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The older CX-5 could have been replaced by the CX-50, but it's at least cheaper 2025 Mazda CX-5 Turbo review by The Road Beat Words and pictures: Mitchell Weitzman In light of Mazda’s introduction of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

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

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

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

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

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

This huge SUV from Toyota is a winner 2026 Toyota Grand Highlander Hybrid MAX review by The Road Beat Words and pictures: Mitchell Weitzman Toyota has quietly made the strongest case yet for what a big family SUV should be. Without resorting to the bloated, luxury-leaning excess of American full-size offerings, the Grand Highlander Hybrid Max delivers about as complete a package as you’ll find for $60,000 and less. Targeting consistency and an approachable user experience, it’s the way this Toyota does everything  well that makes it so compelling and arguably the best large SUV for most families today. Picks Measuring 201 inches long, 78 inches wide, and 70 inches tall, the Grand Highlander is unquestionably a large vehicle of mammoth proportions. But it’s not just the stretched exterior sheet metal that defines its size—Toyota’s engineers have maximized interior packaging in a way that genuinely benefits passengers and cargo alike. Despite being physically smaller than Toyota's own Sequoia, the Grand Highlander is noticeably more accommodating inside in each and every corner. If you want a bigger SUV they do exist, but there is simply no reason. For some ore facts and figures, the rear cargo space is nearly 21-cubic feet with the third row of seats in place. Folded down, that number swells to a terrific 58 cubic-feet, over 50% more than what relatively spacious RAV4 already offers. The more expensive and fat Sequoia only offer 49-cubic feet when its third row is folded down. Speaking of which, a Sequoia's third row does not fold flat into the floor, but the Grand Highlander does. Rear cargo space measures nearly 21 cubic feet with the third row still in place. Fold those extra seats down and capacity expands to an excellent 58 cubic feet—over 50 percent more than what the already-spacious RAV4 offers. For context, the significantly more expensive (and significantly bulkier) Sequoia manages just 49 cubic feet with its third row folded. Compounding that disadvantage, the Sequoia’s third row doesn’t fold flat into the floor, while the Grand Highlander’s does. Further, close competitors like the Hyundai Palisade and Honda Pilot also offer a weaker 49 cubic feet of storage with their own third of seats folded down. Legroom in both the first and second row is generous and paired with genuinely comfortable seating. More impressive still is the third row, which can actually accommodate adult humans—not just children or the occasional house cat. Storage is abundant throughout the cabin, including a deep center console, and Toyota has wisely scattered USB ports where people may actually want them. Cue Radiohead, because this is an SUV with "Everything in its Right Place." Driver ergonomics are logical, controls are intuitive, and there’s no learning curve just to operate basic functions from first ingress. Climate controls are immediate and obvious, the touchscreen interface is clean and responsive, and—thankfully—Toyota has retained lots of physical buttons throughout the cabin instead of surrendering to the fallacy of capacitive, fake digital controls. Cars don’t have to be frustrating to live with, and Toyota proves it here. With actual thought, the Grand Highlander avoids the minor but persistent annoyances that plague many rivals. Unlike the last Mazda CX-90 I tested, rear doors include touch-sensitive lock/unlock functionality. Inside, the infotainment system is lag-free, and the top-view camera controls are sensibly placed (unlike the latest Palisade, which inexplicably mounts the switch off near the passenger’s knee). Like all Toyotas, the vehicle remembers your heated seat and steering wheel settings (and turn back on upon startup), automatic high beams can be permanently disabled if you’re so inclined (I am), and radar cruise control can be disengaged with a couple of clicks on the steering wheel—no menu-diving required. On the road, the Grand Highlander does feel large, but it disguises its mass better than the XXL American SUVs from Ford and GM and feels noticeably slimmer than Toyota’s own ungainly Sequoia. This isn’t an SUV designed to excite, but it’s stable, predictable, and easy to place. Steering is accurate if numb, striking a balance between lightness and control that suits the vehicle’s mission. While there’s no meaningful feedback, it’s at least precise—and in real-world driving, that matters more. The standout mechanical element is the Hybrid Max four-cylinder powertrain. Combining turbocharging with hybridization, Toyota has created its most impressive powertrain in recent memory. With 362 horsepower and 400 lb-ft of torque, there’s immediate thrust at any speed or throttle position. More importantly, the system operates cohesively and smoothly which other brands have yet to fully crack when it comes to hybrids and throttle response. And unlike Toyota’s typical hybrid setups, the Hybrid Max ditches the CVT in favor of a proper six-speed automatic which allows the car to better use the available power from low RPMs and sacrifices nothing in terms of response. At neither crawling speeds or highway passing, there are zero hiccups, something that can’t always be said for rivals with lacking engines or disjointed hybrids. The 2.4-liter turbocharged four-cylinder is also far less coarse than past and current Toyota four-cylinders, aided further by the absence of a CVT locking it into a constant drone. Need a quick burst of speed from 30 mph? A slight tip-in of the throttle is all it takes to boil—no hesitation, no drama. Fuel economy averaged 25 mpg over a week of mixed driving, which may not sound impressive for a hybrid, but it’s excellent for a three-row SUV of this size with genuine straight-line shove. Competitors from Honda and Hyundai still rely on naturally aspirated V6 engines. While smooth-spinning and pleasant-sounding, they lack the flexibility and immediacy of Toyota’s Hybrid Max four-cylinder which feels like in another league of usable and appreciated everyday punch. By the time those engines have downshifted multiple gears, the Toyota is already gone. It may not be emotive or elegant, but it’s ruthlessly effective. Ride quality is cushioned and composed, soaking up dips and broken pavement without feeling floaty, and highway cruising is impressively quiet. The Hybrid Max also offers up to 