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2025 Hyundai Santa Cruz XRT review by The Road Beat Words and pictures: Mitchell Weitzman This is not a truck for everyone, and to many, they won’t even consider it a truck at all. Yet, oddly enough, that’s precisely the defining feature and strongest trait of the Santa Cruz. Rather than chasing unreasonable payload and tow ratings, Hyundai focused on crafting an everyday crossover that just happens to have a truck bed out back. Think of this as less of a truck and more of a South Korean cyberpunk El Camino, and you’re on the right path, and it's a good path at that. Mass appeal won’t be in the cards, but the niche this fills is one it absolutely nails. Picks Viewed through the right lens, this isn’t an alternative to a traditional pickup; it’s an alternative to a mainstream crossover or even a stand-in for the modern wagon’s absence. The reality is simple: not every driver who owns a truck truly needs one. In my corner of Northern California, light duty and consumer heavy duty trucks make up about half the traffic, yet only a tiny fraction are ever being used as trucks. That’s where the Santa Cruz, Honda Ridgeline, and Ford Maverick crossover-trucks thrive—offering an easier, more approachable gateway into truck ownership that prioritizes versatility rather than sheer capability. Hyundai and others have carved out a smart niche here, and although the Maverick currently leads in popularity in California (among these three - the Tacoma still wins the non full-size truck department), the Santa Cruz presents a compelling argument of its own. Hyundai’s progress in cabin refinement and build quality the past decade borders on staggering, and the Santa Cruz continues the streak even in midrange XRT trim. No rattles to speak of, tight and consistent fitment, and materials that exceed expectations for the brand—all rivaling or surpassing direct competitors. Having spent time in a Ford Maverick recently, this simply stands as the nicer, more refined vehicle. Highway manners are pleasantly quiet, seats are comfortable and spacious, and the overall vibe leans more near-luxury than bargain-budget-friendly. Power comes from a turbocharged four-cylinder in this example, producing 280 horsepower and 290 lb-ft of torque. Real-world performance leaves nothing to be desired; expect easy sub-seven-second 0–60 runs and effortless midrange shove courtesy of the readily available boost and a smart eight-speed automatic. Better yet, Hyundai’s four-cylinder avoids the grating, coarse soundtrack that plagues four-cylinder engines from other makes. Fuel economy isn’t half bad either, delivering an honest 24 MPG combined—comfortably ahead of a Honda Ridgeline or even the last Toyota Tacoma I tried which had a new turbo 'four of its own. Driving dynamics, though, stand as the most impressive aspect yet. Apart from glimpsing the bed in the rearview or climbing into the cab, you’d scarcely realize you’re in a truck-ish vehicle. Steering feels tight and precise, backroad pace borders on genuinely quick, and the real-world mechanical grip inspires confidence. On my usual El Dorado County country routes, this thing can keep up with nearly any reasonable sedan, let alone a crossover, and dispatches twisty asphalt with ease. Ride quality impresses, too, avoiding the overly firm, borderline pointless stiffness plaguing the latest Tacoma. Offering another strong perspective: if you want a truck bed in a vehicle, but not comfortable with driving a large full-size pickup, the Santa Cruz is a viable antidote. Also worth noting is how the XRT has some midly beefier tires and ground clearance raised to nine inches, allowing this little 'ute to veer off the asphalt with comfortable ease in modest use cases. Looks like be love-it-or-hate-it, but the styling lands firmly in the “rad” category for me. Truck purists will dismiss it on principle, but the look channels a moon-buggy vibe—and that’s high praise for a small adventure-oriented truck, no doubt helped by the orange paint and XRT-specific cladding. The extra utility versus a conventional compact SUV sweetens the deal: toss a washing machine in the back, haul appliances, plants, or tackle dump runs—tasks you’d never want to subject your RAV4 to. Nicks Positives aside, certain drawbacks do surface depending on what buyers want and expect. Personally, nothing about the Santa Cruz jumps out as inherently dislikeable, nor does anything stand as fundamentally flawed. Rather, where it falls short is mostly in the categories where Hyundai (wisely in my view) chose not to participate. Unlike the Ford Maverick, no hybrid powertrain exists—for now—which is a shame, since the Maverick’s base hybrid delivers comfortably over 30 MPG. While I enjoy the punch of Hyundai’s turbo engine, a more relaxed hybrid would appeal to a wider audience chasing fuel savings. Because let’s be honest: at 24 MPG, this isn’t dramatically more efficient than a new Ram 1500 with its 400-plus-horsepower Hurricane straight-six. Choosing to pursue practicality has impacted towing, one of the top reasons people who need trucks buy trucks. With a maximum rating of 5,000 pounds, the Santa Cruz does keep pace with the Honda Ridgeline and bests the Maverick, but sits far behind what “real” midsize trucks like the GMC Canyon, Chevy Colorado, or Toyota Tacoma can handle. Choosing the non-turbo Santa Cruz drops the rating further to 3,500 pounds, or what the incoming 2026 RAV4 hybrid can tow. Still, it's enough for some lake toys. Payload performance stands at an oddly specific 1,411 pounds—several hundred below a Canyon or Tacoma and a hair behind the Ridgeline. It doesn’t outperform most Mavericks either, but over a half ton of whatever in the bed will be tough to breach in the small truck bed. Speaking of the Hyundai's payload, the biggest disappointment to some will come from the diminutive bed size, measuring only 52 inches long with the tailgate up and only able to completely withhold 27 cubic feet of volume within its confines. With no other way of saying it, that's kind of tiny and pretty comparable to the cargo volume of a RAV4. However, of course you can put tall items back there in the bed as long you as secure them so they don't tip out and over onto the road. How to make the Santa Cruz make sense Evidence provides proves the Santa Cruz clearly won’t suit every prospect. Plenty of genuine strengths exist, but a week behind the wheel underscores just how specific the target audience is. Compared directly against traditional half-tons or even midsize body-on-frame trucks, it barely registers as a truck. The key realization is reframing the comparison entirely: this shouldn’t be cross-shopped against bigger trucks, but rather against the mainstream and ever-popular RAV4 and CRV-class of crossovers. Pricing aligns closely, driving characteristics match (albeit with more power), and its bed volume approximates what many crossovers offer—just in an open format. Instead of stuffing a Japanese maple or dishwasher inside an enclosed cargo area, you simply drop it in the bed, strap it down, and go. A real personality shines through here, and for anyone stuck in the monotony of yet another anonymous crossover, the Santa Cruz might be the answer—an ideal partner for regular Harbor Freight runs, Green Acres visits, and everything in between. Don't think of it as a truck, but as a competent and nice, cool-looking crossover that happens to boast a truck bed behind. Hyundai Santa Cruz photo gallery 2025 Hyundai Santa Cruz XRT — Key Specifications Price as-tested: $42,425 Engine: 2.5L turbocharged inline-4 Horsepower: 281 hp Torque: 311 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive 245/60 R18 all-terrain tires Fuel Economy (EPA): 18 mpg city / 26 mpg highway / 21 mpg combined Road Beat real world: 24 MPG Fuel Capacity: 18 gallons Towing Capacity: Up to 5,000 lbs Payload Capacity: 1,411 lbs Curb Weight: ~4,250 lbs GVWR: 5,798 lbs Bed Length: 52 in (tailgate up) Bed Depth: 19 in Bed Width: 54 in max / 43 in between wheel wells Bed Volume: 27 cu ft Overall Length: 196 in Wheelbase: 118 in Width: 75 in (without mirrors) Height: 67 in Ground Clearance: 9 in Seating Capacity: 5 12.3-inch touchscreen display with wireless Apple Carplay and Android Auto Warranty: 5-yr/60k-mi basic; 10-yr/100k-mi powertrain Thank you for reading The Road Beat's 2025 Hyundai Santa Cruz XRT review. 