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A stupendous, upscale offering of the Civic Type R, the Integra Type S is one of the best daily driving performance cars. 2024 Acura Integra Type S Review with The Road Beat. Words and pictures by Mitchell Weitzman I adored the Honda Civic Type R, but I won't be the first to admit it's a rather stiff and uncompromising car. I'm young and can still put up with such a thing, but many others will want a creature that is, for lack of a better word despite the cliché, more grown-up. Re-enter the Integra, this time with a Type S badge slabbed on the back and front fenders, complete with ferocious flares and three exhaust pipes to separate it from it's more mundane A-Spec iteration. When I drove the Integra initially last year in that basic form, I thoroughly enjoyed the car, but found it lacking for speed. By no means an affordable car, carrying a hefty premium over a Civic Type R, the Integra Type S is my favorite of the two and one of the most enjoyable everyday performance cars maybe ever. Yes, it's over 50 grand, for front-wheel drive and what is essentially a Honda. Does it really matter when it's this good and involving? Not really. Changes (improvements) over the Civic Type R include a handsome, sharply tailored body bereft of any silly wings, an upscale and comfortable (also quieter) interior, and suspension that doesn't punish your backside each day on your way to work. This will sound crazier than it actually is, but do we all remember when BMW M3s cost only just this much? It's really not all that dissimilar from one when all things are considered like the size, levels of power, a hospitable cabin, and six-speed manual that shifts far more fluidly than a BMW stick ever could aspire to. I'm not calling this a replacement to an M3, but as a modern day performance sedan occupying that price point of old, it convinces admirably. What else is so great about the Integra Type S? This is simply a car that is a joy to drive in any real-world scenario, from highway commuting to your local backroads. 320 horsepower is produced by the two-liter engine, featuring a big wallop in the way of turbocharged forced-induced boost. It's a unit that enjoys being worked hard and loses little even at the top of the rev range. Sounds decent, too. Turbo lag is present at lower engine speeds, but this flaw only adds character to the experience as you wait for the rush and surge of energy. 0-60 MPH takes a 5.2 seconds, which is hardly going to set any records, but this is a car that rarely leaves you wanting for more power as it's mightily exploitable on public roads and to great satisfaction; If anything, it feels quicker than that benchmark number suggests. Add in the previously mentioned and excellent manual transmission, with well-judged ratios that mechanically glides through the gears with pronounced precision, and you have one involving machine. If anything, it's almost too easy to drive, with a clutch that could require increased effort, but great things don't always have to be difficult. The fact that this car is as easy to drive smoothly as it is owes more testament to the engineers for making a car that simply works. Sure, there is torque steer and easily-induced wheelspin due to the front-wheel drive layout, but only from low speeds in first or second gear, and I can kind of like the extra work needed to learn the car and its characteristics, knowing when to gently squeeze onto the throttle verse mashing it like a game of whack-a-mole. Understeer is rarely understood by the Integra, with grip and poise being dished out in euphoric doses around the bends. 265-width Michelin tires at each corner certainly contribute to this, but it's also the manner in which the Teggy can plant its nose right into the asphalt leaving corners and just kind of pulls you along in ferocious fashion. There will be times you do need to tread lightly when getting back on the power, but that only adds to the nuance and involvement. Yes, there is a fancy and wickedly capable front limited-slip differential that does wonder to make life easier, but it still needs input from its user, you, to make it work correctly. Aim the Integra Type S at a series of bends and there really aren't many cars that are faster than it from point A to point B on public roads. A supercar can't be fully used while the Integra can, and a good driver in the Acura can really quite embarrass a naive GT3 or 458 owner. Handling remains impossibly neutral as corners are negotiated with foresight. And, unlike the Civic Type R, the Integra Type S deals with bumps in a controlled way, rather that the Civic's desire to beat the asphalt back into the ground, which can become, well uncomfortable. The seats here don't do as much for support, but they do a decent enough job away from the race track. The brake pedal also gives a reassuring confirmation of stopping each time. For driver