5,000 pounds of towing capacity, enough for most wake boats or weekend lake toys. Nicks Complaints are few and far between. At $60,770 as tested, the Grand Highlander Hybrid Max Platinum is undeniably expensive—but this one is also fully-loaded with nearly every feature and creature comfort imaginable. For context, similarly equipped Hyundai Palisades and Mazda CX-90s land in the same territory. Where the Toyota does trail potential rivals is in outright luxury. Even in the precious metal grade Platinum trim, harder plastics are prevalent, and there’s less leather and soft-touch materials than you’ll find in a comparable Palisade or CX-90. That said, I’d gladly trade some material richness for how much easier the Grand Highlander is to live with day to day. The one control misstep is the heated steering wheel switch, awkwardly placed near the driver’s left knee while the heated seat controls live below the central touchscreen. Toyota’s JBL-branded sound systems still fail to impress me, plus there's a very oddly placed and framed USB port in the front. Extra plastics are used on the door paneling and the bezel around the window switches Enthusiastic drivers will also find little engagement here. Compared to the planted, confidence-inspiring Mazda CX-9 or CX-90, the Grand Highlander lacks precision when pushed. You can  hustle it down a winding road, but it won’t reward you for trying. Still, how often are you genuinely driving a vehicle like this quickly—and for fun? Be wary of the active driving aids like lane departure, which can often be seem more harmful than helpful. Not a negative per se, but yet to be driven is Hyundai's new hybrid system for its Palisade, which sees a healthy increase in horsepower and efficiency compared to its aging and weak V6. Depending how that is in the real world, it could be a notable new contender. The best SUV choice The Grand Highlander Hybrid MAX may not be sexy by design or in its mission, but it also doesn’t pretend to be; Its defining trait is just how effortlessly it fits into daily life. Bigger than most people will ever need, it drives well enough, offers serious power without punishing fuel consumption (like say, a Red Sox fan following Postseason elimination), and features some of the most sensible controls in the segment. Interior materials could stand to improve at this price point, but as a complete package—an SUV you drive every day, load with family, dogs, or a Facebook Marketplace find—it’s difficult to beat. As cars get needlessly and endlessly more complicated, the Grand Highlander—and especially in Hybrid Max form—is comprehensively competent and refreshingly easy to live with. For those uninterested in the added horsepower, the Grand Highlander itself starts at just over $40K for a stripped out and still huge and hugely convenient SUV. 2026 Toyota Grand Highlander Platinum Hybrid Max Specifications As-tested price: $60,770 Powertrain & Performance Turbocharged 2.4-liter four-cylinder Hybrid Max Combined output: 362 horsepower Combined torque: 400 lb-ft Six-speed automatic transmission All-wheel drive Fuel type: Regular unleaded Maximum towing capacity: 5,000 pounds Fuel Economy EPA Combined: 27 MPG Road Beat Real World MPG: 25 Dimensions Overall length: 201 inches Overall width (without mirrors): 78 inches Overall height: 70 inches Wheelbase: 116 inches Weight & Capacities Curb weight: about 4,900 pounds Gross vehicle weight rating (GVWR): 6,340 pounds Fuel tank capacity: 17 gallons Seating capacity: 7 passengers Interior Space Passenger volume: 149 cubic feet Cargo space behind third row: 21 cubic feet Cargo space behind second row: 58 cubic feet Maximum cargo space (all seats folded): 98 cubic feet Chassis, Wheels & Tires Wheel size: 20-inch aluminum alloy wheels Tire size: 255/55R20 all-season Front suspension: MacPherson strut Rear suspension: Multi-link Steering: Electric power-assisted rack-and-pinion Warranty Basic vehicle warranty: 3 years / 36,000 miles Powertrain warranty: 5 years / 60,000 miles Hybrid component warranty: 8 years / 100,000 miles Hybrid battery warranty: 10 years / 150,000 miles Corrosion warranty: 5 years / unlimited miles Comparison table with key, comparable rivals Specification Toyota Grand Highlander Hybrid MAX Honda Pilot (AWD V-6) Hyundai Palisade (3.5 L V6 AWD) Mazda CX-90 (3.3 Turbo AWD) Engine Turbo 2.4 L + electric hybrid, 362 hp / 400 lb-ft 3.5 L V-6, 285 hp / 262 lb-ft 3.5 L V6, 287 hp / 260 lb-ft 3.3 L inline-6 turbo, ~280 hp / ~332 lb-ft Transmission 6-speed automatic 10-speed automatic 8-speed automatic 8-speed automatic Drivetrain AWD AWD AWD AWD Fuel Economy (EPA Combined) 27 mpg 22 mpg 21 mpg 25 mpg Cargo (behind 3rd row) 21 cu ft 19 cu ft 19 cu ft 16 cu ft Cargo (behind 2nd row) 58 cu ft 49 cu ft 87 cu ft 40 cu ft Cargo (max, all seats down) 98 cu ft 113 cu ft 87 cu ft 75 cu ft Overall Length 201 in 200 in 199 in 201 in Width (without mirrors) 78 in 78 in 78 in 85 in Height 70 in 71 in 69 in 68 in Wheelbase 116 in 114 in 117 in 123 in Seating Capacity 7 8 8 8 Towing Capacity 5,000 lbs 5,000 lbs 5,000 lbs 5,000 lbs

Extremely good looks are ready for the TikTok generation 2025 Volkswagen Tiguan review by The Road Beat Words and pictures: Mitchell Weitzman TikTok has a pronounced effect on contemporary consumerism. Favoring aesthetics before substance, it won’t be long before endless clips of the new Volkswagen Tiguan flood feeds, buoyed by its genuinely striking looks. And on that front, the Tiguan will win plenty of hearts. But those quick-hit videos and surface-level 'reviews' won’t show the troubling details that undermine the exceptional efforts of the exterior styling. Picks Mazda has long worn the crown for the most attractive crossover in this fiercely competitive segment, but Volkswagen has stormed in and seized its throne. The previous Tiguan was already a good-looking vehicle, but the new lines breathe a subtle upscale nuance — especially up front — making this attainable crossover look far more expensive than it actually is. In fact, it now looks more like an Audi than most Audis do. Honestly, better than an Audi. Open the door for the first time and the reaction mirrors the exterior — overwhelmingly positive. Volkswagen’s brown interior option deserves praise as well, looking rich and intentional rather than dingy or dirty, something brown interiors often suffer from in vehicles like the RAV4 or GMC Terrain. The sweeping, oversized screen immediately grabs attention, and the Tiguan’s traditional strength of interior space continues. Rear-seat legroom is generous, and while previous Tiguans offered an optional third row that was nearly useless, its omission here is no loss at all. Unlike other Volkswagen crossovers that suffer from overly light, numb steering, the Tiguan finally delivers some weight and substance behind the wheel. While ultimate tactility is still lacking, steering