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The most basic version of the new Land Cruiser is just too spartan 2025 Toyota Land Cruiser 1958 review by The Road Beat Words and pictures: Mitchell Weitzman I had eagerly anticipated the new Land Cruiser in its entry-level, almost attainable form. Dubbed the 1958, this basic SUV shares the same engine, clever 4WD system, and fundamental off-road chops as its pricier siblings, but skips the often unnecessary luxury. Coming in at a near-enough-to-be exact $60K, it’s significantly cheaper than higher-tier versions while interestingly intersecting price-wise with a well-equipped Toyota 4Runner. Whether intentional or not, the Land Cruiser’s biggest rival might just be its own showroom neighbor. After a week with the 1958, though, the conclusion is simple: this trim feels too bare-bones for the money. Land Cruisers have long carried luxury-level price tags while rarely delivering true contempoary luxury. Take a 2020 example for study, a nearly $90,000 SUV that wasn't any better than ten year old 4Runner with some fancy leather as a band-aid. The latest one unfortunately continues that trend for another generation, even when specced to a tear-inducing $80,000. There’s progress here, but compared to other SUVs at similar prices, the overall package still falls flat. In the case of the 1958, removing the silly pricing does help the Land Cruiser make more sense—just not enough, because the experience doesn’t rise to the price. Cloth seats for $60,000? Honestly, no complaints there—I’ll take quality fabric over cheap fake leather any day. Here the material is thick, supportive, and holds its shape well. The seats themselves are sculpted ergonomically, comfortable, and allow you to sit in them rather than perched atop them. Fantastic front seats. The rear seats are less impressive, yet the cloth adds an old-school charm and the shapes don’t detract from comfort. They even look surprisingly good and robust like a real fabric instead of an Alibaba special. Where things sour are the omissions and other material choices, with cheap, flexible plastics scattered everywhere. For example, the climate-control switches are simple to use, but a gentle press causes the entire row to flex downward and creak—imagine how that's going to hold up in a decade. Meanwhile, the gauge cluster sits in a frame that awkwardly slopes downward toward the center screen—odd in a cabin defined by boxes and straight lines. Cloth seats got a pass earlier, but the clunky manual seat adjustments do not. And yes, that does mean power seats are absent—even at $60,000. Back to that center display: at only eight inches, it looks tiny and lost in the dashboard. The surrounding textured plastic doesn’t help, and the screen’s scale feels wildly out of place in a vehicle this size and at this price. The audio system also barely rises above “fine.” I get this is the entry model, but the price is so far from entry. Rear seats fold easily to expand cargo space, but the hybrid powertrain components—shared across all Land Cruiser trims—forces a frustratingly tall cargo floor. Both space and usability suffer, especially for anyone under about 5'5" who now has to lift items much higher than expected. Even though this a big SUV, the cargo only holds 38 cubic-feet, or, exactly the same as RAV4. A heavy and decidedly old-school manual liftgate doesn't help matters. Neck surgery aside, this liftgate genuinely requires effort, and plenty of shoppers will struggle with it. Hard to justify when you’re spending sixty grand on a Toyota. Another eyebrow-raiser? The hybrid powertrain. A turbocharged four-cylinder backed by electric assistance delivers strong real-world shove thanks to 326 horsepower and a mammoth 465 lb-ft. Merging onto freeways is effortless. Noise, however, is disappointing—miles away from the satisfying burble of past V8s or even the V6 engine other Toyotas still have. Besides the casual acceleration, hammering the throttle reveals a distinct lack of top-end pull, and the heavy SUV ends up needing 7.5 seconds to reach 60 mph. Why is the cargo floor so high? More baffling is Toyota altogether skipping the excellent twin-turbo V6 found in the Tundra and Lexus GX 550 (which is essentially a rebodied Land Cruiser). That engine sounds better, runs smoother, and delivers far more urgency in all scenarios. Fuel economy isn’t even a win for this hybrid FOUR-cylinder Land Cruiser: I averaged just 19.5 mpg over a week, and the last GX 550 I tested actually beat that number. Good news does appear once you start driving. Handling is shockingly competent. Steering feels tight and direct with well-judged weighting, and lateral grip far exceeds past big SUVs from Toyota. This Land Cruiser finally drives like a modern vehicle—something that couldn’t be said about the previous generation or the outgoing 4Runner. Highway stability is excellent with zero wandering, and you can now take corners that would have sent the old model scrambling for cover like a first time player in an online Call of Duty bout. Credit to the chassis engineers for delivering a genuinely pleasant driving experience paired with a ride that avoids the punishment typical of Toyota’s body-on-frame lineup. Then comes off-roading—the Land Cruiser’s calling card for half a century. Reality check: factory off-road capability is hamstrung by compromised ground clearance. Despite sophisticated electronic aids and excellent torque management, just 8.3-inches of clearance means you’re scraping sooner than expected. Approach and departure angles of roughly 30 and 22 degrees are good, but both are behind what you get from a 4Runner TRD Off-Road, let alone a TRD Pro with its 10 inches of clearance and superb angles. Out of the box, you’re left with an off-road-themed SUV that can’t actually handle much off-roading without modifications. I mean, it's sad when you realize the incoming 2026 RAV4 Woodland has even 8.5-inches of buffer. Credit where due: the styling is and remains fantastic. Wrapped in Trail Dust paint, this Land Cruiser turns heads everywhere, and the appeal hasn’t faded in the past year. Compared again to its 4Runner stablemate, looks is the one area the '4 just cannot compete. A mixed bag overall From one angle, the newfound driving engagement, more manageable size, and (relatively) approachable price point bring real appeal. And the styling, oh boy is it a knockout. Yet this base model still asks $60,000 while missing quality many shoppers should expect. For the average consumer and mall-crawling crowd, a fully loaded Highlander or Grand Highlander offers more comfort and practicality for the same money—though with less cool factor. Meanwhile, around the same price, a top-trim 4Runner offers better equipment and greater off-road ability. My own conclusion remains conflicted: the Land Cruiser 1958 represents decent value within the Land Cruiser lineup, but weak value on its own. And spending more for a nicer trim simply pushes you into Lexus GX 550 territory—a superior vehicle in its own right. Easy to like? Absolutely. But in a market full of stronger alternatives, liking it just isn’t enough. 