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

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

One of the thirstiest hybrid vehicles ever, where is the the point in this overpriced Toyota pickup Toyota Tundra Capstone review with The Road Beat Words and pictures by Mitchell Weitzman Toyota's all-new Tundra has already been out for nearly two years, marking a huge direction change for the Japanese brand's made-in-Texas pickup truck. This Capstone is the peak of the current range, coming in at an eye-watering $78,460, and after two weeks with one (and over a year after my initial acquaintance), this Tundra is already out of date and behind the competition when it comes to its role as a luxury pickup. And my gosh is this hybrid V6 twin-turbo inefficient in daily use. Starting with the major talking point that rests under the hood, the yes-they-actually-named-it-that i-Force MAX powertrain, a V6 engine bolstered by two turbochargers and a hybrid system. Total outputs are an encouraging 437 horsepower and 583 lbs-ft, numbers that do convince thanks to its meaty midrange punch. When you do get the blood boiling, this is one seriously quick full-size pickup truck. Only trouble is the power delivery is so flat that there is no increase in acceleration as the revs climb, therefor it feels fast at first, but then you soon realize it doesn't pick up anymore after that big initial wallop. It is effective, just not exciting in the same way a 6.2L V8 revs up and goes in the GMC Sierra or Chevy Silverado. Despite the presence of a hybrid system, it's so weak that the Tundra can hardly ever shut off its gasoline engine during daily driving. Whereas a Toyota RAV4 Hybrid or Camry Hybrid can accelerate leisurely up to 20 MPH or so solely under electric power, the Tundra's combustion engine ignites almost immediately as your foot breathes on the gas pedal. As a result of needing to rely so heavily on the gas engine and forced induction at all times in order to motivate its 3 tons of mass, gas mileage is a dismal 16 MPG overall, or, not any better than V8-powered trucks I've also driven. It's even more strange considering that the last non-hybrid Tundra I drove actually averaged better economy. If you're wanting the hybrid Tundra for saving gas, you have been warned: you will not be saving on gas. At least if you stick specifically to flat highway driving, only then will the hybrid return anything decent to the tune of just over 20 MPG on steady, level freeway. There's also the fact that slow speeds are often met with clunks and shudders from the powertrain as the gas engine goes in and out. An example is when slowing for a red light, where the truck coasts and brakes in electric mode. However, upon slowing to a walking pace, the light then turns green, and as I gently ease onto the gas pedal, the gas engine fires back up and causes a shudder and clunk throughout the truck. Other Toyota hybrids do not display this trait in the same scenario, only this hybrid V6 found in both the Tundra and Sequoia SUV. It could and should be smoother and more pleasant, especially from the company famous for pioneering mainstream hybrids. I also cannot forget or forgive the fact that is Toyota is so aware that truck people want V8 engines that they shamefully pump fake V8 noises into the cabin under acceleration. If you mistake the sound for a V8, then Toyota's sound police have done their job correctly. Just know that the sound is fake. I doubt the real-world towing ability of this powerplant, too. As I noticed on every possible freeway hill, in order to maintain 70 MPH, the Tundra's turbo's lay down a constant 10 PSI of boost. Factor in six or seven thousand pounds worth of trailer weight, and this little V6 is going to be working hard even on level ground, and will drink gasoline by the tankful rather quickly. The hybrid powertrain won't be able to help here as the tiny little amount of onboard battery capacity it can hold will be depleted quite quickly. This is an interesting idea for a truck powertrain, but one that just can't and won't translate to everyday usability like a big-capacity V8 can, and the naturally-aspirated V8 will likely use less fuel doing so, too, when under load. If you have towing experience in your i-Force MAX Tundra or Sequoia, please let me know about your experience, but from the couple I've talked to, they were not enthused about the performance when laden-up. A positive note is a chassis that steers and handles quite well. The steering is direct, accurate, and very easy to place on the road. On a cloverleaf freeway onramp, I was able to confidently toss the Tundra in towards an apex and, despite the tire squeal, the Tundra held its line and behaved prodigiously for a large pickup truck. However, handling chops aside, the tradeoff is a stiff and jiggly ride at all speeds. Even at slow residential speeds, the Tundra translates every nook and cranny right into your backside and it bounces around. In comparison, I took a ride in a friend's new GMC Sierra 1500 Denali during the same week of testing the Tundra, and I was astounded how smooth it all worked, gliding over speed bumps, easy on/off throttle transitions from its V8 and own 10-speed transmission, and I noticed just how comfortable the entire package was. The Tundra felt like a bucking bronco in contrast, and I can't believe this is supposed to the fancy and comfy luxury option. Speaking of luxury, does it deliver there at least? No. Yes, the seats are covered in soft and lush two-tone leather, and there's a big Tundra-sized center display screen, power running boards, and a gigantic panoramic sunroof, but that's it. Once you get over that honeymoon, there are so many cheap plastic pieces and buttons all about that would be out of place even in a Corolla. The push buttons to open the center console? Horrible. There's also a rattly tray that slides in and out of the center console. The glovebox sags a full centimeter, something I've seen on other Tundras and Sequoias, there's even frayed and loose stitching at the 9 o'clock position on the steering wheel, the wood looks cheap like it's from a bargain Amazon furniture piece, and the rotating headlight switch on the turn signal stalk isn't close to flush with the rest of the arm. This would be nice for a $65,000 truck, maybe even close to $70,000, but damn near $80,000? You've got to be joking. GMC recently just overhauled their interiors and, for the same exact money as a Sierra 1500 Denali, the Tundra loses badly. The thought process must've been similar to, "Let's take a nasty cheap interior and throw a big screen and leather on. That should do it, right?" I'm sorry, but for this price, you'd be mad to think this is acceptable. I also thought the air conditioning was poor, even after running for an hour on literally full blast on an average Northern Californian summer's day. This is a nicer truck than the Tundra it replaces, but what is a huge mark forward for Toyota means they're still and already behind its rivals by some margin. Even the current Ram 1500, which has been out now for over five years, continues to impress in Laramie and Limited trims, having a higher degree of luxury and initial quality when it comes to their cabins. They also drive very well, being smoother everyday operators than the Tundra. Nearly forgot, but the rear doors also have no proximity sensors for unlocking, which can be extremely annoying once you realize a $40,000 RAV4 has this feature on all four doors, but not a twice-as-expensive Tundra. Who is this truck for? Maybe only the Toyota-faithful, but even they might be hesitant to give up their V8-powered older models that are known to last for hundreds of thousands of miles. Also, remember that the most expensive version of the new Tundra is over $20,000 more than the most high-end V8 Tundra ever was. I doubt owners of Fords, Chevy, GMC, and Ram trucks will want to cross over to a Tundra, and anyone looking to jump ship might as well go all the way into the Rivian EV ecosystem anyways. This is not a bad truck, but rather a sorely overpriced one that does very little in the way of earning a recommendation. Perhaps a $15,000-cheaper Limited model with the base engine earns merits where its value is far more competitive, but the Capstone is anything but a new high for Toyota other than its ridiculous, unjustified price tag. While it's nice for a Toyota pickup, it fails to match the luxury and refinement of rivals. 2023 Toyota Tundra Capstone Price as-tested: $78,460 Pros: Powerful; Modern dynamics Cons: Overpriced; Dynamically lags behind competitors