accuracy and response are excellent for the class, giving the Tiguan a genuinely capable, almost sporty feel — something most rivals (Mazda’s CX-5 and CX-50 aside) simply don’t offer. Sharing its platform roots with the Golf certainly helps, and while many mainstream VWs and other crossovers feel dull and detached, the Tiguan has a welcome edge on Northern California’s twisty foothill roads. With all-wheel drive eliminating torque steer and power levels that don’t overwhelm the tires, the Tiguan’s chassis feels constantly planted and composed especially when leaving corners under power. Balance is impressive for a roomy mover of persons, and while it’s not outright fun in the traditional sense nor genuinely rewarding to drive briskly, its stout front axle and body control are solid, giving a confidence when pushed. Power comes from Volkswagen’s familiar turbocharged 2.0-liter four-cylinder, producing just over 200 horsepower. It’s not an exciting or even quick unit, but it is at least smooth under operation and sounds better than its Japanese contemporaries. Acceleration is barely adequate rather than exciting, with 0–60 mph arriving in the mid-eight-second range. Fuel economy hovered around 25–26 mpg combined over a week of commuting and errands. The good news is the 2026 model year will see a big upgrade to 268-horsepower. Price is competitive for this top SEL R-Line example, ringing the register at $41,180 all-in as-tested. Nicks Unfortunately, many of the Tiguan’s biggest disappointments are things those TikTok and YouTube shorts will never show. While the cabin initially impresses, that feeling fades quickly once you start living with it. The colors and materials may impress at first glance, but the design lacks cohesion. That massive screen, for example, is poorly integrated into the dashboard, appearing as a standalone slab awkwardly mounted on top. The bulky support structure on the passenger side for said screen only reinforces the sense that the interior was finished first, and the screen was added later as an afterthought. While this cabin is a step forward from recent Volkswagens, the appeal is surface level as the interior quickly reveals itself to be fussy and incoherent. Wood trim options only make matters worse, looking cheap and out of place — more Temu than premium — and clashing with the rest of the design language. Notice how the screen meets the dash on the passenger side...Afterthought. Then there’s the center console armrest, which remains one of the worst in the industry. It creaks loudly due to its notched adjustment mechanism, and you must open it fully just to close it again. Try to grab something quickly and close it from partway up? Too bad — it won’t. What would be a great idea is to use the latch as a clutch so you can you raise and lower it at your behest and without the awful creaking noise, but they didn't try hard enough. The idea of an adjustable armrest makes sense, but the execution is awful. In a new vehicle and the top Tiguan of the year, the cheap noises and clunky operation are unacceptable. Controls elsewhere don’t fare much better. The capacitive sliders for volume and temperature beneath the screen are frustrating, requiring repeated swipes instead of allowing you to hold your finger for quick adjustments. To make matters worse, there are also digital climate controls buried inside of menus on the screen itself. The result is two different temperature controls located mere centimeters apart, neither of which work particularly well; Physical knobs would solve all of this instantly. Adding insult to injury, the rearview camera resolution is poor by modern standards. Material quality further disappoints once you start wholly interacting with the cabin, with many surfaces feel hollow and cheap. Even the turn signal stalks, while visually clean, are overly smooth and slippery, making it easy to accidentally trigger the windshield washers when signaling or using the high beams. The steering wheel is overloaded with buttons as well — a far cry from when cars had just a few, or none at all. Passenger space is competitive, but cargo room is not. With just 27 cubic feet behind the rear seats, the Tiguan massively trails key rivals like the Toyota RAV4 and Honda CR-V which offer nearly 40 cubes of storage. That number is also a massive reduction compared to the 2024 version, so if maximizing trips to Costco matters to you, this isn’t the vehicle to buy. And for those who actually used the Tiguan’s old third row, Hyundai’s Santa Fe now fills that niche at a mostly similar if slightly higher price point, offering more usable space and strong styling of its own. Volkswagen clearly chased glitz and glamour here, but quality and usability took a back seat. Yes, this is still an affordable vehicle by segment standards, and compromises are inevitable. But these feel like the wrong compromises. Starts off as impressive because busy and fussy 2026 solves the lethargic acceleration, but Volkswagen also continues to not offer any hybrid option, something Mazda now does along with typical stalwarts like the CR-V Hybrid and RAV4 (now only hybrid for the 2026 model year). A tough spot to be in Volkswagen has created the visual leader of the segment, and the Tiguan’s driving dynamics are beat most rivals. The upgraded engine next year will also add the much-needed spice to the grunt department. I genuinely enjoyed driving it day to day during my test, but enjoyment on the move actually driving doesn’t outweigh the daily frustrations inside when interacting with the cabin. Not everyone will be as sensitive to tactile quality and control logic as I am, but these issues add up quickly to me when other brands are just easier to use. There are simply nicer, more intuitive, and more spacious vehicles available to choose from. This is the best Tiguan yet, with real improvements (and more to come) and clear strengths — but once again, it’s the little things that hold another Volkswagen back. More photos from the 2025 Volkswagen Tiguan review 2025 Volkswagen Tiguan SEL R-Line 4Motion main specifications Price as-tested: $41,180 Powertrain Engine: 2.0-liter turbocharged inline-4 Horsepower: 201 hp Torque: 221 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive (4MOTION) Performance 0–60 mph: ~8.5 seconds Towing capacity: 1,800 lbs Fuel Economy EPA combined: 25 mpg EPA city / highway: 22 / 30 mpg Fuel tank capacity: 15.6 gallons Dimensions Length: 185 in Wheelbase: 110 in Width: 73 in Height: 67 in Ground clearance: 7 in Curb weight: ~3,900 lbs Interior & Cargo Seating capacity: 5 passengers Cargo volume (rear seats up): 27 cu ft Cargo volume (rear seats folded): 59 cu ft Chassis Front suspension: Independent strut Rear suspension: Multi-link Brakes: Four-wheel disc (vented front) Wheels & Tires Wheel size: 20-inch alloy Tire size: 255/40R20 all-season Standard / Key Features (SEL R-Line) Large touchscreen infotainment display Wireless Apple CarPlay & Android Auto Digital instrument cluster IQ.DRIVE driver-assistance suite Leather seating surfaces Heated front seats R-Line exterior and interior trim accents Comparisons against key 2025 rivals (in comparable top trims and non-hybrids) on the spec sheet Spec VW Tiguan SEL R-Line AWD Toyota RAV4 Limited AWD Honda CR-V AWD Mazda CX-50 Turbo AWD Engine 2.0T I4 2.5 I4 1.5T I4 2.5T I4 Horsepower 201 hp 203 hp 190 hp 227 hp Torque 221 lb-ft 184 lb-ft 179 lb-ft 320 lb-ft Transmission 8-speed auto 8-speed auto CVT 6-speed auto Drivetrain AWD AWD AWD AWD 0–60 mph (est.) ~9 sec ~8 sec ~8.5–9 sec ~6 sec EPA MPG 25 mpg 28 mpg 28 mpg 25 mpg Cargo (rear seats up) 27 cu ft 37 cu ft 39 cu ft 32 cu ft Cargo (seats folded) 59 cu ft 70 cu ft 76 cu ft 56 cu ft Towing Capacity 1,800 lbs 1,500 lbs 1,500 lbs 3,500 lbs Wheel Size 20 in 19 in 18–19 in 20 in Approx MSRP ~$41,000+ ~$42,000 ~$36,500–$38,000 ~$43,000 (Premium Plus Turbo)

