 makes decent noises at the top, 311-horsepower pushing 3,800 pounds just doesn't do it anymore. When it comes to performance and dynamic capability, the IS 350 no longer competes with the ballistic BMW M340i, but now with the entry 330i; The times have changed. Steering also disappoints with a noticeable vagueness just off-center and a resultant slight disconnect between fine inputs and the front axle. It improves as speeds rise and cornering loads build, but the initial impression around town lacks precision and confidence. Those subtle corrections and small steering inputs matter in a luxury sports sedan, and that’s exactly where the IS feels weakest now and is missing interaction. Also be prepared to disable Lexus’ overly intrusive (and awful) “Proactive Driving Assistant,” along with several of the more aggressive safety interventions. On anything other than perfectly smooth freeway driving, the systems can feel unnecessarily sensitive and intrusive. Lexus IS 350 has become a niche There’s no doubting the IS 350 is an objectively good car, but it no longer delivers the performance expected of a modern luxury sports sedan and increasingly feels dated. It also doesn’t help that you can buy a twenty-year-old IS 350 powered by an engine that is fundamentally identical and quicker. As a comfortable and refined cruiser, the Lexus succeeds. But competitors such as the Genesis G70 simply execute the sports sedan side of the equation better. Testing this latest IS 350 also reinforces the idea that the true standout of the lineup remains the phenomenal Lexus IS 500. That car feels genuinely special thanks to its rambunctious V8, unique character, and surprisingly reasonable price point for what it offers. Hopefully they don't subject it to the same - wait, no! They killed it off. Sad, sad day for V8 fans and a rather brilliant car. However, at least the IS 350’s value proposition still deserves recognition. At under $50,000 as-tested, it undercuts German rivals when equipped with similar levels of safety and tech equipment while also landing only around $7,000 above the nicest Toyota Camry you can buy. Maybe it's less of a threat to the Germans and Genesis and more to its own Toyota cousin with its prestige of the Lexus badge. Heck, they even share the same nose now. 2026 Lexus IS 350 F Sport RWD specifications Price as-tested: $49,703 with destination Starting price: $46,795 Engine: 3.5-liter V6 Horsepower: 311 HP @ 6,600 RPM Torque: 280 lb-ft @ 4,800 RPM Transmission: 8-speed automatic Drivetrain: RWD 0-60 MPH: 6.1 seconds EPA Fuel economy: 19 MPG city / 26 MPG highway / 22 MPG combined Real World MPG: 24 Fuel requirement: Premium unleaded Curb weight: About 3,800 lbs Wheelbase: 110 inches Length: 186 inches Width: 72 inches Height: 57 inches Cargo capacity: 10.8 cubic feet Seating capacity: 5 Front suspension: Double wishbone Rear suspension: Multi-link independent Front tires: 235/40R19 Rear tires: 265/35R19 Warranty: 4-year / 50,000-mile basic, 6-year / 70,000-mile powertrain Thanks for reading our 2026 Lexus IS 350 review. For more candid and honest takes on the latest new cars, please subscribe.

The CX-5 has separated itself from its similar CX-50 sibling, but not in a good way 2026 Mazda CX-5 review by The Road Beat Words and pictures: Mitchell Weitzman The Mazda CX-5 may have been due for a rethink, but this is not what I had in mind. Not to say the refreshed CX-5 is a total dud, but it’s an unfortunately misguided update that leaves the crossover in an even more questionable position than before. Some of its best qualities have been removed, while several weak points remain unresolved. On the whole, the 2026 CX-5 feels like a former standout midsize crossover compromised by a reboot led by boardroom decision-making. Picks Mazda wisely resisted over-styling the exterior. The refreshed CX-5 receives only minor sharpening to the details, like the sleeker lights front and rear, yet remains one of the better-looking crossovers on sale with a level of restraint and maturity many rivals lack. Differences are subtle, and most might think the outside is exactly the same at first glance, but that's not an issue at all. Inside, however, the CX-5 looks dramatically different — more on that later — but the sense of quality remains excellent. For the money, few mainstream rivals offer this much soft-touch material or this much genuine premium feel throughout the cabin. The dashboard, doors, and switchgear all continue to punch above their price point. Again, Mazda continues to surprise in their luxury ambitions when you compare to other mainstream crossovers from around the rest of the globe. Where most commercial crossovers prioritize numb isolation over driver enjoyment, Mazda still understands the value