This surprisingly fast sedan is a wayward misfire from Toyota 2024 Toyota Crown Hybrid Max review with The Road Beat Words and pictures by Mitchell Weitzman I had hope for the fastest and most expensive version of Toyota's new oddball Crown, a sedan that's not quite a sedan, but not concretely a crossover either. This unique inbetweener could make sense if it did any one thing correctly, let alone multiple things, but it sadly sails wide of the goalposts. At least it's quick, but even then that's all relative because while it may be quick for a Toyota, it's not that quick for a $54,590 sedan when similarly priced competitors are considered; By that standard, it's only barely just average. Living in the greater Sacramento area, the Crown has been on sale for a year now, and I can count on only one hand just how many I've seen on public roads. People have obviously not warmed to it in this market, and after spending a week with the top-shelf product, they are right not to. Let's talk MPG, because efficiency was the only reason the entry-level Crown was ever worth considering. Averaging 39.5 MPG during my week with the base Crown, I was very impressed with how little fuel it sipped for such a spacious mini-limo. That was with its naturally-aspirated engine and 236 total system horsepower from its hybrid powertrain. Upgrading to the Hybrid MAX, like on this here Platinum model, means the engine is now turbocharged, with output rising to a respectable 340. As a result, 0-60 MPH drops from 7.3 seconds on the standard-issue car to a 2024-appropriate 5.8 seconds with this MAX powertrain. 5.8 seconds ain't setting any records anywhere, but it's one of the quickest Toyotas ever. However, and this needs to be a huge consideration with this car and configuration: Opting for the extra potent motor means fuel economy crashes down to a disappointing 27 MPG. 27 is not disappointing in this class of vehicle, but that's shockingly worse than the last Crown I tested. Looking back at past testing notes, I tested a Genesis G80 with its 2.5L turbocharged 280-horsepower base engine, and it's neither slower than the Crown with Hybrid MAX as well as no worse efficient, also averaging 27 MPG in my test without the help of any hybrid electrical assist. A BMW 330i has nearly 100-horsepower less on paper than this Crown, but it's the same story, being neither slower nor any less efficient without a hybrid. TL:DR it's an economical sedan, but it's not an entirely economical hybrid. So the advanced turbocharged hybrid powertrain only really brings it up to almost level with competitors of its space, not ahead, but maybe the Crown can deliver the goods fit for royalty on the inside? Well, it sure is spacious, with legroom to spare even in the rear seats, but for the price of nearly 55-grand and the 'Platinum' moniker to establish this example as the one true divinity in the range, it fails to convince that this is a luxury product. Again, is this a luxurious Toyota? Maybe, but is it a luxury car? No. Toyota subsidiary Lexus currently sells the same-priced ES sedan, based on the prior Avalon (that the Crown replaced), and the ES is heads and shoulders a more luxurious prospect in terms of fit and finish and materials used complete with appropriate upscale touches. You want to be wowed by an interior? Swing open the door of the aforementioned Genesis G80, even in base spec, and it just looks and feels special. I further dislike the NINETEEN buttons on the steering wheel, yes, there are nineteen to keep track of and master, but the gear lever is awkward to use at times, both the heated seats and heated steering wheel were weak (I've never once complained about any car's heated seats or wheel, but the Crown's barely heat up at all), and the trunk also creaks when opened (which my prior-tested Crown also exhibited), and not just that, but the little plastic button to open the trunk from outside is of particularly poor construct and the trunk isn't even power! I thought this was supposed to be a luxury product from Toyota, no? And at this price for a Toyota, I would hope for a trunk that opens under its own power, let alone one that creaks. At least it's well-equipped in terms of safety and basic entertainment tech, so you'll be missing nothing there, and the center infotainment display is also easy to operate. Yet the real frustration with the interior comes in the form of the outright execution. Bearing a very-much-so luxury price tag, this Crown Platinum never approaches anything resembling luxury. Again, it might luxurious for a Toyota, but it lags far behind the sumptuousness of even its Lexus ES sibling, let alone what the Germans, Swedes, or South Koreans can offer at this same price range when it comes to overall quality of its cabin. A luxury car this is not. And what's with those poorly shaped and bulging JBL speakers mounted on the A-pillars? Those are eyesores. Place your hands on the wheel, and you'll find steering that is numb and artificial, lacking any substance and forgoing confidence. Driving straight on the highway is easy enough, as it is in most any new car, but if you were hoping for a sporting edge to match the increased power of the Hybrid Max, well, there isn't any. Echoing its rounded, soft exterior, this is a wallowing creature when you get aggressive with the steering and ask for successive direction changes. Grip is enough to scare most any passenger from its big tires wrapping monstrous 21" wheels, but this one that prefers a leisurely walk in its Uggs rather than a mountain run. What's more inconvenient is that this Hybrid Max model hasn't received any apparent changes in suspension tuning, and it's pretty clear that this now has too much power for the Crown to properly handle anything other than perfectly straight freeway onramps. Competitors, even the Avalon it replaces, are more engaging to drive with far more dynamic prowess when the road is anything other than straight. It's not that the Crown is a bad car, but one that is undeniably underwhelming and overpriced. Because the prospective customers Toyota is (trying) to target with the Crown likely have little interest in the quick acceleration of the Hybrid MAX, they would be better off with the normal Crown and enjoy the nearly 50% increase in fuel economy. As for those wanting to spend 50-large on a nice car, this just doesn't cut it. Look to Lexus and the ES sedan or better yet, if you actually enjoy driving and some real style, Genesis' G80 is a formidable opponent in all flavors. I didn't even bring up the looks because I know they're subjective, but I will say several friends were quite negative towards the shape of the Crown. Applaud Toyota for trying something new that isn't an SUV, but this is answer to a question that never existed in the first place. 2024 Toyota Crown Platinum Hybrid Max Price as-tested: $54,590 Pros: Quick (for a Toyota); Spacious Cons: Interior quality does not match price; Not that efficient