customization, there are separate settings for the throttle, steering, and suspension firmness, finding that I liked having the most aggressive throttle, medium steering, and soft or middle suspension for use on my roads. If there's anything I wasn't fully fond of, it is the steering, as each mode still just feels slightly off or unnatural at times. The heaviest setting was artificially weighted, and the standard too light at times and with a delay to inputs right off-center. As you could guess from a car wearing the Acura badge, it's considerably more well-furnished than its Honda corporate sibling. Soft-touch materials are abundant and the faux-suede on the seats gives a premium feel to your body. Just looking around the cabin, let alone when your hand touches any part of it, you do quickly appreciate and understand that this is a considerably nicer car than a Civic Type R. What's most appreciated, though, is the increased sound deadening in the Integra, helping make this sports sedan a consummate cruiser on the highway and a very relaxing car to drive when on a long haul. A road trip in a Type R might be met with some skepticism, but in the Integra Type S? Comfier seats, relaxed suspension, and the lower road and wind noise mean it's much easier to live with day-in and day-out. Despite all the added creature comforts, Acura says the Type S is only 31 pounds heavier than a Type R. Also of incredible note is then fuel economy, where I averaged an impressive 26 MPG overall throughout the week. There's very little to dislike about the Integra Type S. I said in my original review of the Integra A-Spec I drove last year that Acura needed a high-performance variant, and perhaps that the fast version should maybe be the only Integra even offered. The DC2 Integra Type R is a celebrated champion for very good reason, and it's the model most think of and picture when the name Integra enters their mind. This new Type S captures the spirit and nostalgia magically well, and even if it's turbocharged rather than a 9,000 RPM screamer, this is one of the most analogue performance vehicles available today and an incredible driver's car. The only thing I really don't like is the price; It's not cheap. Even the Civic Type R at seven or eight grand less is still pricey when you remember Hyundai sells their exuberant and excellent Elantra N for under $40,000, which can't be beat for value. However, the truth of the matter is that I loved each drive in the Integra Type S. I loved walking up to it and seeing those swollen arches. I loved seeing the name Integra embossed into the front bumper. I loved each gear shift and the way this turbocharged power plant attacks revolutions. I also loved sitting on the highway on cruise control, soaking up the miles in comfort knowing the feral creature awaiting underneath. If you can get past the entry fee for one, this is a brilliant car and one of the best sports sedans on sale today. 2024 Acura Integra Type S review As-tested price: $52,595 Pros: Almost everything Cons: Sticker price

A versatile offering crosses genres 2023 Hyundai Santa Cruz review with The Road Beat Words and pictures by Mitchell Weitzman Crossover hits have become more of the mainstream in modern music, with artists releasing popular songs in genres that are not traditionally their forte. Taylor Swift is one of the most prominent examples, having number 1 songs in both country and pop charts in her earlier career. "Old Town Road" is another, being both country and rap. Successes here are attritbuted to having appealed to different sets of audiences. Like crossover music hits, pickup trucks traditionally are the transportation choice of a rather certain variety of consumer, but Hyundai's new Santa Cruz is probably the most crossover of crossovers in recent memory; Take a small SUV, add a truck bed, and now you have a Santa Cruz. Is it worth considering and who is it for? Approach the Santa Cruz like a regular car and it impresses in daily use. The cabin is modern, well-appointed, and finished with all the latest technology and safety systems (even if Apple CarPlay requries a wired connection still, grr). It's comfortable and reasonably quiet at all speeds, too, exactly you want from your daily driver. There's a potent four-cylinder turbocharged engine driving all four wheels here, enough to motivate the Santa Cruz to 60 MPH in about six seconds flat even, paired well to an eight-speed dual clutch transmission that shifts cleanly and quickly. Where economy is concerned (and one of the main disadvantages of most trucks), I averaged 24 MPG overall, but on a long trek to Ben Lomond and back, I averaged a fantastic 28 MPG overall on that highway journey. When you're behind the wheel, or really in any seat for that matter, you would never know or think this is a vehicle with a pickup bed behind you. It's not even high up like a full-size truck, being closer to the ground and with the vehicle feeling