2026 Toyota Crown review by The Road Beat Words and pictures: Mitchell Weitzman Looks should never singularly define a car, but when a car resembles the Toyota Crown, resisting judgment becomes difficult. Even though Toyota has had recent design successes like the Prius, the brand proves they're still not afraid to serve us something truly mortifying. The self‑pronounced aesthetician of the 20th century, Lord Henry Wotton, said, "...Real beauty ends where an intellectual expression begins," but in the case of the Crown, it lacks both beauty and nearly any remote sign of intellect. Where does it all go wrong? Crown feels like an answer to a question or desire that never existed. Continuing the lineage of the Avalon — once the preeminent affordably large sedan for retirees — the Crown has become a bulbous, lifted sedan that appears like a normal car infected by a benign tumor. A shame, because the last Avalon was genuinely great‑looking, and simply a great all‑rounder, full stop. There's no hiding from the fact sedan sales have declined over the past decade as crossovers and SUVs now dominate new‑car purchases. Yet the solution to succeeding the Avalon was by no means making a normal car “a little more crossover‑like,” because the end result is one of the ugliest machines on sale today at any price. Toyota also hoped to make the Crown a more upscale experience — a nod to a name used in the past for its higher‑end JDM models and an attempt to capture some of the cultural buzz around Netflix's The Crown , as many Americans are serially obsessed with the British Royal Family. And upon first acquaintance and ingress, a glance around reveals what is easily one of the nicer interiors ever fitted to a mainstream Toyota car. But then reality crashes in: this “nice for a Toyota” comes at a wildly overzealous price — $49,900 as tested here for this 2026 Nightshade example, and prices can quickly creep to nearly $60,000 for other variants with essentially the same trimmings. The end result is surface‑level luxury, with soft padding and what appears to be leather, but the moment you interact with the controls, buttons, storage compartments, or even the trunk release, you're reminded this is not a genuine luxury car — it's only posing as one. Compounding that, despite its enormous trunk, the Crown still omits a power‑opening and closing trunk — a classic luxury‑car hallmark and something that has even trickled down to Hyundai Sonatas. Then there's the way it drives — so entirely unremarkable. The steering is mute and lacks immediate connection, the ride quality isn't all that plush and can bounce around when encountering mild freeway impacts, and if you aim its nose at a corner, you'll miss, thanks to body roll and pronounced understeer. Enter a sequence of tight, connecting turns even at a mild speed, and the lazy nature reveals a sloppiness the old Avalon didn't even exhibit. Fuel economy of this hybrid only model is fortunately excellent for such a large sedan, averaging 36 MPG in mixed driving, but that comes at a cost to dignity. Under the hood is a 2.4‑liter four‑cylinder hybrid powertrain paired to a CVT, and the engine sounds absolutely atrocious when accelerating. Exacerbated by the CVT holding a constant droning and moaning RPM, the noise spilling from the engine bay is loud and obnoxious, entirely undermining its goal of being a luxury vehicle. Power further fails to impress, requiring a deep stab of throttle to merge onto freeways, at which point your ears beg for this hybrid to just be a full EV instead. It’s a terrible powertrain that lacks performance and delights only in fuel economy. In true Toyota fashion, the Crown includes all the basic driver‑safety tech and gizmos as standard, but this is no longer a unique selling point — competitors offer the same. I do appreciate the availability of normal cruise control instead of solely the horrid radar version, and the center touchscreen is easy to use even if some of the settings are oddly organized ( like why is the screen beep setting not also under the sound menu?). Like other recent Toyotas, the lane‑departure warning is more hazardous than helpful, as it likes to follow exit lanes, grab painted lines, and feel like it's working against you. Thankfully, it can be disabled, albeit indefinitely. A bad Toyota, even by Toyota standards Aside from its excellent fuel economy, there is nothing else to like about the Crown. And if economy is the goal— which means saving money is a priority — pocket ten grand and get a loaded Camry instead, plus it returns even better MPG. Worse still, despite the bulbous shape, cabin space never feels particularly generous, with less rear‑legroom than anticipated for the adults I ferried. Between the embarrassing looks and dull, cumbersome driving experience, the Crown is an oddball that does nothing competently enough to make up for its drawbacks. Yes, Toyota offers the step‑up Crown MAX with increased power, but the dynamics don’t blend with the added power, and the price then approaches $60K — frankly a ripoff for a niche Toyota sedan. It will never be a crossover in any meaningful way, and if you want the visibility and ease of entry that comes with that form factor, just get a proper crossover. The Crown Signia is the far superior option in the Crown family itself, thanks to its wagon form factor, added utility, and actually decent looks to pair with the great mileage. Other vehicles to consider: Acura TLX, Genesis G80 (if you’re eyeing a $60K Crown Hybrid MAX), Toyota Camry, Lexus ES, Audi A5, Lexus NX or RX — there is no shortage of superior alternatives around the $50K–$60K mark. 2026 Toyota Crown Nightshade specifications Powertrain & Performance 2.5-liter inline-4 hybrid engine (gas + electric motors) 236 hp combined output 0-60 MPH: ~7.5 seconds Electronic continuously variable transmission (ECVT) Standard all-wheel drive (AWD) EPA-estimated fuel economy: ~42 mpg city / 41 mpg highway Real world economy: 36 MPG Dimensions & Weight Wheelbase: 112 in Overall length: 196 in Width (without mirrors): 72 in Height: 61 in Curb weight: ~4,000 lbs Trunk volume: ~15 cu ft Wheels & Exterior 21-inch matte-black alloy wheels (Nightshade-specific) 5-passenger sedan with lifted ride height / “crossover-leaning” stance Interior & Features Seating capacity: 5 Leather seats Toyota Safety Sense 3.0 driver-assist suite standard Radar and normal cruise control 12.3 inch touchscreen display with Apple CarPlay and Android Auto JBL stereo Warranty 3-year / 36,000-mile basic warranty