This pretty wagon has a few fundamental issues 2023 Volvo V60 review with The Road Beat Words and pictures by Mitchell Weitzman Beauty is sometimes not enough to make up for glaring detractors; Step forward Volvo's V60 to solidify this rather unfortunate point. As gorgeous as the classic wagon shape wears on the Swede, basic drivability issues hinder this luxury product and keep it from earning an recommendation. And yes, the drawbacks are unacceptable on this expensive machine, one that rings the register to the tune of $63,585. I wish I loved the V60 because of how attractive it is inside and out. The black paint looks perfect to accentuate the texture of the wagon body while also exuding an aggression you normally don't associate with Volvo. The short front and rear overhangs, with wheel arches filled with large polished faces, further cement its runway style. Contrasting white leather interior is a lovely place to be, with a high quality Nappa hide and finishing details that punch above its price weight. Seats offer all kinds of adjustment and are among the best chairs in any new car. Even items like the headlights are industry-leading, not just class-leading, with the lights bending to the direction of each curve to dramatic effect to help light your way through turns. Once you experience a Volvo in the dark, it's only then that you realize how bad other cars' headlights can be. At first impression, you might even think the V60 is a bit of a bargain considering just how nice it all appears inside and out. And look at that shifter! But, then you get to the infotainment and realize some of the graphics are hard-edged and in need of a dire graphic overhaul, like an early rendition of iOS. And then you notice the lags and occasional freezes that this car and other Volvo's all tend to do when it comes to the center display. While, despite all the luxury embedded into this cabin, you might notice how the large volume is constructed of what feels like hollow plastic and makes a horrid, audible click when it loosely turns in the same way the bezel of a cheap diving watch does; Like, did nobody try the volume knob before signing off on this car and realize it's rubbish? Also, there's a magnificent 360-degree camera onboard, but why the heck can't we view both the 360 and rear-view cameras at the same time? There's so much screen real estate to have both concurrently, yet we still can't. C'mon, Volvo, as this affects all their cars in the present. The chassis underneath is secure and composed for normal driving, tracking straight on the highway and with nicely hushed interior volumes, making for a soothing and appropriately luxurious ride. There isn't much enthusiasm for corner carving here, but if you do decide to set some times on your local special stage, you can carry some alarming speed for a pedestrian vehicle, just you won't be having fun doing so. For example, when I did decide to up the pace on a local stretch of asphalt spaghetti, the soft suspension begins to easily flounder around in protest. The tradeoff, though, is an accomplished ride quality that is rarely unsettled by all but the worst of bumps and imperfections. However, the glowing fault of the V60 lies in basic operation, in due part to a powertrain that belongs in the recycle bin. It's not that it's slow or uneconomical, as it's neither of those, but rather there's a profound lack of ability to drive seamlessly and smoothly. Similar to a beta release of an operating software, there are performance glitches to be found in daily tasks. Despite implementing a mild hybrid system that assists with transitions and startups, it's actually made both quite worse. Setting off from a stop sometimes feels like you're crawling or even left the parking brake on, as there's very little initial power to depart. Press the throttle too much, however, and you're greeted coldly by a surge and lurch procedure, likely a result of the turbocharging suddenly spooling up and dumping boost down your throat. This was more apparent on hills, where I really just learned overall that the best way to drive the V60 smoothly was to set off really (too) slowly to avoid such surges. With a gas pedal that acts too much like an on/off switch, this unresponsive engine combination is out of place in a brand new vehicle, let alone one costing upwards of $60,000. But, the most noticeably irritable behavior comes when transitioning from coasting to reapplying throttle. Take for instance the scenario of when coasting towards a red light when it then turns green upon approach. Here in the Volvo, you can start to squeeze the throttle for multiple seconds before anything happens. If you get impatient and ask for too much, you get the same slow boost build followed by an abrupt surge that is anything but luxurious. Mild hybrids are supposed to make driving and power delivery more transparent, yet this is anything but, being a lethargic and then often lurching travesty that needs a rethink. For context, I drove a Lexus RX 500h immediately before the Volvo, which is a large hybrid SUV, and that car has literally zero of the same behavior this powertrain does, exhibiting an ease of throttle application that is almost impossible to muck up and cause discomfort. The fact that it takes even an ounce of concentration to avoid the problems here in this Volvo is reason for unacceptability in the present time. Their more potent T8 powertrain, and former supercharged and turbocharged inline-four engines did not suffer the same fate, so this weaker only-turbocharged engine does have issue in needs of resolution. At least I averaged 27 MPG during my week driving the Volvo. Even other non-hybrid turbocharged four-bangers from competitors don't have such poor response patterns. It's the engine that kills it for me, as that hurts the actual application of the V60 as transportation. That an engine so naively uncalibrated is able to make it into production is a worrying sign, maybe one that points to Volvo being more (and only) focused on their all-electric future. I still like the brand and what they stand for from a design standpoint, and they do offer great value compared to the Germans because of their luxurious interiors, but it's also another Volvo that has issues that this dude cannot abide by. 2023 Volvo V60 Cross Country AWD Ultimate As-tested price: $63,585 Pros: Pretty and refined interior Cons: Uncultured and underdeveloped powertrain

The compact Corolla Cross is now available as a hybrid, but you should get a RAV4 instead 2023 Toyota Corolla Cross Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota released the Corolla Cross in the past two years, an inbetweener of a crossover placed below the popular RAV4 and discontinued C-HR. Initially released with a weak combustion engine only, it was a clumsily executed prospect that was far from efficient given its relative size. A hybrid from day one would have been a better idea, and now we have just that, bringing promising fuel economy and power gains. This well-optioned XSE model costs $36,694 as-tested and its polarizing color is unfortunately known as Acidic Blast. Alarmingly, that price also overlaps with the larger RAV4 Hybrid. What's good? The most promising aspect of this new addition to the Corolla Cross family is the Hybrid moniker, bringing an improved powertrain both in terms of power and formidable efficiency gains. Horsepower increases from a paltry 169 to 196, allowing this little crossover to now be able to get out of its own way. The first model I had tested averaged a disappointing (for such a small and slow car) 26 MPG, but this new Hybrid scored a brilliant 37 MPG overall after a week of mixed driving. For comparison, the last RAV4 Hybrid with AWD I tested averaged 35 MPG. Being a Toyota and a decent XSE trim-level, this Corolla Cross is well-equipped with all the safety and tech features you would expect and want in a new car. Build quality seems sturdy enough, and the Corolla Cross is easy to drive at all times, requiring no effort nor brainpower. What's not With the price for this version encroaching on $37,000, there's almost no reason to choose a Corolla Cross Hybrid instead of a RAV4 Hybrid (or the mechanically identical Venza). With the RAV4 Hybrid, you get even more