of engagement. Around town and on the highway, the CX-5 feels refined and composed, but point it toward one of the many winding backroads here in El Dorado County and it genuinely feels alive. The steering is sharp, body control is excellent, and the chassis remains surprisingly neutral for a practical family crossover that allows you to toss it from side to side without hesitation. Grip from the front end stays strong even when pushed hard into corners, and quick direction changes reveal a level of balance and eagerness most competitors simply do not possess. It’s not just that the CX-5 is good to drive — it’s enjoyable to drive. Fuel economy from the naturally aspirated 2.5-liter “S” powertrain is also respectable for a non-hybrid setup. Over the course of a week, the CX-5 averaged 28 MPG overall while occasionally flirting with 30 MPG with more highway running. A hybrid model arrives later, but the efficiency here is already solid without electric assistance. Nicks As pointed out earlier, the biggest changes are found inside, but not all of them are for the better. While material quality remains as impressive as always, Mazda has followed the industry trend of replacing tactful controls with an oversized touchscreen dominating the dashboard. On Premium Plus trims, the display measures a massive 15.6 inches diagonally, making it one of the largest screens fitted to any new car. Unfortunately, Mazda also removed nearly all physical controls that once were -including climate - and even integrated functions like volume adjustment into the touchscreen itself. While the system is quick and responsive, that doesn’t make it pleasant to use. Everyday tasks now require digging through menus instead of relying on tactile knobs and switches you can operate by feel. Worse still, the sheer size of the screen places certain touch points awkwardly far from the driver, requiring you to lean forward and reach while driving. Currently, the only available engine available in the CX-5 is the naturally aspirated 2.5-liter four-cylinder, as Mazda has eliminated the previously available turbocharged option entirely. A hybrid arrives next year, but for now this is all buyers get, and it’s a major downgrade from the old turbo model despite the commendable fuel economy. Yes, it’s efficient, but it’s also coarse, noisy, and very slow. With just 187 horsepower and 186 lb-ft of torque, the CX-5 is considerably underpowered, but worse than the lack of speed is the awful sound made by the weak internal combustion engine. Even moderate acceleration fills the cabin with a strained, weedwhacker-like groan that quickly becomes irritating. I called the CX-5 enjoyable to drive earlier, but that fades each time the engine makes the same dreaded racket. Mazda also continues to struggle with poorly calibrated electronic parking brake systems. Sometimes the brake activates automatically when parked, and sometimes it doesn’t, yet it never releases itself consistently the way many competitors’ systems do. The most frustrating behavior occurred during cold starts at home. The tenacious parking brake — which I never manually engaged since I park on a flat plot — would remain active even after shifting into Drive, causing the vehicle to awkwardly squat against the engaged brake before finally releasing with a prod of the throttle. It’s a small annoyance, but one that feels unnecessarily clumsy in a modern vehicle. And as I said, no other cars besides Mazda exhibit this strange behavior. A Mazda that cannot be recommended For only the second time in Road Beat history, this is a Mazda that simply cannot be recommended. And it's not because it's a bad car necessarily, but it isn't that good of a Mazda. The CX-5 still handles exceptionally well and continues to offer an interior that feels far more expensive than its price tag suggests. But Mazda removed one of the vehicle’s defining strengths — the punchy turbocharged engine — and replaced it with a coarse naturally aspirated powertrain that feels out of place in a premium-leaning crossover. At the same time, the new touchscreen-heavy interior solves no real problems while introducing several frustrations of its own. There was genuine potential for Mazda to better separate the CX-5 from the CX-50, but instead the CX-5 now feels both less distinctive and less appealing than before. It may cost a slightly less than a comparable CX-50, but as it stands, this once-excellent crossover no longer seems entirely sure of what it wants to be. Plus, you can get a CX-50 as a hybrid right now if you desire. 