Progress has robbed the GTI some of its past magic 2025 Volkswagen GTI review by The Road Beat Words and pictures: Mitchell Weitzman In the quest for insatiable speed , the venerable Volkswagen GTI has lost some of its intangible mojo that made past iterations pure enthusiast dynamite. From the humble original to the revolutionary MKV model nearly 20 years ago, the GTI has been a hot hatch mainstay, embodying the highly practical, approachable, and highly attainable performance car. Yet, in the pursuit of progress, corporate overreach has invaded the sanctity of this icon. Even though the refreshed MK8.5 remains an insanely capable performance prospect, its priceless charm is evaporating. Picks There’s no ignoring that the GTI is a huge offender when it comes to sheer speed. With 241-horsepower claimed on paper and a walloping 273 lb-ft, its turbocharged four-cylinder hits with minimal lag, shoving you into your seat with the force of what must be at least 300 horsepower. Zero to 60 mph is dispatched in just 5.2 seconds, thanks to the launch control-enabled dual-clutch transmission that changes gear like an automatic machine gun. For “just a GTI,” this latest version punches so far above its weight class, it can keep up with Ford Mustangs and dust any new Mazda Miata. It also rarely feels any bit slower than the top-tier Golf R. My old Nissan 370Z with its burly V6 also wouldn’t stand a chance in the real world because the GTI just makes power simply everywhere , from down low and carries a stampede right up to the redline. Grip is colossal, thanks to its dialed chassis and sticky Michelin tires. The real admiration lies in how the front end bites relentlessly despite the front-wheel-drive layout. Torque steer? Largely absent, even with the big power on tap—a combo that historically was a recipe for disaster when sending serious power to just the front wheels. Modern engineering, and some electronic wizardry, renders those fears inconsequential. The front axle’s composure isn’t just for straight lines but shines most notably through the turns. Even when loaded laterally while transmitting all its boosted horsepower, it stays unflappable and right on line. Tuck the GTI’s nose hard into a corner—be it a long carousel like a freeway on-ramp or Turn 6 at Sonoma—and you can keep squeezing the throttle toward your apex and exit with minimal understeer. There’s also a degree of adjustability when you lift off, invoking some helpful rotation. It’s forgiving, too, allowing multiple steering tweaks to carve your perfect line or when dodging potholes on your favorite backroad. Three pedals will almost always trump two, but the GTI’s dual-clutch automated manual is a defining feature that brought these hallmark transmissions to the masses in cars like the MKV and Audi TT. The face those affordable cars had dual-clutch automated manuals before any supercar shows testament to how far ahead VW and Audi were when designing this industry standard. As time and tech have marched on, the shifts are as instant as you’d want from a car like the GTI, with up- and downshifts snapping off with more precision and speed than a torque converter. With seven gears and the small four-cylinder engine, the overall MPG hit a remarkable 29 after a week of mixed driving, too. Being a refresh to the MK8.5 now, refreshed styling does sharpen the GTI’s look with sleeker LEDs, but it’s more evolution than revolution—still handsome, just not anything to be that excited over. Nicks So where does the GTI miss the mark? A lot of the above, actually, plus a few other problematic areas that rob this marvelous hot hatch of the very character it built its legacy on. By chasing numbers and the odds-defying levels of grip, what has been sacrificed is civility. Between the road noise and blatantly stiff ride quality on normal California roads, it's not the happy and comfy everyday car they once were. Instead, it's just too angry for its own good, and that hurts the daily driving ability, but it also doesn't go far enough because it's still way behind the intensity and adrenaline-inducing daze of the next stup up: the Honda Civic Type R. This might be a sharper and harder GTI than ever, but it's lost the identity and playfulness that made it an icon while still being considerably behind cars like the Type R and Elantra N for outright driving satisfaction. While the interior may have at least (thankfully) ditched the troublesome haptic controls on the steering wheel, but they linger elsewhere for volume and temperature adjustments just below the center display. These are solutions to nonexistent problems, making simple tasks increasingly frustrating over time. The mash of buttons below the screen for climate and driving modes is a puzzle, particularly the climate switch, lazily labeled “clima” (an example of Euro-chic branding fail). You can adjust temperature and fan speed via the screen, but you must first press “clima” below —an inconveniently unthoughtful order of operations. The rest of the center display is a mess of boardroom planning by folks who never touch the programs they create. The user experience is awful, with a labyrinth of screens and buried menus that require LSAT-level studying to learn and navigate through for even basic vehicle functions. Center console storage is a disaster, emitting an awful noise when opening, and in order to close it, you must raise it all the way up first. How about a simple latch with a clutch? It also just feels bad in operation. This crappy console belongs in a tin-can rental car from when John Kerry was a presidential candidate - just inexcusable in a car costing this much money and in this year when quality standards have moved well past. I had high hopes for the seats since they look the part with their big bolsters, but I actually found the front ones uncomfortable; The angle of the back and head restraint seems designed for contortionists. To keep it from pushing your head too far forward, you must recline significantly—a bizarre exercise in ergonomics, or the lack thereof. These seats would also be a nightmare at a track day with a helmet, as the forward tilt shoves your head forward, rendering the bolstering useless and your neck