power, no real detriment to fuel economy, and it's a noticeably larger car on the inside with a comparatively spacious rear seat and cargo bay. The back seats might be fine for kids, but trust me when I say your friends won't find it all too enjoyable; Just ask mine. And best (or worst) of all, a comparable RAV4 Hybrid can be had for only an extra couple thousand over this, which would be well worth justifying. Looks are totally subjective, but I had several friends who commented how ugly they thought the Corolla Cross is, too, and they swore it wasn't just because of the color. On the road, I said the Corolla Cross Hybrid is masterfully easy to drive, but it's also so uninspiring and dull, with zero enthusiasm for driving. Once you spend time in a vehicle like the Mazda CX-30, which kind of ruins other cars due to its surprisingly profound athleticism and eagerness, cars like the Corolla Cross come across as such boring forms of transportation. Trust me, it's fine for getting in driving on the daily basis, but there's nothing that the Corolla Cross Hybrid does well or that makes driving anything that resembles fun. Even a RAV4 has superior steering feel and a more balanced handling and ride quality to it. It's unfortunate, but the Corolla Cross inherently just kind of feels like a toy, lacking substance to the controls and the cabin doesn't hold up to the asking price either. At the end of the day, it's just too expensive for what you're getting. Choose a RAV4 Hybrid If you're after a reasonably priced and efficient crossover, the RAV4 Hybrid is going to be the vehicle you want due to its noticeable lifestyle benefits and such a marginal increase in cost for a comparable trim. The only reason I see someone wanting a Corolla Cross Hybrid is maybe due to specific size constraints, such as a tiny garage or parking situation, or perhaps you personally love the looks and the unique color on this one. For all others, though, you'd be best going for the superior RAV4 Hybrid. If you want to spend less, and it may get less gas mileage, but a top-spec Honda HR-V is a nicer, more pleasant, and spacious vehicle. I'm not trying to be cruel, but simply saying it how it is; In the words of Kuiil from The Mandalorian, "I have spoken." 2023 Toyota Corolla Cross Hybrid XSE Price as-tested: $36,694 Pros: Compact size may appeal to some; Great economy Cons: Too similarly priced to superior RAV4 Hybrid

The grand addition to the Highlander SUV line impresses 2024 Toyota Grand Highlander Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Toyota is following the footsteps of Hollywood by playing the 'spin-off' game. Following the Venza, itself derived from the RAV4, we now have a bigger and arguably better version of the three-row Highlander SUV. Instead of a new name, Toyota opted to simply add a 'Grand' prefix. However, there's a likelihood that the Grand Highlander will soon become the only Highlander in the years to pass. When it comes to moving mass numbers of people, the Grand Highlander is one of the best for the job. What's good? As the name suggests, the Grand Highlander is a vast utility vehicle bearing oodles of space inside. By stretching the overall length six inches, and the wheelbase by four, Toyota has made an SUV that rivals a minivan for interior volume. The third-row of seats, for example, which are decisively cramped in a normal Highlander, can actually even be used by adults. In the simplest terms, this is one of the largest SUVs you can currently buy and poses a real alternative to a minivan in this metric. I also found the packaging to be thoughtful for families and occupants, with USB ports scattered about in reach of each seat, even in the very back, and convenient storage spaces. All the usual Toyota technologies are present as well, with the obligatory safety systems and a large touchscreen display in the center that's easy to navigate and use. Most drivers will appreciate the quality in this Limited model, a big step forward from Toyotas past, but it still is a little behind what Mazda has aspired to. While the Grand Highlander doesn't set the world alight when it comes to driving dynamics and excitement, it's a confidently competent driving machine in the real world that belies its shear size. The controls are all easy to modulate, the steering is direct and accurate, and the ride quality remains comfortable over a variety of road conditions. It's no dynamic superstar like the Mazda CX-90 when it comes to the bends, but as for a perspective of real world driving, the Grand Highlander nails the brief through its rounded ease of use and operation. An area where the Grand Highlander truly shines above all is when it comes to gas mileage. This Hybrid model achieved an amazing 29.5 MPG during our week together, a stupendous number considering the massive road presence. Performance isn't exactly noteworthy, with 0-60 MPH needing nearly eight seconds, but its perfectly serviceable in the real world and with a linear and smooth shove from the hybrid powertrain, exhibiting none of the coughs and hiccups that the recently tested Mazda CX-90 Hybrid showed. If you want extra pop, there's a Hybrid Max option that brings the horsepower from 243 here, to a whopping 362, though expect economy to suffer as a byproduct. What isn't? Apart from some bland rather plain styling and a general lack of driving enthusiasm, there's very little to dislike or bag on about the Grand Highlander Hybrid. As said earlier, though, the shortcomings dynamically make it mass appealing to the right audience. If there's anything to knock, it's the fact that a fully-loaded Hybrid Max model will cost you over $60,000, with this more mundane Limited example stickering for $53,238. I am a little disappointed that, at that price, it doesn't include any kind of sunroof as standard, let alone a big panoramic item. A grand win? Toyota has delivered one of the most well-rounded big SUVs on sale today. It's to the point where, if you're already going big and wanting a normal Highlander with three rows of seats, you might as well pony up and get the biggest one for only just a smidge more dough. Yes, this is me saying the Grand Highlander kind of makes the standard Highlander somewhat obsolete. A Mazda CX-90 might look nicer inside and out and drive better, but the Grand Highlander is more spacious and delivers the MPG goods. For most, that's probably the reason why this Grand Highlander will quickly become commonplace on your local roads. 2024 Toyota Grand Highlander Limited Hybrid As-tested price: $53,238 Pros: Huge interior; Excellent MPG Cons: A little bit boring; CX-90 is more luxurious

It sure ain't cheap, but this is a wonderfully luxurious and surprisingly fast SUV 2024 Volvo XC90 Recharge review with The Road Beat Words and pictures by Mitchell Weitzman If I were to tell you that one of the fastest SUVs in the world was an unassuming Volvo, would you believe me? I didn't even at first, until the first time I mashed the throttle in the 2024 Volvo XC90 Recharge Ultimate. With 455 horsepower, this plug-in hybrid moves mass in unthinkable ways not unlike Germans bearing AMG or M badges. However, speed is hardly the main attraction here, as this $87,495 is an exercise in superlative luxury while offering some flexibility with its plug-in charging capabilities. Where the XC90 excels first and foremost is in its stylistic and qualitative execution. With its sculpted interior, this is a cabin crafted to one of the highest standards and featuring some of the best materials in any car under 100 grand. Owing to its Scandinavian heritage, minimalism is the key choice here with a homogeneous theme carried throughout inside and outside. You won't find any garish or obscene attention-getters here, but rather subtle displays of understated artistry. The sheet metal wears like a tailored suit, tightly wrapped around the chassis with no loose or hanging excess material for waste. Herds of