2025 Toyota Land Cruiser 1958 basic specifications As-tested price: $60,969 Length: 196 in Width: 78 in Height: 76 in Wheelbase: 112 in Ground Clearance: 8.3 in Curb Weight: About 5,350 lb Seating Capacity: 5 Cargo Volume (behind 2nd row): 38 cu ft Powertrain & Performance Engine: 2.4 L inline-4 hybrid Horsepower: 326 hp Torque: 465 lb-ft Transmission: 8-speed automatic Drive: Full-time 4WD Maximum Towing Capacity: 6,000 lb Fuel Fuel Tank Capacity: 18 gal EPA Fuel Economy (estimated): 22 mpg city / 25 mpg highway / 23 mpg combined Real World Economy: 19.5 MPG Warranty Basic: 3 years / 36,000 miles Powertrain: 5 years / 60,000 miles Corrosion (Perforation): 5 years / unlimited miles Hybrid Component (Traction Battery): 8 years / 100,000 miles Roadside Assistance: 2 years / unlimited miles Off-Road Specifications Tire Size: 245/70 R18 Approach angle: 30° Breakover angle: 25° Departure angle: 22° Ground clearance: 8.3 in for 1958 4WD system: Full-time 4WD with a two-speed transfer case Differentials: Electronically locking center and rear differentials Articulation aid: Front stabilizer-bar disconnect (not available on the 1958 trim, only on higher trims) Crawl Control: Standard with multiple selectable low-speed modes Downhill Assist Control: Standard Traction modes: Multi-Terrain Select with settings for mud, dirt, sand

Great gas mileage is not enough to take this hybrid over the amazing inline six version 2025 Mazda CX-90 PHEV review by The Road Beat Words and pictures: Mitchell Weitzman TL;DR: Don’t bother with the PHEV version of the otherwise excellent CX-90 SUV. For a deeper dive into why, check out my review of the standout CX-90 powered by its glorious inline-six engine. Otherwise, stay here for comments and criticisms explaining how the pricier plug-in hybrid ends up being the worst version of an otherwise brilliant SUV from Mazda. Clunky operator Unlike other automakers who’ve spent decades perfecting hybrid systems, Mazda is still learning—and it shows. While the setup is improved upon from the CX-90 PHEV’s debut, the hybrid powertrain remains hesitant and clunky in daily use. The roughness is most noticeable during transitions from braking or coasting to light throttle inputs at low speeds. These unpredictable surges and jolts of power undermine the refinement you’d expect at this $60,000 as-tested price point and from Mazda in general. There are also some odd noises from the drivetrain, and turning the wheel to full lock during a tight three-point turn sounds as if the power steering goes under serious strain. Foul soundtrack Instead of six silky cylinders performing in perfect harmony, this CX-90 delivers a gruff and coarse four-cylinder tune. It’s not terrible for what it is, but when the alternative is so sweet, you’d have to be out of your mind to choose this soundtrack after hearing and prodding the (cheaper) inline-six. Inline-sixes are legendary for their smoothness and rich tone—there’s a reason so many classic and revered BMWs and other sports cars used them for decades. They sound and feel special, while this four is a symphonic and mechanical compromise. Fuel Economy doesn't add up Driven purely as a hybrid (without plugging in), the PHEV returns only about a 10% improvement in fuel economy over the six-cylinder—25 MPG versus 23 MPG overall. For the downgrade in engine character, that modest gain is entirely underwhelming. You can, however, achieve far better results if you do regularly charge the battery. If plugging in is convenient and cost-effective for you, the PHEV may make sense—and you won’t have to listen to the four-cylinder as often if you keep the battery topped up for the maximum 25ish miles of electric driving. It's not actually faster Despite boasting similar horsepower and the same torque on paper, the four-cylinder PHEV feels easily slower under heavy throttle. Acceleration tapers off noticeably past 50 MPH, leaving the standard CX-90 feeling stronger in real-world passing and highway situations. Further, the powertrain feels strained when asking for it. The off-the-line getaway is decent from the instant torque of the electric motor, but it fades fast. What it does right The same beautiful exterior shape is present and so is the lavish interior. Filled with lots of leather and love, it's a beauty among generic and cheapened competitors. Oh, and the handling is absolutely fantastic and begs to be driven like a sports car on backroads. Every CX-90 trait that impressed before remains intact: the gorgeous exterior styling, a richly trimmed and luxurious interior, and stellar steering and chassis dynamics. Handling is genuinely fantastic—more reminiscent of a well-sorted sports sedan than a family SUV—and it encourages spirited backroad driving in a way rivals cannot match. Quirks are still here Shared across all CX-90s (and CX-70s) are a few peculiar quirks: hollow-feeling exterior door handles, a touchscreen that’s just out of easy reach, and no proximity-sensing locks for the rear doors. You also can’t open the rear liftgate from the driver’s seat unless the car is both in Park and  after you click unlock on the door (pressing unlock on the key fob did nothing in this case). I discovered this the hard way picking up a friend from the airport—they kept asking me to open the liftgate, and I kept saying, “I’m trying!” while desperately holding the in-cabin button above my left knee. My solution at the time? Turning the car off entirely. Ridiculous. A terrific car underneath, with a less than terrific powerplant Few midsize SUVs can match the CX-90’s blend of luxury, handling, and craftsmanship. Yet the PHEV version falls short, offering too little efficiency gains and too much unpolished hybrid awkwardness to justify its added complexity let alone cost. If you have convenient, inexpensive charging at home or work, the PHEV might fit your lifestyle. But once you experience the inline-six CX-90, you’ll realize there’s simply no substitute. More photos of the 2025 Mazda CX-90 2025 Mazda CX-90 PHEV Premium Plus basic specifications As-tested price: $60,000 Powertrain & Vehicle Specs Engine: 2.5 L inline-4 + electric motor Combined output:~323 hp and 369 lb-ft of torque (with premium fuel) Transmission: 8-speed automatic. Drivetrain: All-wheel drive (i-ACTIV AWD). Battery: 17.8 kWh lithium-ion pack. Electric-only range: ~25 miles. Fuel-economy when operating as hybrid: 25 mpg combined in gasoline-only mode. Towing capacity: Up to ~3,500 lbs (when properly equipped). Vehicle dimensions / other key specs: Fuel tank capacity: ~18.5 gal. Cargo volume behind 3rd row: ~15 cu ft; 40 cu ft behind 2nd row, and maximum 75 cu ft with all seats folded Interior & Tech Features (Premium Plus trim) Seating layout: 7-passenger standard (with 2nd-row captain’s chairs) and optional 8-passenger. Upholstery: Nappa leather-trimmed seats. Front seats: Heated and ventilated. 2nd-row seats also heated. Steering wheel: Heated. Infotainment: 12.3-inch center display; wireless Apple CarPlay and Android Auto; Bluetooth connectivity. Audio: Premium sound system (e.g., Bose with 12 speakers available). Connectivity: Wireless phone charging pad; full Mazda Connect system with voice commands and vehicle-status features. Climate control: Three-zone automatic climate control. Driver assistance & safety: Standard advanced driver-assist suite including front & rear Smart Brake Support, Blind-Spot Monitoring, Rear Cross-Traffic Alert, Lane-Keep Assist, Traffic-Sign Recognition. Convenience features: Hands-free rear power liftgate, power-folding side mirrors, windshield-wiper de-icer, second-row window shades. Charging/EV tech: Supports Level 1 & Level 2 charging; portable 120 V cable included. Thank you for reading The Road Beat's 2025 Mazda CX-90 PHEV review. For more candid road tests, please subscribe below.