2026 Mazda CX-5 2.5 S Premium Plus Price as-tested: $41,080 Engine: 2.5-liter naturally aspirated SKYACTIV-G inline-four Output: 187 horsepower / 186 lb-ft of torque Transmission: 6-speed automatic Drivetrain: i-Activ AWD Drive Modes: Normal, Sport, Off-Road Real World Fuel Economy: 28 MPG Fuel Tank Capacity: 15.3 gallons Recommended Fuel: Regular unleaded Dimensions Wheelbase: 110.8 inches Length: 184.6 inches Width: 73.2 inches Height: 66.7 inches Ground Clearance: 8.2 inches Curb Weight: ~3,900 lbs Cargo / Interior Passenger Capacity: 5 Passenger Volume: 104.5 cubic feet Cargo Capacity (rear seats up): 33.7 cubic feet Maximum Cargo Capacity: 66.5 cubic feet Premium Plus Features 15.6-inch infotainment touchscreen Bose premium audio system Heated and ventilated front seats Heated rear seats Heated steering wheel Leather-trimmed seating Panoramic moonroof Head-up display 360-degree camera system Front and rear parking sensors Wireless phone charger Adaptive cruise control Lane keep assist Blind spot monitoring Hands-free power liftgate Warranty Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Roadside Assistance: 3 years / 36,000 miles More photos of the 2026 Mazda CX-5 S Premium Plus

This is the best Tucson I've yet to test 2026 Hyundai Tucson PHEV review by The Road Beat Words and pictures: Mitchell Weitzman Prior iterations of the current Tucson have been hit or miss, often undermined by poor suspension tuning and weak, clunky engines. It’s a genuine sigh of relief to report neither of those issues are present in this 2026 model equipped with Hyundai’s plug-in hybrid powertrain. Because of that, this instantly becomes one of my top choices in the ultra-competitive crossover segment thanks to some genuinely surprising and refined talents. Picks Exterior design will always be divisive when it comes to the Tucson, but the interior is a masterclass of style and quality for this class. It’s comfortably ahead of Toyota and even its latest RAV4 that only just came out a few months ago, while also approaching — and at times surpassing — Mazda, who typically carries the torch here. The cabin is modern yet clean, with an airy layout and excellent outward visibility. The sheer quality inside is nearly unbelievable, because this top-trim Limited genuinely feels luxurious. Not only does everything look upscale, but all the touch points in daily interaction feel upscale too. The controls are (mostly) thoughtfully laid out, the wireless phone charging pad is properly grippy and in a convenient space, and the connected center display and gauge cluster are nicely integrated without looking tacky. Most importantly, the infotainment remains straightforward to use. While there’s no increase in outright power for 2026, previously tested Tucson PHEV and Hybrids all suffered from clunky low-speed operation. Thankfully, whether due to software refinements or broader calibration improvements, this latest version is now nearly as smooth and seamless as the best hybrids on sale. The toughest aspect to nail for these complicated drivetrains is low-speed driving below 25 MPH, particularly when transitioning between gasoline and electric power, and the Tucson PHEV now handles this with impressive polish and no herky-jerky lags between throttle inputs. Power itself is perfectly adequate with its 268 horsepower, and it delivers it in also a perfectly adequate rollout. 0-60 MPH takes just over 7 seconds, and gas mileage rang in at 30 MPG overall without ever charging the 13.8 kWh battery. Do that, and your outright gas mileage will greatly increase above the 30 I saw which is directly comparable with the last RAV4 Prime (now called the Plug-In) I tried in the same conditions and also without charging. With a fully juiced battery, you can go about 30 miles without using any gasoline. Power itself is perfectly respectable at 268 horsepower, delivering enough punch for effortless daily driving. Hyundai quotes a 0-60 MPH time of just over seven seconds, while fuel economy averaged 30 MPG overall during my testing (that's without ever plugging in the 13.8-kWh battery). Charge it regularly and that number will climb substantially, especially considering the Tucson can travel roughly 30 miles on electric power alone. Driving and dynamics are entirely inoffensive, which is more complimentary than it sounds. Most crossovers in this class are designed to be uninvolving, yet many still manage to disappoint thanks to careless chassis tuning. Even past Tucsons suffered from dreadful damping, endlessly rebounding and oscillating over bumps like a pogo stick. After a week of varied driving, the Tucson now feels genuinely refined. Steering is precise and predictable, while ride quality balances comfort with proper body control on tricky road surfaces. The whole vehicle feels relaxed and cohesive, making it an excellent companion for everyday commuting, errands, and road trips alike. Another point of interest are the rear windows, which do fully