leather, suede, wood, metal, and even a crystal adorn interior details, with each contributing tastefully to the environment in well-judged measure. The metal is polished to an admirable sheen, but there's just the perfect amount of shiny metal so as not to be pretentious. Above, a suede headliner with a large panoramic sunroof complete the good vibes inside. Actually no, that's a lie, because the front seats feature terrific massagers to help take the edge off long before and after five o'clock. Not only is performance fantastic when you hit the go pedal, but when you fully charge the XC90, you can even go out 30 miles on pure electricity, making this a viable, excellent commuter for those wanting increased flexibility over a fully-electric vehicle. In my own experience, I had the XC90 charged at most to 50% of its 19 kWh capacity, and during that time I averaged about 40 MPG before the battery was depleted. This was with the combined Hybrid mode selected, but you can also choose a Pure EV mode at reduced speeds. Either way, you get a choice here, and choice itself is a luxury. That said, after my stowed charge ran out and left to its devices, the XC90 later averaged a more reasonable and expected 22 MPG in mixed driving. So if you plug it in, expect Prius-levels of gas mileage, but if you never charge it, closer to 20 is a realistic proposition. Speaking of performance, under the hood is a two-liter turbocharged four-cylinder making 312 horsepower mated to an electric motor for an additional 143 horses; Combined output stands at 455 horsepower and 523 pounds of torque for considerable shove. For a little four banger engine, it's exceptionally smooth and has lower noise and vibration levels than some six-cylinder units even. My most impressive takeaway was the transparent operation of this hybrid powertrain, with no shudders or shakes in use as the system automatically switches from electric to gas. There's also no real delays in throttle application, something that couldn't be said of the non-hybrid Volvo XC60 I last tested, as here the electric motor successfully makes up for and masks any turbo and throttle lag. On the road, the XC90 rides comfortably and quietly, owing to its luxury mindset and making for a relaxing ride even without the seat massagers engaged. Even though this might be an undercover speed demon on the freeway onramps, this is no backroad stormer like aforementioned M or AMG SUVs. With its focus on comfort comes a compromise on handling, with it wallowing a bit in the corners, but never uncontrollably. The steering is accurate and with nice weighting at low speed, but on the highway I did find the steering to be slightly ponderous and rubbery feeling when making adjustments. Other areas of improvement could be found in some of the electronics, like with a huge 12" display that somehow cannot display both the top-view and rear-view cameras at the same time. It's so helpful being able to see both and the screen real estate is certainly there. Other cars do both, so why can't the Volvo? I also noticed a couple instances where the backup camera was completely dark at night randomly. Other times it worked just fine at night, but on one drive, it was basically dark and useless. The pretty crystal shifter operates just fine, but I had several occurrences of pressing the P button for park, releasing the brake, but the XC90 remained in drive and then lurched forward unexpectedly. This must've happened at least five times, which is why I don't like buttons engaging park without any kind of meaningful feedback. The switch for the parking brake also sounds cheap, making an audible click that seems out of place in such an otherwise serene environment. Also, the fuel range estimate can vary literally by hundreds. In one reasonably short 50 mile period of driving, the range went from an estimated 300 miles all the way to 500, and then back down to 250. How does that make any sense or logic to be that frenetic? Another concern is the price. At Nearly $90,000 for this fully-loaded Ultimate trim, this kind of luxury comes at a steep price for what is a mid-size SUV (there's a third-row, but adults will not be happy back there). You're definitely not limited by options when spending this much dough on an SUV, with choices from Asia, Europe, and the US all having viable alternatives. The main reason to want this Volvo, though, will be for those that want a luxury item that does its business without shouting to the world. If you like your Louis Vuitton bags with the little LV logos multiplied all over it, then this isn't your kind of luxury. For those wanting something a bit different and not wanting to fall in line with their neighbors and their matching Mercedes and BMWs, the Volvo then can be an extremely comfortable and luxurious choice that stands out by almost not standing out. The added variety of propulsion choices you have, to ever only use gasoline, or charge it at home or work, means you have options that a fully-electric SUV can't give yet or for those wary of range anxiety. It's not perfect by any means, but the luxurious nature will surely will many over. 2024 Volvo XC90 Recharge Ultimate review As-tested price: $87,495 Pros: Power and efficiency; Luxurious cabin Cons: Expensive; Some electronic concerns

The LS 500 is a luxurious flagship that has fallen behind and the F Sport only makes it worse. 2023 Lexus LS 500 F Sport review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Before my time, the LS 400 sedan debuted to worldwide fanfare, bringing bona fide luxury at a cheaper price that was every bit as special as the BMW 7-Series and Mercedes-Benz S-Class German benchmarks. Up until then, if you wanted an executive, full-size flagship sedan made to impress that wasn’t a Bentley or Rolls-Royce, you chose Deutsche. Lexus changed the world and was the first Japanese car to show the world that they too could craft a luxury product and even beat them. Besides judged on price, there’s nothing to uphold that notion here over 30 years later, with the current incumbent LS 500 falling mightily behind the Germans (and even the Koreans) when it comes to this game. Adding an F Sport package, as tested here, only worsens its case. However, remember that this is relative, and in this realm of automobile-lifestyle, even the worse one is still quite good; It’s just far from exceptional, which is what you hope for when spending 100 bands. Highs Whereas BMW and Genesis’ offerings have gone for look-at-me approaches with heavy-handed styling (in this case, the BMW way further than the Genesis G90 since the G90 actually looks good), the Lexus comes in with an understated and elegant design. For some, it won’t be enough and considered borderline boring, and it’s for that reason that BMW has to have chosen their direction as means for those with money to be noticed. Vulgar, yes, but it’s the same reason people choose to pay substantial money for those garish Louis Vuitton bags with LV written as many times as possible. Many want and need others to know they’re in something expensive, and the LS looks the least expensive of them all. However, it’s for that reason it’s a positive because of that low-key, stealth style that refrains from the obscene, which there will be an appreciate audience. Mercedes also deserves props for keeping the S-Class mostly clean from exterior vulgarity. The interior is a design triumph from an aesthetic standpoint, with an overall restrained style that matches the subtle swoops and language of the exterior. True standouts are the floating arm rests on the doors which have a sculptural waterfall effect and look like modern art. The bordering suede has flowing lines like a topographic map, adding to the element for a smart and exaggerated execution. Comfort from all seats and legroom are both great when highway cruising, as is the isolation from the outside world with a cabin that can easily be whispered in. Rear seat