This insanely good luxury crossover is out for vengeance 2026 Genesis GV70 review by The Road Beat Words and pictures: Mitchell Weitzman A decade ago, the idea that Hyundai would build some of the best luxury SUVs would have sounded laughable. In reality, it took barely half that time for them to achieve miracles, with the launches of the GV80 and then GV70 proving just what South Korea was capable of. Stealing the dynamic handling masterminds behind BMW M’s greatest hits was a strong start, but the whole package is what completes the story. While other luxury brands have fixated on digital gimmicks, Genesis prioritizes old-fashioned quality paired with genuinely superlative chassis dynamics. Picks The color scheme is obviously optional, but the flash and show of intent upon opening the door and finding the beautifully quilted blue leather with orange contrasting stitching is undeniable. It’s a cue perhaps stolen from McLaren or Aston Martin, but it presents itself remarkably well here. The orange seatbelts might be a tad too much, but what really impresses is the sheer quality of the leather itself. Every material leaves a lasting impression, from the metal switches throughout that feel like items curated by Swarovski. Seats are comfortable front and back and easily accommodated friends on a drive up to South Lake Tahoe without complaint. More than that, the driving position is rock solid and simply feels right from the angle and positioning of the wheel and pedals, and the height can be set to my perfect preference low down in the chassis. I even like the enormous one-piece display that does instrument duties as well as navigation and entertainment. It's integrated tastefully, looking thoroughly modern and advanced yet while remaining classically simple because of the lack of breaks and not appearing overdone. The interior is gorgeous not just in how it looks but in how it feels to both driver and passengers, and that’s before even mentioning the exterior — which somehow looks more English than a Bentley Bentayga, and that’s a sincere compliment. It’s a stunner inside and out, free of the reeking vulgarity that has infected so many BMWs and Mercedes over the past five years. Yet the real shining point is how the GV70 goes and steers. There was a time when a BMW X5 and X3 first debuted and stunned the world by revealing that an SUV did not have to drive like a Chevy Suburban. By creating a platform based on their best driving 3 and 5-series sport sedans, they revolutionized the industry. Porsche also revealed the hideous but exemplary driving Cayenne at a similar time. The GV70 carries those early trendsetters and dynamic leaders in spirit, with a focus on driver satisfaction that successfully raises it above Japanese contemporaries and even modern BMWs. I dislike cars that can be steered with just a solitary finger, and for that, the GV70 represents the antidote with its weighted and assured steering. Precision is also a key point, and with its willing chassis and suspension underneath, you can drive this SUV with a vigor that others simply cannot. Even as you push things further, the confidence grows as the GV70 does not fold beneath you and instead enjoys the stretch. AWD delivers awesome traction with zero torque steer, and grip is immense enough to give even novice Porsche coupe owners a scare. What’s remarkable is how sweetly balanced it feels — eager to change direction with composure — yet it still rides well. It’s a little choppy at low speeds, no doubt hampered by the thin rubber-band tires on the 21-inch wheels, but once at speed, the Genesis shrugs off bumps and refuses to let them upset its poise in the bends. And while many luxury SUVs and crossovers have migrated to fuel-saving, but groaning four-bangers, the GV70 still offers a powerful and gutsy 3.5L twin-turbo V6. It's smooth all the time and sounds great, and a commendable eight-speed automatic allows manual control with the decent paddle shifters behind the wheel. It's an exciting engine to explore and use. Nicks Despite the above adoration for a powerful V6 engine in an age of fours, this GV70 is not entirely fuel efficient, drinking gas to the tune of 21 MPG in what can only be described as modest and tame driving. This isn't even that big or heavy of a vehicle, and this thirst disappoints in that regard. I also found the entertainment system less than desirable in operation. While the screen itself is gorgeous to look at and basic operations are simple enough, the huge and long menus can overwhelm and make it difficult to find what you're looking for. Swiping between the many home pages can also be finicky, sometimes just not swiping at all. Prices are rising thoroughly, too. Where the Genesis GV70 debuted as a relative bargain, this top-tier version costs a whopping $72,225. That may be less than a comparable German rival when equipped to similar levels, but it’s still a lot of money and no longer quite the value play a Genesis once was. A superb compact luxury SUV for those who like driving There’s so much to like about the Genesis GV70, from its achingly good looks to its sumptuous, lavish cabin. The real treat is how well the damn thing drives — it’s built to get you wherever you’re going in style and cozy comfort, while being a genuine delight to push. Climbing the winding Highway 50 to Lake Tahoe only further solidified how brilliantly it executes its mission. Yes, it’s expensive — this super-equipped Sport Prestige overlaps the entry prices of a bare-bones BMW X3 M50 and Porsche Macan — but its combination of superb luxury and handling makes it a true show-stopping stunner. Don't want the V6? A turbocharged four-cylinder is also offered for far less dough and has the same brilliant handling and feel. Gas mileage of course improves, but you will lose the fun punch and silken sound of the V6. 2026 Genesis GV70 Sport Prestige basic specifications: Engine: 3.5L twin-turbocharged V6 Horsepower: 375 @ 5,800 rpm Torque: 391 lb-ft @ 1,300–4,500 rpm Transmission: 8-speed automatic Drivetrain: All-Wheel Drive (AWD) Fuel Economy: EPA 18 MPG city / 24 MPG highway Real world economy: 21 MPG as-tested Fuel Type: Premium unleaded gasoline Curb Weight: About 4,750 lbs Seating Capacity: 5 passengers Cargo Capacity: 29 cubic feet (rear seats up); 57 cubic feet (rear seats folded) Towing Capacity: 3,500 lbs (with trailer brakes) Dimensions: Length: 186 inches Width (without mirrors): 75 inches Height: 64 inches Wheelbase: 113 inches Ground Clearance: 7 inches Turning Circle: 38 feet Infotainment: 14.5-inch touchscreen with wireless Apple CarPlay and Android Auto Audio System: Lexicon® premium audio system Interior Features: Heated and ventilated front seats; heated rear seats Exterior Features: 21-inch wheels; LED headlights and taillights Safety Features: Forward collision warning, lane-keeping assist, blind-spot monitoring, adaptive cruise control Warranty: 5-year/60,000-mile basic warranty 10-year/100,000-mile powertrain limited warranty (original owner) Price as-tested: $72,225 Thanks for reading The Road Beat's 2026 Genesis GV70 review. Subscribe for the latest updates and reviews. All photography done by The Road Beat and mitchellweitzmanphoto.com .

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

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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This luxury SUV has a new engine option, bringing the price to comical territory 2025 Lexus LX 700h Ultra Luxury review by The Road Beat Words and pictures: Mitchell Weitzman "I asked my friends what they thought this Lexus cost, based purely on brand and a glance inside. Their answer? $100K — even after I pointed out the newly minted '700' badge and hybrid option. When I then explained the MSRP for this example was actually 41% higher at $141,545, they legitimately laughed. From their reaction alone, that might be the only thing needed to know why this new variant of the LX SUV is a gigantic waste of money. But if you want to know the other reasons — and how you can save yourself literally 50 grand — read on. Picks There are not all too many positives for this hybridized luxury SUV. With a laughable price tag for a Lexus-badged vehicle, it's more of a statement piece than anything. Only problem is: it's not a very good statement piece. The good news is the interior is a lovely and luxurious place to be. Maybe not fitting of $150K (once tax is included), but definitely a hundred-grand good. The leather is gorgeous to look at and touch, and there's a heft and substance to all the touchpoints that inspire confidence in the build. Lexus vehicles are known to last decades, and this will surely keep its bank-vault-like level of security intact for years to come — one of the reasons many continue to buy Lexus and Toyota vehicles. I would normally say the doors close with an authoritative thud, but an electronic soft-close feature is employed here — which, while nice, does take away some of the rugged tactility of a properly built SUV. V8 engines may be dead in the world of Toyota and Lexus, but this twin-turbocharged V6 hybrid powerplant accelerates with real vigor once the boost comes on. For a big and off-road-capable SUV, this is as fast as anyone needs in the real world. Once the turbocharger is spooled and the transmission (there are 10 gears) has you in the correct ratio, the surge of power is quite compelling. As the flagship Lexus (and therefore Toyota) SUV, there are a myriad of off-road gadgets and wizardry to make venturing overland a simple and underwhelming affair — that is, if you ever decide to get your new $141K Lexus actually dirty. Full-time 4WD ensures easy traction, with controls for a low crawl gear in intense terrain. You have a wide range of different terrain modes to choose between to optimize grip wherever you are. Though honestly, with how secure and capable this SUV is by default, you don't need any of those; just turn off the traction control and let yourself take control to truly appreciate its off-road balance and prowess. Calling a luxury car the 'Ultra Luxury' is in poor taste, but this is as luxurious as they come from Lexus when it comes to features and amenities. Three of the