retract into the door, a rarity among crossovers. So you have a dog that likes sticking their face out the window (and if you allow them to do that), it's a perfect companion. Nicks There aren’t many significant drawbacks to the Tucson PHEV, though this AWD Limited does cost a whopping $50,140 all-in as tested. That’s substantial coin, but it’s also directly comparable to a Toyota RAV4 Plug-in Hybrid XSE. The Hyundai counters with a noticeably more luxurious cabin and fewer hard plastics throughout, though the Toyota does offer a larger battery pack and more electric-only range (and extra power, though that's mostly moot at this point for this style of car). In terms of outright practicality and roominess, the Tucson is also slightly smaller than both the CR-V and RAV4 in rear-seat space and overall cargo capacity. Also of note is the smallish center console storage itself under the armrest cubby. One questionable ergonomic decision places the heated steering wheel control on the far, passenger side of the dashboard, beside the passenger heated-seat control. It’s an odd layout that never feels intuitive, even if it’s ultimately a minor annoyance. I was also unimpressed with Hyundai’s steering assist during adaptive cruise control operation, which lacks the smoothness and natural inputs of the best systems on the highway. Despite the luxury ambitions, Hyundai also omits proximity keyless entry for the rear doors, limiting the feature to the front handles only. Small details like that can go a long way in making a vehicle feel thoughtfully premium. Hanging overhead is also the Mazda CX-50 Hybrid, which has less power and a grainy sounding Toyota-sourced engine, but also has no electric driving range. it does drive remarkably well and remains the top of the class in driving enjoyment on any road. Looming overhead is the Mazda CX-50 Hybrid, which offers less power and a grainier-sounding Toyota-sourced engine while lacking any meaningful EV range. However, it remains one of the most enjoyable vehicles in the segment to drive and with a terrific exterior and interior. A stellar all-round crossover choice Past Tucsons always came with a rather large “but," but this latest Tucson has the fewest compromises yet, and the remaining ones are all relatively minor depending on use case. I’m genuinely astonished by the quality and presentation of the interior, because it finally delivers a bona fide premium-feeling cabin in a Hyundai crossover. It’s a meaningful step above comparable Honda and Toyota rivals in perceived quality, while the plug-in hybrid system now delivers real refinement in everyday driving. The exterior styling will still divide opinions, and perhaps strongly enough to turn some buyers away entirely, but the 2026 Tucson PHEV Limited is ultimately a proper winner. The closest competitor remains the new RAV4 Plug-in Hybrid if you value and are confident you'll use the extra electric driving range it offers. 2026 Hyundai Tucson PHEV Limited Specifications Powertrain 1.6-liter turbocharged inline-four plug-in hybrid 6-speed automatic transmission HTRAC all-wheel drive Combined output: 268 horsepower 271 lb-ft of torque 72-kW electric motor 13.8-kWh lithium-ion battery pack Performance & Efficiency 0-60 MPH: About 7.2 seconds EPA-estimated EV range: 32 miles Observed fuel economy: 30 MPG (without charging) Towing capacity: 2,000 lbs Dimensions Wheelbase: 109 inches Length: 183 inches Width: 73 inches Height: 66 inches Ground clearance: 8.3 inches Curb weight: About 4,275 lbs Interior & Cargo Cargo capacity: 32 cu-ft behind second row Maximum cargo capacity: 66 cu-ft Fuel tank capacity: 11.1 gallons Pricing Base price: ~$48,000 As-tested price: $50,140 Warranty 5-year / 60,000-mile basic warranty 10-year / 100,000-mile powertrain warranty 10-year / 100,000-mile hybrid battery warranty

The package delivered by Mazda has no contemporary rivals 2026 Mazda CX-30 Turbo review by The Road Beat Words and pictures: Mitchell Weitzman It’s not often that something so mainstream as a compact crossover feels like it exists in a class of one—but the Mazda CX-30 Turbo makes a compelling case. In fact, I can't think of one single contemporary rival for this latest 2026 CX-30 Turbo Aire Edition. Not because it dominates on paper, but because of how cohesively it delivers on everything that matters in a truly special package. To find something that blends driving engagement with this level of refinement, you’re typically looking at entry-level German luxury—and paying quite a bit more. Picks Mazda’s reputation has long been built on dynamics. While the brand is celebrated for its few nimble sports cars, it’s arguably more impressive how consistently that DNA shows up in everyday vehicles like the CX-30 Turbo. At $37,240 all-in, this is a compact crossover that genuinely prioritizes the driving experience in a way typical rivals from Ford, Honda, or Toyota simply do not. The steering has real weight and avoids the overly artificial feel that plagues the segment and general public, while still feeding back just enough information to keep you engaged. The suspension tuning is where things really come together. Around town and on the highway, it’s composed and comfortable, but when the road opens up, there’s a surprising eagerness to change direction and apetite for corners. Push harder, and the chassis doesn’t wilt like basically every single competitor would. Grip is strong, balance is predictable, and while it’s not overtly playful, it channels something reminiscent of a classic AWD hot hatch in its confidence and composure; A revelation for such an otherwise ubiquitous class of vehicle. Under the hood, Mazda continues to offer its throaty 2.5-liter turbocharged four-cylinder, producing 227 horsepower and 310 lb-ft of torque on regular 87 pump gas (toss in 91 and you'll be greeted by a few extra horsepower and torques). In a segment increasingly dominated by groaning and underpowered units or efficiency-first hybrids, the CX-30 is genuinely quick, taking six seconds dead to reach 60 MPH from naught. The six-speed automatic isn’t cutting-edge, but it shifts cleanly and responds well enough to either automated or manual inputs to keep the experience humming. Among the usual crop of Suburu Crosstreks, Honda HR-Vs, or the Toyota Corolla Cross, none of them would the faintest clue where the CX-30 Turbo has gone. In any direction. They do not play in the same league let alone sport. And it’s not just about how it drives or how good it goes down a flowing road. The CX-30 remains one of the most visually attractive entries in the segment, with a clean and mature exterior that continues to age gracefully. Inside, and in typical Mazda fashion, the cabin punches well above its price point. Materials and fit and finish are legitimately impressive—closer to luxury than an affordable compact. The new “Aire” interior trim introduces synthetic suede across the dash and other surfaces. It adds visual interest, though the texture may not be to everyone’s taste with the long 'nap' that looks slightly unkempt. Even without it, the standard interior already feels upscale, with soft-touch materials nearly everywhere you look and a beautiful dash and padding. Mazda also deserves credit for sticking with physical controls here for another model year. Volume, climate, and other essentials are handled by real knobs and buttons—something that increasingly feels like a luxury in itself. Long-distance comfort is excellent, and road noise is well controlled. Small touches, like the tailgate’s ability to close and lock the vehicle in one motion, add to overall usability. Nicks It's not all cherry-topped sundaes, though, because the CX-30 Turbo’s performance does come with a trade-off: fuel economy. Over a week of mixed driving, it returned an average of 24 MPG—reasonable, but not standout for the segment and for such a small vehicle. Not helping is the six-speed automatic, which runs higher engine RPM on the highway than an eight-speed due to losing those extra two ratios. Interior space is another limitation. It’s not unusually cramped for the class, but it doesn't lead it either. The Honda HR-V, for example, offers slightly more usable rear seat room and cargo capacity, which may matter for buyers regularly carrying passengers or their kids/fur babies. Mazda’s legacy infotainment system also continues to lag behind the latest interfaces. The central display can feel slow, and the rotary controller—while useful in some contexts—becomes cumbersome with systems like Apple CarPlay that are designed for touch input. Touch functionality is available, but the screen’s far away placement makes it awkward to use in practice. I love that the climate remains separate from the screen—as they should—yet the slow reactions and load times can be tiring when our phones are so much faster now. A world beater Minor drawbacks aside, the CX-30 Turbo delivers something genuinely rare under $40,000: a convincing blend of driving enjoyment and luxury refinement. If you’re chasing that same combination elsewhere, you’re likely stepping up to something like a BMW X2 or Mercedes-Benz GLA 250—both of which start at significantly higher premiums before options. Viewed through that lens, the Mazda feels like a bargain. There may not be a perfect car in this segment, but in realistic terms, nothing else under $40K brings together this level of style, engagement, and quality. Even without major updates, the CX-30 Turbo continues to punch above its weight in 2026—and