sore The SE seats are at least a combination of soft ultrasuede with some stitching accents, and the thumping Harman Kardon stereo adds a premium touch, but it’s not enough to save the haphazard experience. Seats might be a godsend for others, and maybe some aren't as particular as me for UX and other maladies, but where latest GTI disappoints is in its practice and experience as a performance vehicle. Because with all that speed and capability, you would hope for a sense of fun and emotion, and it's vacant from the GTI. Adding a loud exhaust hasn't helped either, which sounds artificial and just like a cheap tuner prop from a Fast & The Furious movie, farting its way obnoxiously through the gears with each upshift with an exaggerated and pointless pop that becomes lowkey embarrassing. The seats might be a godsend for some and their particular (peculiar) shape, and maybe others aren’t as picky about digital UX or these maladies, but where the latest GTI truly disappoints is in its performance experience - and not because it lacks performance. See, with all that speed and capability, you’d hope for some fun and emotion, but it’s sadly AWOL. The obnoxiously loud exhaust doesn’t help with its poor four-cylinder noises, but detracts further by sounding excessively artificial—like a cheap tuner prop from a Fast & Furious  movie. And with that dual-clutch transmission, it then farts its way through the gears with exaggerated, pointless pops that become low-key embarrassing. The dual-clutch gearbox itself might be a superlative example for shift speed and outright operation, but it’s so objectively good it’s dull. You’d think something so snappy would at least have decent paddle shifters, but these plastic, short-travel ones belong on a Corolla. It's almost a paradox that the same transmission that revolutionized the MKV GTI for its unique placement and ability now just blends in with so many others, detracting from the experience rather than adding to it. The little shifter for selecting park and drive also looks and feels lame in operation, too. And why don’t aggressive downshifts bring much engine braking? That’s useful for spirited driving and controlling the chassis. Add these ingredients together, and while the GTI can deliver supercar-baiting pace, it’s a bit soulless and, frankly, boring. The sound isn’t good, the steering feels artificially heavy with muted feedback, and the sharp handling comes with a harsh, bouncy ride on Northern California roads. Instead of being a fun little car that’s a blast to abuse, it’s too clinical for its own good. Rival newcomer vehicles like the Hyundai Elantra N are simply more engaging on backroads. Sure , call me a cynic It’s a pity Volkswagen didn’t send a manual transmission GTI to test, as that added interaction could inject some secret sauce back into the GTI. But wait—what’s that? A manual GTI would’ve been impossible because they no longer offer their hot hatch hero with a stick shift full stop. From past experience with VW manuals in cars like the Jetta GLI, their DIY operation is admittedly less satisfying than what Honda, Mazda, or even Hyundai offers, but even a less-than-perfect manual would make for a more fun and exciting GTI. It might also hopefully avoid the excessive pre-programmed flatulence on upshifts. In reality, though, the Jetta GLI is the more fun car to drive daily with its exploitable chassis, much like the GTI was meant to be historically. The other issue? The GTI SE as-tested starts a hair under $39,000 with destination factored in, and can easily crest $40K with options, either of which is considerably more than an Elantra N—the objectively and subjectively superior performance. If you go up to the Autobahn-spec GTI, you'll be spending even more for just few extra luxury cover-ups of what is obviously not a luxury car to begin with. At the other end, you’re not far from a Honda Civic Type R, which cranks the aggression up several notches, boasts perhaps the best manual ever, and delivers unmatched intensity and engagement. VW has landed the GTI in an unfortunate no man's land, being too hardcore yet not hardcore enough, sitting in a strange middle ground that misses the mark as a complete package. The Jetta GLI now is the preferred of the two because it's actually now more fun thanks to its softer personality that makes it more fun on public roads. So, slow the GTI down, soften it up to make it usable and exploitable again, make the manual simply mandatory, and the GTI could again be what it ought to be. Once the people’s hot hatch, the GTI has traded its joyful soul for sterile speed, leaving enthusiasts longing for the magic of old. 2025 Volkswagen Golf GTI SE review As-tested price: Est. $39,000 Pros: Outstanding performance in all directions Cons: No more manual; UX; Too harsh on normal roads 2025 Volkswagen Golf GTI SE Basic specifications and figures Specification Details Engine Turbocharged 2.0-liter inline-4 (TSI), direct fuel injection, DOHC 16-valve Horsepower 241 hp @ 5,000-6,500 rpm Torque 273 lb-ft @ 1,600-4,300 rpm Transmission 7-speed dual-clutch automatic (DSG) with launch control and paddle shifters Drivetrain Front-wheel drive (FWD) with electronic limited-slip differential (VAQ) 0-60 mph Acceleration 5.2 seconds Top Speed 129 mph (electronically limited) Fuel Economy (EPA) 24 mpg city / 33 mpg highway / 27 mpg combined Real World Economy 29 MPG Brakes 13.4-inch vented front discs / 12.2-inch vented rear discs Wheels/Tires 18-inch alloy wheels (split 5-spoke design) with 235/40R-18 all-season or summer performance tires (e.g., Hankook Ventus S1 evo3) Dimensions (L x W x H) 168.9 in x 70.4 in x 57.7 in Wheelbase 103.6 in Curb Weight Approximately 3,250 lbs Seating Capacity 5 passengers Cargo Volume 19.9 cu ft behind rear seats / 34.5 cu ft with seats folded Passenger Volume 92 cu ft (front: 51 cu ft / rear: 41 cu ft) Infotainment 12.9-inch touchscreen with wireless Apple CarPlay/Android Auto, navigation, IDA voice assistant (with ChatGPT integration), 9-speaker Harman Kardon premium audio Safety Features (Standard) IQ.DRIVE suite: Adaptive cruise control, automatic emergency braking with pedestrian detection, lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, Dynamic Road Sign Recognition Starting MSRP $37,705 (U.S., excluding destination fee of ~$1,200; prices may vary by region)