four seats have great massagers built-in while the rear pair of seats have their own screens to control entertainment plus a central tablet device to mess around with the radio and seat settings. Because yes — the rear seats can recline and massage, too. Nicks Now it's time to rain on the former brief parade, because so much of this car makes less than no sense. We've already mentioned the astronomical price tag — just silly, really. But then we have to focus on the fact that what we really have here is a giant SUV measuring 200 inches long that only has four seats. I'm sorry, but what? What is the actual literal point of a gargantuan SUV if it only has four seats? There aren't even little jump seats in the back for the rare occasion you do have a fifth or more occupants. Compounding the issue are rear seats that may recline, but the bottoms don’t slide back, leaving the default legroom as disappointingly mid. Clearly not up to 'Ultra Luxury' standards as far as your knees and feet are concerned. Remember those massaging chairs that rock (pun unintended)? Well, if you questioned why I said three of the four seats had them, that was not a typo — the front passenger seat does not have the massage function. This is so lame that I'll just stop right there. If you're driving with your partner and they want a massaging seat as well, you'll have to tell them to ride in the back. Maybe this was a software issue on this particular unit that excluded the front passenger seat, but even then, that's inexcusable from a Lexus that costs this much. Cupholders and storage underneath the screen? That's convenient and not awkwardly limiting at all. And when you're driving and want to operate the massaging chair for yourself, you'll need at least four clicks on the central display to turn it on — four clicks! While driving! At which point, the nagging nanny-camera system will then bong to let you know you're distracted (yes, it has that too). 16 MPG. Despite boasting a downsized and hybrid V6 powerplant, I averaged a miserable 16 MPG during my week of mixed driving. On a level highway, that number surges considerably, but anywhere acceleration — and therefore boost from the turbos — is needed, efficiency plunges , so around town or any time there's a hill, this hybrid V6 isn't really any more efficient than the satisfying V8s General Motors or BMW still offer. I also don't like the sound, which is clearly trying to fake the noise of a rumbling V8, while the transmission can be slow to respond to immediate full-throttle inputs. Here's a scenario for example: Say you're cruising or coasting at about 45 MPH and need full power on command to pass or merge, I often counted a long three full seconds before any actual forward progress would happen — needing to wait for the turbos to spool up and the transmission to downshift literally six or seven gears. Normally, a hybrid design would help mitigate this lag, but the LX is so big and heavy and has such a weak electric motor supplement to really do anything meaningful. Cargo space does not impress when you open the boot. Because this is a hybrid and has extra hardware in place, the floor of the cargo bay is now higher than normal, limiting overall space and just being smaller than you would hope for in such a big and boxy vehicle. Looking up the spec sheet, cargo space is a terrible 31 cubic-feet, or, less than a Toyota RAV4. Also: every time you open or close the tailgate, there is a blaring and repetitive alarm to warn those nearby, but it regularly sounded an extra couple beeps even after it was closed. It's pointlessly and annoyingly loud, and rings with far too much frequency. I've never once complained about a tailgate warning bong before, but here we are — the most annoying tailgate in any new vehicle. Just when you think it's done, you'll be wondering, "Wow, it's actually still beeping." I further did not enjoy the multiple screens in the center of the dash — one for entertainment and other random functions, and a second for partial vehicle and climate controls. Some of the switches for the climate are physical, but others are digital, and there are also multiple screens to click through just to access the correct climate menu. What this does is make simple tasks unnecessarily annoying. Despite the off-road potential of the Lexus LX series and the many gadgets onboard to help you cross any kind of terrain and in kind of weather, ground clearance is a clear enemy of the LX 700h Ultra Luxury and will ultimately decide how much off-roading it could ever do. Standing with just 8.1-inches of clearance above the earth, that's less than some Toyota RAV4s even. An overpriced and unnecessary edition I don't hate this Lexus, but I dislike everything it stands for. It's a full-size SUV with only four seats, a gross price tag, and a hybrid engine that only makes it more expensive without improving economy at all. Only three of the four seats have the massage function, and the rear seats can't even move backwards to make extra legroom for a proper limo experience. If you want that experience, you're way, way better off in a Mercedes S-Class or even a Genesis G90, and when it comes to luxury SUVs, there are so many options from all corners of the world that have increased brand prestige and even more luxury and tastefulness. Even more to the point: at $141K before tax, you can get a Lexus LX 600 with 98% of the features for actually $40,000 less. The truth is, if you actually spend your money on one of these, you deserve to be laughed at. And even then, I sure hope it isn't your first or second vehicle — but more like your fourth or fifth in the stable. For that kind of buyer, at least the crushing depreciation might make for a decent tax write-off. 2025 Lexus LX 700h Ultra Luxury Pros: Nice interior and Lexus build quality Cons: Only four seats; It costs how much?! 2025 Lexus LX 700h Ultra Luxury — Basic Specifications Powertrain & Performance 3.4L twin-turbocharged V6 hybrid Combined Output: 457 horsepower, 583 lb-ft of torque Transmission: 10-speed automatic Drivetrain: Full-time 4WD 0–60 mph: Approximately 5.5 seconds Top Speed: 130 mph Towing Capacity: Up to 8,000 lbs Fuel Economy (EPA-estimated): 19 MPG city / 22 MPG highway / 20 MPG combined Real World MPG: 16 Dimensions & Capacity Length: 201 inches Width: 78 inches Height: 75 inches Wheelbase: 112 inches Ground Clearance: 8.1 inches Curb Weight: Approximately 6,000 lbs Seating Capacity: 4 passengers Cargo Capacity: 31 cubic feet Technology & Infotainment 12.3-inch main touchscreen with an additional 7-inch lower touchscreen for climate and vehicle controls 25-speaker Mark Levinson® Surround Sound system Wireless Apple CarPlay® and Android Auto™ connectivity Lexus Safety System+ 3.0, including: Pre-Collision System with Pedestrian Detection Lane Departure Alert with Lane Keep Assist Adaptive Cruise Control Road Sign Assist Automatic High Beams Advanced Park with Remote Park assist Safe Exit Alert for approaching vehicles or bicycles 2025 Lexus LX 700h photo gallery

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

This aging lite pickup has its charms, but can't hide its age 2025 Honda Ridgeline Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman Honda’s Ridgeline is not a truck that excites upon first greeting, but instead grows on you over time. I haven’t exactly given glowing reviews of Ridgelines in the past, but a reintroduction to Honda’s midsize pickup was welcome after recent drives in Toyota’s new Tacoma—a truck that has ballooned in price with its latest generation. Honda, on the other hand, has kept things simple for another year, which is both good and bad. What still stands out most to me is how easy the Ridgeline is to drive and use, as well as the sheer value it continues to bring in 2025. Picks Easy drivability and comfort remain at the forefront of the Ridgeline’s strengths. On the road, it never feels like a traditional pickup, instead shrinking itself down into an easily maneuverable crossover. Handling and steering both impress, too, as this is a truck that never really drives like a truck and can carry alarming speeds down country backroads. On the highway, it’s remarkably civilized with low wind and road noise, paired with a plush ride quality that rarely feels anything less than composed. Too many SUVs and trucks bounce around endlessly as if riding on blown shocks, or they’re tuned too stiffly to chase payload and towing bragging rights. True, the Ridgeline doesn’t boast headline-grabbing figures in terms of utility, but the tradeoff is a beautifully smooth ride across any surface—far better than the overly firm Toyota Tacoma. This TrailSport trim adds some useful features and performance attributes, including suspension tuned for mild off-road use and knobby tires to match. It also gets unique trim pieces that pair nicely with certain colors (though this flat blue isn’t one of them, in my opinion). Inside, it’s fully loaded with all the bells and whistles, along with nice leather seat coverings, yet still retails for about $47,230. That may sound steep, but a TRD Sport or Off-Road Tacoma with faux -leather seats will cost at least $5,000 more. Unlike the Passport TrailSport SUV, where I noticed powertrain hiccups and sluggish throttle response, the Ridgeline has none of those concerns. Its V6 is a smooth operator at all times and speeds, and the automatic transmission rarely feels lost when accelerating or needing it to kick down. My observed fuel economy was 21 MPG, which matches Toyota’s new turbocharged four-cylinder Tacoma, a fair result for an old big V6. Put your foot down from a standstill, and the Ridgeline’s sonorous V6 will launch you to 60 mph in a surprisingly brisk 6.5 seconds. Another clever touch is the dual-action tailgate, which can swing open sideways as well as drop down. It makes bed access easier depending on your needs and circumstance, and the built-in storage bin adds real utility with an additional 7 cubic feet. You could even use it as its own cooler. Nicks The drawbacks, unfortunately, are familiar. The interior is heavily dated, with a small screen angled awkwardly upward. In simpler terms, this cabin feels very much from Trump’s first term