passengers will easily enjoy accommodations and serves a reminder of why I prefer the smaller footprint of luxury sedans to huge luxury SUVs during everyday operation. Lexus has also implemented the new infotainment system from other Toyota group models that marks a vast improvement from the past mousepad virus that infected all Lexus. Why that ever made it off the drawing board is one of the world’s great mysteries, so it’s nice to see something with clean, if stark, graphics and an interface that is easier to use. Also of note is the $89,465 asking price for this model that undercuts a Mercedes-Benz and BMW by over ten thousand dollars. Lows Well, there’s going to be a number of lows that make the car seem worse than it is, but they’re all areas where Lexus needs to improve to be able to compete on merit, most of which rest on the facet that the LS is an aging platform from 2017 and widely overdue for a complete reincarnation. For one, there’s the F Sport package, which makes this thing land yacht neither sporty nor as comfortable. The ride quality smooths out and relaxes at speed, but at slower velocities, the ride quality is too harsh and unbecoming for a big luxury barge. My roads aren’t the best, but there’s no way I should have felt bumps the way I did in an LS 500. Larger impacts on the highway were even harsh, but it’s the low speed, even slamming over speed bumps that bely the luxury mission of this cruise ship. The handling isn’t there either, with early moaning and groaning from even slightly enthusiastic cornering and lots of body roll. This doesn’t really matter in a luxury product, but I would have hoped for increased control and capability given the ride quality concerns and the number of F Sport badges adorned throughout, not to mention those sporty blood red interior highlights. By missing the mark on both the sport and comfort aspect, the LS 500 F Sport lives in a no man's land that makes it largely irrelevant and a waste. Infotainment might be improved, but there’s no physical home button, and as a result, it can be hard to get out of some menus, especially when in Apple CarPlay. I ended up using the hard keys for radio or for the seats to get out of it quickly and then backtrack from there. And on that same note, there’s no physical A/C switch despite several other physical keys for the climate. So, you have to dig into the screen and the climate settings for A/C on or off, and also to manually change which vents the air is flowing from. Partially burying certain controls in digital menus makes little sense. The shifter gave me several problems, either not shifting into gear even with my foot on the brake (the warning would say to press the brake…) and pressing P for park often resulted in a jolt forward. I would even wait a full two seconds for the red PARK to illuminate, signifying the automatically-applied electronic emergency brake, and still the car would jolt, most notably when stopped on a hill. I displayed this behavior for a friend who was even shocked at that behavior. Further, I could feel and hear clunks when going from reverse and into drive. The brake pedal feel itself is maybe among the worst in any new car initially, as the first time pressing the brakes for my freeway exit, I had a split-second of fearing the brakes had gone out. Simply put, there is too much pedal travel and dead zone before any braking force applies or you receive any feedback that they’re there. You get used to it, but that first time was bizarre. I also could not believe how thirsty the 3.4L twin-turbo V6 is, averaging a dismal 18.5 MPG during my week in mixed driving and hardly ever accelerating remotely quickly. Often, I drove it quite leisurely, yet I couldn’t crack 19 on the digital display. That’s significantly behind a BMW 740i from my own experience and several back of the last Genesis G90 I drove with their own new mild-hybrid V6. Performance is enough, but you’re not winning any stoplight drag races against its competitors either for those that care. Still, 429 horsepower is more than satisfactory in the real world. Because Lexus eradicated the mousepad controller, there’s now a piano black cupholder cover that is way too prone to scratches and fingerprints. This is made worse by the fact the only way to actually close it is to press directly on the black material itself. On the subject of the interior, the craftsmanship is good, but not the perfection I wanted in an expensive Lexus, typically known for their bank-vault robustness; Transitioning slowly up even slightly angled driveways, I could hear creaks inside the car from obvious flexing of the long chassis. And apart from those armrests, the rest of the cabin doesn’t wow like the latest releases from the Germans and especially Genesis, too. Those are cars where you open the door and go, “Holy moly.” Here, you just don’t get that same degree of fascination, further signifying its relative age. In isolation it's great, but once you experience others back-to-back, the Lexus is just a bit boring and old. I also found the entry/standard stereo in this too weak and with not enough depth, so an upgrade to the optional Mark Levinson unit is surely a must. Verdict You might be left thinking that I hate this car, but I don’t. Rather, it’s just a disappointment coming from Lexus' flagship product. There’s denying here that the LS 500 has fallen considerably behind its rivals as a luxury car, and being in its seventh year already of production, it’s in desperate need of a total revamp inside and out. Unless you’re just in a recurring lease cycle and due for a new one, there’s really no reason to bother with a new LS 500 at this point, because if you can spend $90K on one, what’s another 10 to bag a Genesis G90 Ultimate that will dazzle you (and your friends, too) each day and night. A good car, this, but one that's too old and pointless with the F Sport package equipped. You might be mistaken into thinking its good value, but it's currently too behind the established luxury pack. 2023 Lexus LS 500 F Sport Price as-tested: $89,465 Pros: Undercuts rivals on price Cons: Undercuts rivals on price for a reason

The plug-in Prius Prime is here. It's the best Prius ever. Also the most expensive. 2023 Toyota Prius Prime review with The Road Beat Words and pictures by Mitchell Weitzman You know something is not right in the world when the Toyota Prius is now considered, and quite collectively at that, one of the best cars in the world. No longer is this pioneering hybrid an ugly can of slow molasses, but instead an attractive and sleek family car with more than adequate performance. I thoroughly enjoyed the first Prius I tested at the beginning of summer, but now we enter the age of the Prime Prius, with plug-in charging capability that'll make you question the practical purpose of owning anything all-electric. This may be one of Toyota's best cars ever and equally important to the brand as the legendary MK IV Supra in its own way. Never thought I'd see the day where the Prius is actually cool. With 220 combined horsepower from its 2-liter four-cylinder engine and pair of electric motors, this Prius Prime XSE rockets (relatively) to 60 MPH in just under seven seconds; Remember, the last generation of Priuses took over 10 seconds to reach 60. The better part of this hybrid equation is the seamless transparency and throttle response in normal and daily operation. Changes in throttle position are met near instantaneously thanks to no presence of laggy turbos and a CVT transmission that actually works like it should to keep engine speed right where you ask. Look, it's not suddenly fast all of a sudden, but the fact it's now quicker than most everyday competitors and has the ability to safely accelerate onto freeways is a huge win for everybody. New Prius drivers have zero excuse these days for holding up traffic in the left lane. Onboard is a 10.9 kWh battery pack for this plug-in hybrid, and that