2026 Honda Passport Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman I’d been eagerly awaiting a revamped Honda Passport, and when it comes to visuals, this new edition dressed in Trailsport guise nails the mission brief. Purposeful yet not outlandish, this wannabe off-roader channels a bit of Defender-lite flair and finally gives the formerly incognito Passport some well-deserved presence. Unfortunately, despite its rugged makeover, the latest Passport undermines itself with gruff characteristics that do without charm. Picks The main selling point of the Passport Trailsport is undoubtedly its newly discovered good looks, earning compliments from several friends. Backing up its off-road aesthetic are real, functional knobby tires that genuinely can help grip the soil beneath when venturing to Tahoe or in the modest dirt and gravel parking lot (what most G-Wagons ever see). Inside, electronic aids assist in mildly challenging conditions, while the suspension has been retuned for a small increase in ground clearance and longer shock travel, allowing better articulation over uneven terrain. With its smartly designed front fascia and undertray, a 23-degree approach angle actually outperforms some trims of the new 4Runner (which has a highly compromising air dam). Passport was long overdue for the same obligatory interior refresh now standard in other Hondas, and the update is a welcome one. Materials show a noticeable improvement in quality, and the layout looks and feels far more modern than last year’s model. I especially appreciate the physical knobs and buttons—infinitely more intuitive than the digital controls plaguing so many new cars. The center touchscreen has grown to over 12 inches, finally looking proportionate to the dash and expansive cabin. Space remains a key strength for travels or trips to Costco. Despite seating only five and lacking a third-row option, there’s ample room for five adults with generous comfort, and the 44-cubic-foot cargo bay remains entirely unobstructed. The load floor in the cargo bay is a touch higher than expected, but overall usability is excellent. A hidden third row, though, would not go amiss for the occasional rare or emergency use case. Core areas that needed improvement have indeed advanced, particularly interior quality, which now competes directly with the latest 4Runner. Ride comfort is better, too, and the back seat offers real long-haul comfort when compared to the Toyota which suffers in both key objectives. Next to no compromises exist in the handling department, either, as the typical Honda traits of weighted, confident steering are gratefully left intact. Push the pace and the Passport stays composed, avoiding the greasy-weasel antics that plague some rival SUVs at anything above a trot. Remarkably, despite its nearly 80-inch width, this SUV rarely feels large in motion; It’s easy to place on the road, allowing me to clip apexes neatly on backroads. Short of Mazda, Honda still leads in chassis finesse, and even with its Trailsport-specific tires and suspension, this remains a solid, enjoyable SUV to drive (as far as mainstream SUVs go, that is). Nicks Despite its best intentions and strong looks, this Passport Trailsport is largely undone by a lethargic engine and transmission. I enjoy naturally aspirated six-cylinders, and Honda is famous for its VTEC magic, but this V6 feels sadly anemic at low speeds. With just 262 lb-ft arriving at a lofty 5,000 RPM, you have to bury your right foot to extract any kind meaningful acceleration. On the hilly highway, it often needs multiple downshifts just to maintain speed on mild inclines. Naturally-aspirated V6 engines are not to be dismissed, but this old school unit is tuned for the upper end to perform and does not suit a big Honda SUV built for the street. Gear changes go unredeemed, too, with shifts that are slow both up and down. Further, there's a complete lack of engine braking on descents—something you’d want when towing, especially given its credible 5,000-pound tow rating. Worse, it can clunk its way through the gears in normal acceleration, an unforgivable trait in a modern automatic. As a ten-speed unit, it should be seamless and transparent, but instead produces audible thuds during gentle shifts at normal speeds. Slow upshifts and torrid downshifts make this one of the worst transmissions I've recently tried full stop. This points to the latest Passport suffering from hardware that simply doesn’t work harmoniously. Even though the V6 can sound good when revved out, its pairing with this transmission feels clumsy in everyday use. It’s hard to believe no engineer or executive flagged the awful throttle delay or the jerky transitions, like when slowing for a red traffic light that suddenly turns green before you completely stop. Fuel economy proved another disappointment—an alarming 18 MPG overall during a week of mixed driving. The infotainment system also refused to remember my phone, forcing a full Bluetooth deletion and connection every single drive. Perhaps that’s due to a “guest profile” setting of this test loaner, but no other test cars have done that before. And when venturing off-road, ground clearance measures just 8.3 inches—somehow less than even a base Toyota RAV4. So, while the approach angle is commendable, clearance limits absolute capability and might give a false sense of off-road confidence. Be sure to also not ignore the fact that if you do take a Passport Trailsport on some namesake-level trails or through mud, the lack of low-end power and crap throttle response and lag will make doing so all the more challenging. Almost forgot: those cool hood vents? Completely fake and sealed off. A passport missing stamps I’m genuinely frustrated by this outcome because I wanted to like the Passport Trailsport. I’m usually a big fan of new Hondas, but this level of throttle lag and drivability issues are inexcusable; It shouldn't be this difficult to drive a new car smoothly. What's more sad is that I don’t recall previous Passports behaving like this, marking a regression in combustion engine technology. Honda, you can do better. I know you can, and you should. 2026 Honda Passport Trailsport specifications Price as-tested: $54,355 (Trailsport Elite) Powertrain & Performance Engine: 3.5-liter V6, DOHC, 24-valve, direct injection Horsepower: 285 hp @ 6,100 rpm Torque: 262 lb-ft @ 5,000 rpm Transmission: 10-speed automatic Drivetrain: i-VTM4 all-wheel drive with selectable drive modes (Trail, Sand, Snow, Tow, etc.) Towing Capacity: 5,000 lbs Fuel Economy (EPA): 18 mpg city / 23 mpg highway / 20 mpg combined Real world MPG: 18 :( Chassis & Suspension Suspension: TrailSport-specific tuning with increased ground clearance and longer travel Ground Clearance: 8.3 in Approach / Departure Angles: 23° / 23° Steering: Electric power-assisted rack-and-pinion Brakes: Four-wheel disc with ABS Exterior Dimensions Overall Length: 192 in Overall Width: 79 in Overall Height: 73 in Wheelbase: 114 in Front Track: 68 in Rear Track: 68 in Curb Weight: ~4,700 lbs Interior & Capacity Seating Capacity: 5 passengers Cargo Volume: 44 cu ft (behind second row) Key Features (TrailSport Elite) TrailWatch / Multi-View Camera System Heated and ventilated front seats Heated steering wheel Tri-zone automatic climate control Rear climate controls and sunshades Bose premium 12-speaker audio system with subwoofer Rain-sensing wipers Terrain-style all-season tires on unique TrailSport wheels