rather than his second. Many of the knobs and buttons look bulky and old, not befitting a brand-new 2025 truck. And even though the Trailsport is the off-road oriented of the range, it only has 7.6 inches of ground clearance, a frankly abysmal figure that is less than a basic Toyota RAV4. Most annoying is the transmission’s operation. The slow-reacting PRND buttons always introduce a delay that gets in the way of progress when leaving a parking stall or at home. Adding to that is another lingering Honda issue: The absence of strong engine braking from the nine-speed automatic transmission. For example, when descending even a moderate slope, there’s a pronounced lack of engine braking, compounded by lethargic downshifts. That becomes especially unsettling if you’re towing its maximum 5,000 pounds downhill. Styling is subjective, but the Ridgeline is not the most attractive truck, lacking the purposeful stance and classic proportions of its rivals. A major design flaw is the obscenely high bed height. For a truck that’s supposed to be approachable, you end up lifting cargo higher than normal into its bed, not to mention the short surrounding walls that don’t offer much protection for keeping your cargo. As for that clever tailgate, while I like the functionality, the hinge panel gaps are god awful—lopsided and asymmetrical. Before realizing the tailgate swung out, I honestly thought it was just bad manufacturing. Chances are, most people following you on the road will think the same. A crossover that happens to be a truck Despite complaints, I still find myself liking the Ridgeline. Its strongest points are clear, especially the standout chassis performance when driven like a normal car. Other trucks simply aren’t as easy to live with, and that’s the single biggest factor in the Ridgeline’s success. It doesn’t demand the same level of commitment as other pickups, because this is a Honda—and it behaves like one at all times. It’s also a terrific value in an age of inflation and increasingly expensive Tacomas. Sure, it’s old inside, but that very datedness may help explain the attractive price point. At the end of the daily commute, it's best to think of the Ridgeline as a crossover that happens to have a truck attached behind, offering a useful alternative to the common SUV, but is also compromised as such. After a week behind the wheel, though, I cam to enjoy its simple and good-willed demeanor. 2025 Honda Ridgeline Trailsport As-tested price: $47,230 Key Specs Engine: 3.5-liter V6 (SOHC, i-VTEC, 24-valve) Horsepower: 280 hp Torque: 262 lb-ft Transmission: 9-speed automatic Drivetrain: All-wheel drive (AWD) Towing Capacity: 5,000 lbs Payload Capacity: ~1,500 lbs Fuel Economy (EPA): 18 city / 24 highway / 21 combined mpg Dimensions Overall Length: 210 in Wheelbase: 125 in Overall Width (without mirrors): 79 in Overall Height: 71 in Ground Clearance: 7.6 in Bed & Cargo Bed Length (tailgate up): 64 in Bed Length (tailgate down): ~83 in Width in Bed at Wheel Wells: 50 in Bed Volume: 34 cu ft In-Bed storage bin volume: 7 cu ft Thank you for reading The Road Beat's 2025 Honda Ridgeline Trailsport review. Please subscribe for more of our candid and frank reviews.

2025 Mazda CX-90 review by The Road Beat Words and pictures: Mitchell Weitzman “Still the one that turns my head,” sang Larry Hoppen of Orleans back in 1976. Their seminal hit, Still the One, might have peaked at number five on the Billboard charts, but Mazda’s CX-90 SUV deserves a number-one spot. Though no longer brand new, the CX-90 continues to wow with its impressive blend of luxury and driving excellence. It might not be as user-friendly as a ubiquitous Toyota, but with the Mazda, “we’re still having fun.” And that matters most to me. Picks I’ve written plenty of critical reviews over the years of test driving new cars, but it’s not like I enjoy dishing out negativity. Great vehicles, however, often demand less writing because there’s simply less to complain about. And when there’s this much to love about the CX-90, am I allowed to just say it’s brilliant and move on? That becomes tough when there is so much to deeply like. A beautiful SUV It’s gorgeous—outside and in. The sleek, svelte shape could easily be mistaken for a luxury British marque, but it’s the cabin that truly shines. Among three-row family SUVs in the $55,000–$60,000 bracket, none of the Asian rivals can match the CX-90’s interior. Leather furnishings are supple, available in beautiful colorways, and paired with soft-touch materials that cover much of the cabin. To get this level of European-inspired flair elsewhere, you’d have to spend at least $10k more on a Genesis, or much, much more on a German brand. Fit and finish are superb. Simply put, it’s a stunner. Potent Powertrain Motivation comes from a unique 3.3L inline-six that’s both punchy and efficient, convincingly delivering over 300 horsepower while still returning an easy 23 MPG. Wound up, it sings—not with the strained blender-like groan of a four-cylinder, but with a smooth, rich note that even Simon Cowell would approve of. The refinement in noise and vibration is a revelation if you’re used to smaller engines, so bravo to Mazda for embracing the sultry song of the classic inline-six configuration. A backroad star Beauty doesn't just run skin-deep here luckily, as this big, 200-inch family SUV absolutely eats up backroads. Right away, I loved the weight of the steering—substantial, deliberate, and encouraging. This isn’t a car you can steer with a pinky finger, as in some Volkswagens. On the contrary, this is a car that wants you to drive, and when you do, you’ll be thankful. Even at normal speeds, the CX-90 feels planted and confident. The brakes have solid bite and progression, and the steering precision lets you trace the edges of a road with ease. Push harder, and the CX-90 transforms into an asphalt samurai, carving through corners with vigor most family SUVs lack and reminds of a vintage BMW X5. Honestly, I can’t remember the last “normal” BMW SUV that felt this rewarding. Grip is immense, with both ends biting hard through snaking esses that allows generous throttle application. Direction changes are sharp, and the eight-speed auto shifts seamlessly—whether on its own or via the steering wheel-mounted paddle shifters. Ride quality stays composed even over rough patches, keeping the CX-90 settled and aids in maintaining your pace through the bends. Understeer is rare and must be thoroughly provoked to reveal itself, and the resulting balance delivers backroad pace that will trouble amateurs in their sports cars. Nicks Fundamentals are so strong, but true perfection is elusive, and the CX-90 does have a few blemishes worth noting. For one, it simply isn’t as large as some of its rivals, such as the Toyota Grand Highlander or Kia Telluride. Both cargo space and third-row accommodations come up short, making the last row best suited for kids or the occasional passenger rather than adults on a long journey. A minivan remains the unbeatable choice if maximum space is your priority, but among SUVs, the Mazda’s third row is weaker than most. The interior, while otherwise a masterclass in luxury, also has its quirks. The infotainment screen, for example, isn’t the most user-friendly. Though it can function as a touchscreen, its recessed placement makes it awkward to reach, limiting the practicality of said touch controls. Mazda's native UI also is in need of updates to make acclimation friendlier. Compounding that is an oddly ratcheting gear selector that feels unintuitive and requires a bit of a learning curve. Finally, while the 3.3L inline-six with its mild-hybrid system is a gem overall, throttle response at low speeds isn’t perfect. The system is designed to fill in the gaps of the turbocharged engine and assist at low speeds or while stopped, yet in practice it can feel slightly hesitant pulling away from a stop if you're not careful or too abrupt with the gas pedal. It’s nowhere near as frustrating as the lag found in some competitors, but it’s one area where Mazda still has room to improve. A stupendous SUV I love the CX-90—and you probably will too. Mazda has nailed all the essentials: it’s the best-driving SUV in its class, one of the best-looking, one of the most luxurious, and its inline-six sounds and is fantastic. Yes, the third row is on the smaller side, but I wouldn’t choose the two-row CX-70 instead. It offers no cost savings and also no extra space in the second row. Having that third row, even if used only occasionally, is simply too practical to give up for its added flexibility. Whether it’s for kids, emergencies, or piling in friends for a night out, it’s a great asset to still have. Even if slightly smaller than some rivals, the CX-90 remains a big, versatile SUV with a standout interior and driving dynamics that shame its everyday rivals. And for me, it’s still the one. 2025 Mazda CX-90 Turbo S Premium Plus — Spec Sheet MSRP About $60,000 as-tested Powertrain & Performance Engine: 3.3-liter turbocharged inline-6 with mild-hybrid assist Horsepower: 340 Torque: ~ 369 lb-ft Transmission: 8-speed automatic Drivetrain: i-Activ AWD (rear-biased all-wheel drive) 0–60 MPH: ~ 6.5 seconds Max towing capacity up to 5,000 lbs (with the inline-6 turbo) Fuel & Efficiency Real world economy: 23 MPG Fuel Tank: ~ 19.6 gallons Dimensions Overall Length: 202 in Wheelbase: 123 in Width: 78 in Height: 69 in Ground Clearance 8 in Curb Weight: about 5,000 lbs Cargo & Seating Seating Capacity: 6 (with second-row captain’s chairs + center console, 2 in third row) Cargo Volume behind third row: 15 cu ft Cargo Volume (third row folded): 40 cu ft Cargo Volume (second + third rows folded): 74 cu ft Wheels & Tires Wheels: 21 in aluminum alloy, machine-cut finish Tires: 275/45R21 Suspension Front Suspension: Double-wishbone with coil springs Rear Suspension: Multi-link with coil springs Warranty Basic: 3 years / 36,000 miles Drivetrain: 5 years / 60,000 miles Corrosion: 5 years / unlimited miles Roadside Assistance: 3 years / 36,000 miles Thank you for reading The Road Beat's 2025 Mazda CX-90 review. Please subscribe for more unfiltered and candid road tests. Photography with mitchellweitzmanphoto.com .