can account for a fairly substantial 40 miles of range with a full charge while averaging a very respectable nearly 4 miles/kWh. If you decide to never charge it, the Prius prime will still average 40 MPG all day long. Yes, the old Prius did get better economy in the real world, but I would happily trade away a few miles per gallon in exchange for the newfound power that makes for a far more enjoyable experience. What's great about a plug-in system like this is the versatility offered. You can charge it as you wish for your daily commuting and other short journeys, or fill up the tank for any kind of road trip and never have to worry about charging. It's the best of both worlds, and frankly, I would easily consider this solution over any 200-mile EV in the $40k range, even Teslas cheapest Model 3, just out of convenience. Steering is too light and numb for my own preferences, but accuracy is at least good and overall handling impresses with little understeer to show for. With decent grip for an economy car, this latest Prius not only is a lot faster going straight, but also through the bends with newfound poise and composure. The best way to approach corners is with aggression at the wheel, to chuck it in towards an apex and then get right back on the power. The front bites hard and true and there's also no torque steer despite being front-wheel drive. It's still no sports car, but a good driver in a new Prius can easily upset some naive first-timers in their Corvette. Overall cabin quality is also considerably improved, but as it should considering this XSE costs $43,088 as-tested. It's a comfortable environment for the most part, though that sexy design does infringe upon headroom for passengers in the rear. In addition, the perhaps biggest flaw for me in the new Prius is the design of the gauge cluster, being overfilled with information and also not completely visible for me neither above nor below the steering wheel. As it's situated far away and above the normal placement, after I've adjusted my seat and wheel to my preferred positions, almost half of the digital cluster is blocked from view. Some drivers will not have any problem if they improperly place the wheel too low, but it comes across as a huge oversight to me. Equally odd, though you get used to it over time, are the long A-Pillars that outline the steeply raked windshield. It makes the car feel larger than it is and hinders forward visibility. Oh well, the price to pay for those sleek aesthetics. Like most consumer transportation devices, this XSE-level Prius Prime has all the bells, whistles, and technology you could hope for, from entertainment connectivity to safety. However, I do find the collision warning to be too sensitive in traffic, or when even pulling away from a stoplight with a driver in front of you who's slow to react. Cruise control can also vary in speed too much up and down freeway hills, but that's likely not to be noticed or a concern for most. What we still have is the best and most capable Prius ever. Not only is it the best Prius ever, but this might be one of the best cars on sale today considering its wide breadth of daily talents and amazing fuel economy. It also renders all entry-level full EVs kind of pointless when this car can do both and is easier to live with (and better looking). It is a shame the price is as high as it is now for this very well-equipped XSE tester, and you can easily save considerable thousands for a non-Prime model if you know you never want to deal with charging. The Prius Prime might not be the best Prius for everyone, but it's objectively the most flexible and accomplished one yet. 2023 Toyota Prius Prime XSE Price as-tested: $43,088 Pros: Sexy looks, Improved performance; Electric range Cons: Expensive; Gauge cluster 2023 Toyota Prius Prime review.

A plug-in hybrid crossover that meets in the middle 2023 Hyundai Tucson PHEV review with The Road Beat Words and pictures by Mitchell Weitzman You'll buy or skip on a Tucson based primarily on its looks. Polarizing, sure, but let's at least congratulate Hyundai for going with such a bold and striking design. If you happen to hate the style, then you probably won't have made it to even reading a review in the first place, so because you're here, I can assume you are in fact interested in this electrified crossover and therefore a fan of the style. I like it. Some of my friends did. Some didn't. Let's talk more objective ratings in the following proceedings of what this plug-in hybrid does right and where it misses. With this Limited model priced at right around $46,305, this is surprisingly low entry fee into a plug-in hybrid of this segment. For example, a most obvious competitor to Hyundai's new offering is Toyota's RAV4 Prime, also a plug-in hybrid, yet the Japanese item will cost roughly $5,000 more than the Korean when looking on comparable trim levels. A big win for the Hyundai then. Also worth mentioning is that the most basic PHEV Tucson comes in below $40,000. Another win comes when you open the doors and reveal an upscale interior that you probably didn't expect to find in a Hyundai. It's glamorous on the eyes with quality materials that leave comparable Honda and Toyotas behind. Lots of soft-touch materials and a great build quality pair well to the minimalistic and open environment. I especially like how low the dash is because it makes the cabin appear larger and open. Same with the instrument gauges that forgo a traditional binnacle and are instead receded into the dash. It looks nice and modern while aiding the driver's view out front with less obstruction. What I don't like, however, are the sometimes difficult touch controls that make up the bulk of your essential controls, like the climate. Without any tactile feedback, unless you look away from the road and to the controls, you sometimes might miss your mark with your finger. You can get used to it, but I like real buttons and knobs due to their ease of use. This shouldn't detract too much, though, from what otherwise is a highly pleasant, quiet, and comfortable cabin, but sometimes old-tech is a lot easier than modern controls. Power rises from the normal Hybrid's 228 horsepower to 261. However, a pick-up in performance isn't all that noticeable, as this edition still requires seven seconds to dispatch 0-60 MPH. With a 13.8 kWh battery pack, this plug-in hybrid can travel about 30 miles on electricity alone when fully charged. It must be said that the RAV4 Prime plug-in can go nearly 50% farther on its larger capacity battery and has substantially more performance, taking a full second less to reach 60 MPH. At least the hybrid powertrain itself is a modern and cultured unit, with smooth and seamless transitions most of the time. I say most of the time because there are the occasional stutters and shudders in operation, something Toyota has ironed out during the last 25 years of pioneering hybrid systems. So, while it's good, it's still just not quite as refined as Toyota's finest hybrids still. Where it really falls behind as a hybrid, is in fuel economy. Averaging 28 MPG is nothing to sneeze at, as it's quite impressive, but it's lacking when you consider a RAV4 Prime averages closer to 32 in my own testing, and a normal RAV4 Hybrid can do a whopping 35 MPG. You also have to remember that the last non-Hybrid Tucson I tested averaged 24 MPG yet cost a full $7,000 less on the window sticker. So, is the plug-in worth the fuel savings for this much extra coin? Also worth noting is the window sticker that promises 35 MPG when driven solely on gasoline, but I missed that mark by 20%; Don't believe it. On the road, the Tucson does very little wrong, being an easy car and pleasurable car to drive. The steering has nice weighting to it and has accurate responses, and when shown some corners, the Tucson can negotiate them rather admirably for a vehicle of this type. What that means is there's no excessive slop or roll in the chassis, and enough grip to scare passengers before devolving into screeching understeer. It's by no means a fun car to drive, but it's rather nice in daily driving conditions. The leather wheel is also gorgeous to hold and makes an excellent means of control. The real winner in this segment are still Mazda's offerings, but they don't have any models that come close to the levels of efficiency here since they don't offer any competing hybrids yet. While it might cost less than Toyota's own plug-in equivalent, the Tucson PHEV does lots of things well, but hardly anything exceedingly well. The real highlight is the luxurious interior and the cut-rate price as a plug-in hybrid compared to its Japanese rival, but after that, the only exciting part is the edgy looks, which some might hate anyways. That's why I say this is a car to own possibly strictly on the looks alone and as a way of standing out. Otherwise, it's a very average car to drive, and as a hybrid, on the low-end of the fuel economy race. 2023 Hyundai Tucson Plug-in Hybrid Limited AWD Price as-tested: $46,305 Pros: Distinctive looks; Nice interior Cons: Polarizing looks; Weak hybrid gas mileage