2025 Hyundai Ioniq 5 RWD review by The Road Beat Words and pictures: Mitchell Weitzman As if there weren’t already enough reasons to call the Hyundai Ioniq 5 one of the best EVs on sale, Hyundai has gone ahead and given us another. Tested here is the entry rear-wheel-drive variant (I’d only sampled the AWD versions before), now featuring a larger battery pack and a remarkable real-world range of 300 miles. No caveats, no asterisks — this car genuinely goes 300 miles between charges in summer driving, even with the A/C running. Now that it matches Tesla’s range, this stands as the best EV at that coveted and fiercely competitive $50,000 price point. Picks Lovely as ever, this compact hatchback channels design cues from 1980s icons like the Renault 5 and Lancia Delta, resulting in a neo-modern design triumph. Even years after launch, the shape remains fresh and intriguing. Matte paint isn’t the most practical finish for long-term ownership, but this pewter-gray coat of velvety paint work looks fantastic for now and complements the proportions well. Cabin space impresses for a vehicle measuring 183 inches long thanks to the stretched 118-inch wheelbase, with clever packaging that creates an airy greenhouse and excellent visibility. Headroom is generous thanks to the low floor, and the wide, uncluttered view forward enhances the sense of openness. A large, sliding center console between the front seats offers abundant storage and further flexibility. Material quality and tactile feedback throughout are a notable step up from competitors like Volkswagen’s ID.4, which can often feel comparatively toy-like. Rear legroom isn’t exceptional but is adequate enough for adults, though I wouldn't enjoy being back there for hours on end. Charging performance is another highlight. The Ioniq 5 can take advantage of high-power 350 kW chargers to impressive effect (not fully, but still faster than most rivals), and now natively adopts the Tesla NACS charge port. That means easy access to the vast and reliable Tesla Supercharger network without an adapter. For home charging and other stations with SAE plugs, Hyundai includes an adapter so you truly get the best of both worlds. Expect roughly 24–30 minutes for a 10–80% top-up on a Tesla Supercharger, and as little as 20 minutes on a 350 kW DC charger. Ride and handling continue to impress, maintaining composure and comfort across a wide range of surfaces. Even on rough local roads — the kind that can trip up underdamped crossovers — the Ioniq 5 remains cool, composed, and supple. Power here isn't amazing with 225 horsepower in single motor RWD format, but it's quick and instant to make all real world situations easy. And I like Hyundai's use of paddles mounted behind the steering wheel to easily adjust and tailor the amount of regenerative braking to your liking. Steering lacks true feedback but remains quick and reassuringly responsive, lending viable confidence through corners. Grip levels are high thanks to modern rubber and a strong enough natural balance to the chassis, resisting understeer admirably in sane driving. While this RWD model lacks the torque-vectoring ability of its AWD sibling, it feels more natural and old-school — even a bit BMW-like in how it powers through bends with power coming from the back. Occasional traction slip aside, the RWD setup is more than sufficient for most drivers. It’s not quite “tossable” like a proper and aggressive hot hatch, but agility is still impressive for a vehicle of this approachable purpose. Efficiency is where this version truly shines. The upgraded battery 84 kWh pairs with stellar real-world efficiency, averaging 3.3 miles per kWh — up from about 2.7 miles per kWh in prior AWD models. That’s a near 25% improvement, translating directly into that headlining 300-mile range. Paper numbers aside, this efficiency makes the Ioniq 5 one of the most usable EVs in real-world conditions, especially when combined with ultra-fast charging and seamless Tesla Supercharger access. This feels like the complete EV package many have been waiting for. Nicks Few meaningful drawbacks exist. For some, even 300 miles of range and widespread charging may still not feel sufficient, though that’s more a reflection of EV hesitancy and the charging lifestyle than a flaw of the Ioniq 5 itself. In practical terms, this Hyundai is about as convenient and accessible as an electric car has ever been at this price. Living with the car, the only recurring frustration was visibility of the digital HVAC controls during bright daylight. Whether due to my seating position or the harsh summer sun, they were often difficult to read — a surprising oversight considering Hyundai’s usual attention to detail. Surely someone in development noticed the same thing during daytime testing. Also, the infotainment display can have an overwhelming number of menu app selections. A full monty After four separate stints behind the wheel of different Ioniq 5s, I only seem to like it more each time. While updates have been subtle rather than sweeping, they’ve added up nicely, reinforcing that the core formula remains a triumph. It still looks fantastic, drives with sophistication, and now finally delivers the range it always deserved. In this segment, Hyundai has produced a decisive winner — one that rightfully stands as the benchmark for mainstream EVs today. Tesla may still hold an edge in overall technological integration with its refreshed Model 3 and Y, but neither comes close to matching the Ioniq 5’s sheer design brilliance. 2025 Hyundai Ioniq 5 Limited RWD — Key Specifications Powertrain Single rear-mounted permanent-magnet synchronous motor (RWD) Horsepower: 225 hp Torque: 258 lb-ft Battery Capacity: 84 kWh lithium-ion polymer EPA Range: 318 miles Real world range: About 300 EPA MPGe (city/hwy/combined): 129 / 100 / 114 0–60 mph: ~6.5 seconds Charging (DC Fast 10–80%): ~20 minutes (350 kW charger) Level 2 Home Charging (10–100%): ~7 hr 20 min (10.9 kW onboard) Charging Port: NACS (Tesla Supercharger compatible) Dimensions Wheelbase: 118 in Length: 183 in Width: 74 in Height: 63 in Ground Clearance: 6.1 in Curb Weight: ~4,150 lbs Cargo Space: 26.3 cu ft (behind 2nd row) / 59.3 cu ft (max) Chassis & Suspension Front: MacPherson strut Rear: Multi-link independent Drive Modes: Eco, Normal, Sport, Snow Features (Limited trim highlights) Panoramic Vision Roof (fixed glass) Heated & ventilated front seats; heated rear seats 12.3-inch touchscreen + 12.3-inch digital cluster Bose premium audio system Head-Up Display (HUD) Remote Smart Parking Assist 2 Digital rearview mirror, power liftgate, rain-sensing wipers Full Hyundai SmartSense safety suite MSRP (est.) : ~$54,200 Thank you for reading The Road Beat's 2025 Hyundai Ioniq 5 RWD review. 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