2026 Hyundai Ioniq 9 review by The Road Beat Words and pictures: Mitchell Weitzman Hyundai’s meteoric rise in quality over the past decade has redefined expectations, but even that can’t fully prepare you for their new Ioniq 9 SUV. This Calligraphy example of the fully electric, three-row SUV carries a price tag just shy of $80,000, a figure that might spark some sticker shock and zap any smile right away. Yet, after a week behind the wheel, it’s clear this luxurious behemoth delivers to justify its cost no matter what badge is on the hood—and might just be the best choice in its class. A Premium Package and a (Relative) Bargain At $77,040 for the top-tier Calligraphy trim, the Ioniq 9 isn’t cheap. But context is everything. Compared to rivals, it’s a steal: a base Mercedes-Benz EQS SUV starts at $104,000, while the BMW iX, a smaller two-row model, begins at $75,000 and easily crosses past $90K. The upcoming Volvo EX90 in comparable trims is also about $10,000 pricier. For a three-row, fully electric luxury SUV, the Ioniq 9 offers unmatched value without shortchanging you really anywhere. Inside, the Calligraphy trim rivals the opulence of Genesis-branded models from Hyundai’s flagship arm. Exquisite leather adorns the cabin paired with an Alcantara headliner, high-quality switchgear, and widely adjustable and comfortable front seats. Packaging is smart and considerate, too, like with a center console that glides forward and backward with a smoothness that shames the chintzy unit in the VW ID.Buzz. Even the third row electrically raises and lowers with a button, showcasing thoughtful engineering. Don’t let the Hyundai badge fool you—this SUV is luxurious by any standard. Impressive range and efficiency Stretching the distance, the Ioniq 9 boasts a 110-kWh battery, a significant leap from the typical 70-90 kWh found in most mainstream EVs. Despite its 199-inch length and nearly three-ton weight, it achieves a real-world range of 300 miles, averaging 2.7 miles per kWh. That’s almost as efficient as the smaller Ioniq 5 hatchback and on par with the Tesla Model X Long Range, though the Ioniq 9’s window sticker claims up to 311 miles as-equipped. For a vehicle of this size, 300 real world miles in summer conditions is remarkable and remarkably welcome. Charging convenience scores another win as the Ioniq 9 adopts Tesla’s NACS plug design, allowing direct access to reliable Tesla Supercharger stations without an adapter. Also included are adapters for CCS SAE chargers, ensuring compatibility with virtually all Level 2 and 3 public chargers or home setups. This flexibility makes charging largely hassle-free, especially given Tesla’s widespread and dependable network (something that can't be said of the notorious and constantly broken EVgo and Electrify America stations). Space and Comfort Bringing up space again, this is a huge car on the inside to match the physical footprint. By way of the Ioniq 9’s electric architecture—no engine or bulky transmission—creates a low floor, maximizing interior space. Headroom is so generous you can almost walk to the third row without ducking, something you can admittedly down in the new VW Buzz bus. Legroom and seating comfort here rival or surpass traditional combustion SUVs, and with the third row folded, cargo space is abundant at a whisker under 47 cubic feet. Even with all seats up, there’s enough room for daily needs at 21 cubes. And if you're concerned with it not driving well, then have no fear, because for a full-size SUV, the Ioniq 9 drives with surprising competence and gravitas. The steering is direct and well-weighted, instilling confidence, while the low center of gravity enhances grip and agility on winding roads meaning transitions from left to right happen quickly and without fuss. Compared to conventional and past SUVs, the Ioniq 9 isn't exactly more fun to maneuver on backroads, but it does so with practical ease and ability. Power stands at 422 instantly-activated horsepower, meaning forward progress is made entirely too easy in the real world and with little to no torque steer thanks to the AWD system. There are a myriad of different modes for regenerative braking, ranging from zero all the way to legit one-pedal driving. It's also good-looking, but let's also take a moment to address the formerly briefly mentioned VW ID.Buzz, because this Ioniq 9 trounces it in every way except maybe its less memorable style. The simple math and lab tests have revealed the Hyundai being enitrely superior in about every objective and subjective measure. It's more powerful, drives better, handily beats it in range, efficiency, and charging speeds, and more importantly, it's several notches higher in outright quality. From fit and finish to the tactile satisfaction of its mechanisms, the Ioniq 9 feels premium, making the ID.Buzz seem like a budget rental by comparison. Nicks Ringing in at $77,040 as-tested, the price is undeniably steep, though federal tax credits and leasing incentives (available at the time of writing) can ease the sting. After 9.30.25, though, that could tell a very different story. One hiccup that did occur during testing: a Level 2 charger at a local library, used with the provided CCS adapter, charged frustratingly slowly. A subsequent test with another Hyundai and CCS adapter was flawless, suggesting it may have been a one-off issue or user error. Still, it’s worth noting. Infotainment is easy to use, but the initial acquaintance can be a bit overwhelming due to the high number of icons and choices on the main menu. Other than that? No real faults; It's just a really really nice and accomplished vehicle. Convincingly premium and without any key or lingering problem. Okay, maybe the key fob is pointlessly fat. Something else worth noting, exacerbated by its flat sides, is the pronounced presence of orange peel in the paint. The best electric SUV on sale right now? Starting at $60,000 for the base trim, the Ioniq 9 is accessible to many families, but the Calligraphy model elevates it to a class leader. It offers more space, range, and luxury than Asian and American rivals, while capably competing on a luxury front with more expensive German and Swedish contenders, all while integrating seamlessly with Tesla’s charging network right out of the box. Hyundai has pushed the boundaries of what an electric SUV can be, delivering a vehicle that’s as practical as it is indulgent. For now, the Ioniq 9 AWD Performance Calligraphy might just be the electric SUV to beat. 2026 Hyundai Ioniq 9 Calligraphy Price as-tested: $77,040 2025 Hyundai Ioniq 9 Calligraphy basic specifications Powertrain & Performance 110.3 kWh battery pack Dual-motor AWD with 422 horsepower 0–60 mph in ~4.9 seconds (Performance version) Estimated range: ~311 miles (EPA) Real World range about 280-300 miles DC fast charging: 10–80% in ~20-24 minutes (350 kW charging) Dimensions Wheelbase: 123 in Length: 199 in Width: 78 in Height: 71 in Ground clearance: ~6.9 in Curb weight: ~6,000 lbs (AWD model) Cargo Behind 3rd row: 22 cu ft Behind 2nd row: 47 cu ft Behind 1st row: 87 cu ft Calligraphy Trim Highlights Premium interior/exterior styling (Calligraphy-exclusive design touches) Available 2nd-row relaxation seats with massage & leg rests (varies by region) Sliding center console (with captain’s chairs) Panoramic sunroof Premium sound system Ambient lighting and luxury materials Technology & Safety Head-Up Display Surround View Monitor (360º camera) Blind-spot View Monitor Remote Smart Parking Assist Highway Driving Assist 2 Native NACS port (access to Tesla Superchargers in North America) OTA (Over-the-Air) updates and advanced infotainment system