remains an easy recommendation. Specs – 2026 Mazda CX-30 Turbo Aire Edition Price (as tested): $37,240 Powertrain Engine: 2.5L turbocharged inline-4 (SKYACTIV-G) Horsepower: 227 hp (250 hp on premium fuel) Torque: 310 lb-ft Transmission: 6-speed automatic Drivetrain: i-Activ all-wheel drive (standard) Fuel Economy & Capacity Real world observed: 24.5 mpg Fuel Tank: 12.7 gallons Estimated Range: ~280–380 miles Dimensions & Chassis Length: 173 in Width: 71 in Height: 61 in Wheelbase: 104 in Ground Clearance: 8 in Curb Weight: ~3,400 lbs Cargo Capacity Behind Rear Seats: 20.2 cu ft Max (Seats Folded): 45.2 cu ft Chassis & Hardware Front Suspension: MacPherson strut Rear Suspension: Torsion beam Steering: Electric power-assisted rack-and-pinion Brakes: 4-wheel disc (vented front) Wheels/Tires: 18-inch alloys, 215/55R18 Interior & Tech Highlights Mazda Connect infotainment w/ rotary controller Apple CarPlay / Android Auto (wireless) Available Bose premium audio Dual-zone climate control Power liftgate Synthetic suede interior (Aire trim) Warranty & Ownership Basic Warranty: 3 years / 36,000 miles Powertrain Warranty: 5 years / 60,000 miles Rust/Corrosion: 5 years / unlimited miles Roadside Assistance: 3 years / 36,000 miles

A legitimately nice car is undone by details and disappointing gas mileage from the PHEV powertrain, 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

The GR Corolla is expectedly spectacular. Perhaps it's even too good 2026 Toyota GR Corolla review with The Road Beat Words and pictures by Mitchell Weitzman Toyota simply making a car too good was not on my bingo card. Ever. And yet, here we are. With the GR (Gazoo Racing) Corolla —an all-wheel-drive (GR-Four), turbocharged hot hatch—Toyota has built something that feels like a modern echo of Group B homologation specials. It’s about as un-Toyota as a Toyota can get, especially from the same company that gave us the Prius (which, admittedly, now looks pretty good). I’ve been waiting years to drive the GR Corolla. So—was it worth it? Yes. This is a genuinely fantastic sports car from an unexpected source. But also… not entirely. Because with this much hype, expectations become nearly impossible to satisfy. And for all its brilliance, the GR Corolla is almost too good—so polished that it starts to lose a bit of the personality that it could have had. Picks This is a hot hatch that looks the part—especially in Supersonic Red. I’ve seen GR Corollas in black, and that’s unfortunate; it hides the aggression baked into the bodywork that separates the alpha from its peasant-spec siblings. In red, the car pops. The widened, bulging fenders and stance give it a proper the rally-bred attitude—it all comes together. The carbon roof is a nice touch, too. The divorced triple exit exhaust? Still awkward. Best not dwell on it—it can always be replaced. Just know red is the color to have on a GR Corolla. Under the hood is a 1.6-liter turbocharged three-cylinder—yes, three cylinders—pushing over 20 PSI of boost. Output sits at 300 horsepower and 295 lb-ft of torque. Not meant for just grabbing headlines as the most powerful Corolla (by far) ever, these figures translate well from paper to practice. Delivering all the important goods, there’s strong drivability at low speeds, a punchy midrange, and a willingness to keep pulling up top as the speed piles on. 0–60 mph happens in 4.7 seconds with some clutch abuse—quick, but more importantly, usable, as this is the kind of acceleration is actually accessible on real roads. The triple doesn’t sound amazing, but it’s far from bad—arguably more characterful than most four-cylinders. Still, a bit more edge wouldn’t hurt. Something closer to a screaming Triumph Speed Triple would elevate the experience immensely. Drive it normally, and it’ll even return around 26 mpg. Not bad at all. Then there’s the steering. Unexpectedly, this might be the best steering of any new car under $100,000 that isn’t a Porsche. It’s that good. It's fantastic. Unlike the featherlight toy variety of normal Corollas, the weighting is spot-on with just the right amount of heft, responses are immediate, and there’s genuine feel coming through the wheel. It’s precise without being nervous and natural without being dull. That combination puts it firmly in S-tier territory. Grip is immense. This car devours corners with an almost absurd level of composure. Tight, technical roads turn into a game with the cheat codes activated , and the GR Corolla just shrugs off imperfections—even mid-corner, even when fully loaded. Understeer? Practically nonexistent in the real world. You can attack a sequence of bends with total confidence, and the car simply sticks and goes with the throttle down. On a proper B-road, it’s devastatingly effective—arguably