The Arteon might be pretty, but it's being discontinued, and a second go has revealed why 2023 Volkswagen Arteon review with The Road Beat Words and pictures by Mitchell Weitzman How did we get here? News recently broke that the rather pretty Arteon four-door coupe will hit the chopping block soon due to slow sales figures. That made me think and realize, "You know? I can't remember the last time I saw one." And it's true: I don't think I've seen more than two or three in the past year besides when I tested one previously. Sex sells, but apparently not well enough in the case of the Arteon. There's no mistaking that the Arteon remains a gorgeous shape; It's easily the best-looking car bearing the VW badge and even nicer appearing than some upscale Audi cousins. But, there's so much going underneath that has made the Arteon one of my least favorite cars I've tested this time around. This will likely be the last Arteon I ever test, and I really won't miss it. So what's so wrong with the Arteon? For starters, it's nearly $50,000, for a Volkswagen. Would anyone consciously choose to spend this much on a V-Dub when an Audi can be had at the same price? Brand snobbery and recognition is real; People don't buy vulgar Louis Vuitton purses because they're the best bags, rather, they buy them because it says LV and you want others to know. This is the price of aspiration, but not a badge most aspire to. And besides the point, I don't think the interior is up to snuff considering the price. It's a step up from a Golf, but it's still too cheap inside with chintzy buttons and hard materials that only look decent until you touch them. I question the overall build quality because on the incline up my driveway, that transition from flat to hill, you could hear the door seals as the car went up it, like the chassis and/or doors are flexing. I think I've only heard that on a handful of cars, but not on something this expensive where there is enough flex for the door seals to audibly lose pressure against the door and then regain. A trademark trait of all new Volkswagens is the insane amount of beeps and bongs. And it's not just how many there are, but how loud they are. Opening the driver's door while in park (with the engine running) emits an endless loud buzzing, and this is when stationary and the transmission is in P! If you open any other door in the same scenario, there are no beeps, so if it's a safety thing, only the driver gets a warning. Anybody else? Who cares about their safety - do you see what I'm getting at here? These are small details that have received zero thought from product managers and engineers. Just about all modern cars bong when you start them up without your seatbelt fastened, but none act like a bullhorn in your ear like a Volkswagen. More electronic woes, the haptic and touch sensitive controls on the steering wheel are a solution to a problem that never existed and are more frustrating to use than not. On the subject of that, there's literally 19 buttons on the steering wheel - remember when cars had zero controls on the wheel? The infotainment system is easy to use, but accessing certain safety features can only be done when parked. Another large demerit is found in the shoddy implementation of this potent turbocharged inline-four and dual-clutch transmission. Performance is there, with 0-60 MPH taking 5 seconds thanks to 300 horsepower and all-wheel drive traction. However, the drivability in normal conditions is frankly bewildering how it was signed off at the factory like this and deemed acceptable. Dozens, and I mean multiple dozens, I found that when setting off from a stop, there seems to be no power available as you ease onto the throttle. Then, the turbo decides to wake up and spool boost, causing an uncomfortable surge and lurch, behavior that is absolutely unacceptable in this day and age; Even a Car & Driver review noted the lurching character in their review. VW helped pioneer the modern and European-standard 2.0L turbo inline-four with a dual clutch, yet it seems to have gotten worse than the first iteration back in the MKV Golf GTI. On slight hills, the nearly bucking lurching became more apparent as the engine just refuses to give you anything off the line and then you suddenly get more than you asked. A dual-clutch transmission is normally a welcome additive, and this trans shifts cleanly when under heavy acceleration, but again the programming and logic leaves so much to be desired. Upon normal acceleration, after the lurching, the transmission upshifts far too early, only for the driver to have to press the gas pedal further to compensate, and then the transmission downshifts right back to where it was. This is a sign of lacking intelligence, and to make matters worse, manually downshifting the trans results in near-zero engine braking. So, if you're driving spiritedly, using the gears to help control your speed won't do a thing, basically coasting as if you're in top gear even if you shuffle down to 5,000 RPM; so strange. Also, the paddles are cheap plastic that discouraged me from wanting to even use them. This is all rather a shame as the chassis of the Arteon is admirably accomplished. Don't mistake this for a sports car and instead accept its role as more of a grand tourer, and the Arteon steers superbly and has a chassis that both changes direction well and has lots of grip for the bends. Traction is also a strong point due to the all-wheel drive and smart distribution when laying the power down leaving corners, remaining neatural without dreaded understeer. I did think the ride quality was on the firm side, but it's far from uncomfortable and yields favorable control over the car when at a hustle. The skeleton and body are both quite nice; it's all the rubbish in the middle that detracts from what could have been the best overall car VW has made since the Phaeton. Am I a cynic? Sure, but that doesn't mean I'm wrong here or overreacting. Think of this for perspective: Volkswagen is one of the largest carmakers in the world, producing around 10,000,000 cars a year...and this is the best they can do? Throw an engine and transmission programmed together so badly it's like an engineer never took it for a test drive? Same in regards to the haphazard controls on the inside. The apparent lack of effort is appalling from a brand this old and large; This not some tech startup ironing out its bones, this is Volkswagen. For the reasons noted, the Arteon could be a fabulous machine, yet it isn't, and that's why I won't be sad to see the model range go the way of the Dodo. 2023 Volkswagen Arteon 2.0T SEL R-Line As-tested price: $48,390 Pros: Beautiful to look at; Roomy interior and hatch Cons: Not a $50K interior; Driveability problems 2023 VW Arteon review.