Just avoid the yellow paint. It's far worse in person. 2025 Toyota Prius Nightshade review by The Road Beat Words and pictures: Mitchell Weitzman It's official: we got yellow Toyota Priuses before we got Grand Theft Auto VI . It’s wild to think we got cool, stylish Prius hybrids before Rockstar’s next global phenomenon. “Phenomenon” is also how one could describe the latest Prius, which continues to turn heads several years into its existence. It’s not perfect, but it’s damn good for a daily commuter, proving that economy doesn’t have to look lame anymore. The Nightshade trim adds glossy black exterior accents that further spruce up its sleek look. Picks Style for days—a phrase I never thought I’d utter about a Prius. Yet, its sleek profile and wedge shape mark a shocking departure for a nameplate once synonymous with the ugliest, slowest cars on the road. My praise for its style stands, despite the otherwise horrendous yellow color. Fuel economy is superb, averaging 46 MPG over a week of mixed driving—the best I’ve seen from any car in the past year, achieved with ease. Unlike the molasses-like character of past Toyota hybrids, the new Prius boasts a punchy 194-horsepower hybrid powertrain that hits 60 MPH from a standstill in just over seven seconds flat. Throttle response is nearly instantaneous, aided by a cooperative continuously variable transmission (CVT) that syncs seamlessly with the hybrid and combustion engines. Despite its midrange Nightshade trim badge, the interior is welcoming and well-appointed. The faux-leather seats impress with their texture and finish. At $36,308, including destination, it’s not cheap, but it’s far from expensive, especially when top-tier Camrys and other Priuses now easily crest into the forties. All the bells and whistles, including safety systems, are present, and the large 12.3-inch touchscreen is user-friendly and visually appealing. On the road, the Prius drives better and as good as ever. Steering is precise on highways to limit any wandering, the ride quality is refined over most surfaces, and you can toss the Prius into corners at a pace that was never previously thought possible. For the average consumer and target market for the new Prius, it's a nice car to drive each day. Maybe not the sports car its looks might lead you to believe, but it's head and shoulders above any past Toyota wearing the same name. On the road, the Prius drives better than ever and is a far cry from the inert mediocrity of previous generations. Steering is precise on highways, minimizing wandering, and the ride quality is refined over most surfaces. You can toss the Prius into corners at a pace unimaginable for its predecessors. For the average consumer and target market, it’s a pleasant daily driver. It’s not the sports car its looks might suggest, but it’s head and shoulders above any prior Prius. Nicks Negatives are few, but some can be notable for picky buyers. Despite my disdain for the desaturated, unappetizing yellow color— named Karashi and evoking the most expired shade of Heinz’s condiment—this is still a terrific-looking car and should be enjoyed in any hue but this. I love yellow, for the record, but this shade is yellow done horribly wrong. Another issue is the small back seat that suffers from both a lack of head and legroom. The hybrid powertrain is plenty powerful and delivers god-tier fuel mileage, but the four-cylinder engine still suffers from the moaning and groaning typical of Toyota’s combustion engines. When you floor it to merge onto a freeway, for example, the noise invading the cabin is frankly awful, worsened by the CVT holding a constant RPM and therefore constant loud volume. Other brands have crafted smoother, more pleasant four-cylinders—this isn’t one of them, retaining the worst aspects unfortunately. While decent to helm on highways and surface streets, pushing the pace on a winding country road reveals its limitations, with handling that deteriorates sooner than expected. Steering lacks feel, therefore contributing to a vagueness that leaves you unsure of what’s happening beneath you. Compounding this uncertainty, if you chuck the Prius toward an apex, you’re met not with immediate understeer, but with a delayed reaction before the car actually changes direction. In quick transitions from left to right, there's lots of heaving and wallowing as the Prius loses composure. So, despite its sporty looks, the Prius is not a sports car. A sporty Prius, but not a sporty car. I also don't like the view out front, with a long dash that makes it feel larger than it is, plus A-pillars that hinder peripheral visibility, something that makes city or even parking lot driving more challenging as well as tougher to look ahead through a corner. Speaking of hindering, the safety systems - especially the lane departure warning and correction - can often be overly intrusive. The view out front is also problematic. With a long dashboard making the car feel larger than it is, and thick A-pillars hindering peripheral visibility, this can complicate maneuverability in city driving, such as parking and looking through intersections. Additionally, the safety systems—particularly the lane departure warning and correction—can feel overly intrusive. Not sports car, but an excellent commuter I’ve mostly confirmed that the Prius isn’t a sports car to rival Miatas or Boxsters, but we already knew that. Its sleek appearance raises hopes for visceral thrills or corner-carving prowess, but those remain elusive. Toyota has mastered the MPG game, but the engine needs NVH refinement, or whether fully-electric would be a better fit still. For the basics that most drivers care about, the Prius excels with its curb appeal, economy, and decent interior. The only reason to choose a Camry over this would be for a larger back seat. Otherwise, it’s hard not to recommend the Prius as a practical, potent, and surprisingly sexy daily driver. 2025 Toyota Prius Nightshade Price as-tested: $36,308 2025 Toyota Prius Nightshade basic specifications Powertrain: 2.0L inline-4 gasoline engine + hybrid electric motors (fifth-generation Toyota Hybrid System) Horsepower: 194 net hp (FWD) Transmission: Electronically controlled continuously variable transmission (eCVT) Drivetrain: FWD standard; AWD optional (+$1,400) 0-60 mph: ~7.1 seconds Fuel Economy (City/Highway/Combined): 52/52/52 mpg (FWD); 49/50/49 mpg (AWD) Real World Economy: 46 MPG Fuel Tank Capacity: 11.3 gallons Battery: Lithium-ion (hybrid system) Starting MSRP: $33,630 (FWD); $35,030 (AWD) Dimensions (L x W x H): 181 in x 70 in x 56 in Wheelbase: 108 in Curb Weight: ~3,300 lbs Volume 20.3 cu ft (behind rear seats); 36.6 cu ft (seats folded) Passenger Volume: 94 cu ft (5 passengers) Wheels/Tires: 19-inch black-finished alloy wheels; 195/50R19 tires Infotainment: 12.3-inch Toyota Audio Multimedia touchscreen (standard); wireless Apple CarPlay/Android Auto; 6-speaker audio Safety Features: Toyota Safety Sense 3.0 (standard): Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Tracing Assist, Road Sign Assist, Automatic High Beams; Blind Spot Monitor with Rear Cross-Traffic Alert Warranty: 3 years/36,000 miles basic; 5 years/60,000 miles powertrain; 8 years/100,000 miles hybrid components; 10 years/150,000 miles hybrid battery