faster than just about anything including serious exotica. And it's also worth pointing out how unfazed the GR Corolla is by mid-corner imperfections, even when laterally loaded up. Nicks Not surprisingly , the biggest letdown isn’t interior and material quality—it’s design. Step inside, and you’re sternly reminded: this is still a Corolla. While the seats are excellent, the dash and everything else is a complete miss. It’s bulky, uninspired, and frankly a bit ugly. It doesn’t match the driving experience or purpose at all. For a car this capable, the cabin should feel and look more special. Instead, once behind the wheel, your view ahead and around you is nothing short of a cheap econobox. The six-speed manual is good, but not great. It’s smooth and easy to use, but it doesn’t match the weight and precision of the steering. Throws are a bit long, and the action is just too light. Compare it to a Honda Civic Type R, and the difference is obvious—that gearbox is on another level. A heavier, short-throw shifter here would go a long way as would a heavier clutch. Then there’s the all-wheel-drive system. It’s brilliant—and that’s part of the problem. Bred from their multiple World Rally Championships, grip levels are so high that even with traction control off, it’s hard to access any real playfulness on public roads. In the real world, it works too well in a car engineered for speed and control above all else. On track, it will rotate and let itself loose from evidence I've seen in various track tests online. On the street, however, the thresholds are so high that you'll be nowhere near that limit. Ironically, it’s almost too composed. Too capable. To knock a car for being too good is one thing, but it's so put together that even a modest Toyota hatchback has to now be taken to a track to really explore its limits and be a hooligan. On tight, technical roads, something like a GR86 can actually be more fun simply because it operates at lower limits and lets you explore them. The GR Corolla, by contrast, feels like it needs a track—or at least a surface change (the untested gravel mode exists here for a reason.) There's also a lack of direct drama even when driving quickly, just lacking the outright theater and heart-thumping adrenaline shots that a car like the Civic Type R can produce. Heck of a Toyota, too bad it's a Corolla For all its brilliance, the GR Corolla’s biggest weakness is the Corolla part. No matter how good it is to drive, it doesn’t feel special enough when you get in. For a sports car and hot hatch hero, the sense of occasion just isn’t there, and that matters in a car like this. Not helping is a key rival, the Honda Civic Type R, which nails that aspect. From the seating position to the shifter and overall cabin design and quality, it feels like an event with pure intent every time you drive it. It’s also arguably more fun on public roads despite a front-wheel drivetrain. The GR Corolla does definitely make the Volkswagen Golf R feel irrelevant—a less engaging, less rewarding AWD pocket rocket. But here’s the strange part: despite being a manual, turbocharged, all-wheel-drive hot hatch—basically an enthusiast fantasy—it doesn’t quite deliver the emotional punch it should and isn't quite special enough to drive as it could or should be. Instead, there’s always a small reminder: you’re still in a Corolla. And this one costs $49,383. 2026 Toyota GR Corolla Premium Plus specifications Powertrain & Performance Engine: 1.6L turbocharged inline-3 (G16E-GTS) Output: 300 hp @ 6,500 rpm Torque: 295 lb-ft @ 3,250 rpm Drivetrain: GR-FOUR all-wheel drive Transmission: 6-speed manual (iMT) Differentials: Front & rear Torsen limited-slip (standard) 0–60 mph: ~4.7 seconds Chassis & Hardware Suspension: MacPherson strut (front), multi-link (rear) Brakes: 14.4-inch 4-piston front / 11.7-inch 2-piston rear fixed calipers Wheels/Tires: 18-inch alloys, 235/40/18 Michelin Pilot Sport 5 Dimensions & Weight Curb weight: About 3,330lbs Wheelbase: 104 in Length: 175 in Fuel Economy EPA: 21 / 28 mpg (city/highway), 24 combined Real world economy: 26 MPG Fuel: Premium unleaded Interior & Practicality Seating: 5 Cargo capacity: 17.8 cu ft Key Features (Premium Plus) Forged carbon-fiber roof Head-up display JBL premium audio system Heated sport seats (Brin Naub/suede trim) Toyota Safety Sense 3.0 Pricing Base MSRP (Premium Plus): ~$45,965 As-tested: $49,383 with destination. More photos of the 2026 Toyota GR Corolla Premium Plus

2026 BMW iX review with The Road Beat Words and pictures: Mitchell Weitzman UPDATE: BMW announced just this past week that the iX will be discontinued after the 2026 model year. It will be replaced by the upcoming iX3 by late summer. 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