positively small all the way around you and easy to place on the road. Aim the nose for some corners and you won't be distatefully greeted by plowing understeer, but rather prodigious grip that can easily make casual passengers uneasy. The handling balance itself is among the most neutral a truck can possibly be, owing to the platforms modern indepedent suspension and unibody construction. In practical terms, it drives like a car, not a truck. You won't win any off-road contests in a Santa Cruz, especially with these road-oriented tires wrapped around 20" wheels, but it has enough ground clearance for minor excursions if you have reasonable expectations. Then again, this is clearly not aimed at the rock crawler crowd, but I'm sure (if it already isn't avaialble) owners will soon be installing lift kits and all-terrain tires on their own examples for increased versatility and ability. For real truck stats, the most an AWD Santa Cruz can tow is 5,000 pounds while opting for FWD means that number falls to 3,500. However, both of those numbers are dependent on one having installed an optional trailer brake system. Skip that and the Hyundai literature says max towing is just 1,650. In other words, you should have a trailer brake installed. 5,000 pounds of maximum towing may be only half of what a top Ford F-150 can tug, but 5,000 is still plenty usable in the real world for small boats or jet skis. It's also several thousand pounds more than what most compact SUVs can muster. A 2023 Toyota Tacoma might be rated for 6,800 pounds tops, but also you wouldn't want to tow anything close to that with one anyways considering they have such lackluster power. Their redesigned 2024 model that's coming ought to hopefully change that, though. A more limiting aspect of its truck credentials is the four-foot bed length, which will limit usability. If you leave the tailgate dropped, you'll nearly double the length, but hauling couches, tables, or other furniture can become seriously limited using the bed of a Santa Cruz. I won't hide the fact that the first time I looked back there I was disappointed by how small the bed is, but for some it could work just fine. For smaller things, like heading to Green Acres for some new plants, it can be a piece of cake, and there's a handy sliding tonneu cover (which is pretty stiff to operate admittedly) to protect whatever you place back there. It's far away from the standard 5.5' bed length of full-size trucks, and a Ford Maverick has an extra six inches on the Santa Cruz, but it's dependant (and limiting) based more on use case. It does kind of suck that you can't really even fit the entirety of a bicycle in the bed with the tailgate up. So who is the Santa Cruz for then? Not so shockingly, the Santa Cruz is not a bona fide replacement for a full-size pickup truck. However, where the Santa Cruz makes sense is for those who typically would consider a compact SUV. Think about it this way: you could have something like a RAV4 or a Hyundai Santa Cruz. You're not sacrificing any civility, but gaining extra towing potential and the use of a (small) truck bed. For some, this example makes no sense, but there are others who might have always wanted that ease of outboard storage and stowage but didn't want a masssive and thirsty truck. It's even good value compared to non-truck rivals, as this Limited model costs $41,810 and has leather, heated and cooled seats, a heated steering wheel, adaptive cruise control, and all the modern safety tech plus a punchy turbocharged engine with AWD and a snappy transmission. To get all of that in a compact SUV, you'll pay usually the same or even more. This has the potential to be a crossover hit, scoring and winning over converts from the sedan or compact SUV crowd, but also those who want truck potential and aren't looking to tow multiple horses or anything crazy. It's an interesting niche that won't be for everyone, but can be perfect for many out there. Maybe less of a crossover chart-topper and more of a niche market, but it's a compelling niche for those there. Will it replace a Ford F-150? No, never. But it can replace a Toyota RAV4 for those wanting to try something different. 2023 Hyundai Santa Cruz Limited AWD As-tested Price: $41,810 Pros: Civil and modern; Practicality Cons: Small truck bed; Needs trailer brakes installed

Luxurious, stylish, and outrageous speed make a compelling argument. 2023 Genesis GV70 Electrified review with The Road Beat Words and pictures by Mitchell Weitzman Genesis has come out swinging again, this time tossing their potent electric drivetrain into the knockout-punch that is the GV70 crossover. Of course, as the flagship of the model range and costing a whopping $74,350, the GV70 delivers luxury in spades, hearts, clubs, diamonds - you name it. Building on the impressive repertoire the South Korean automaker has built in such a short time should come as no surprise, as brilliance is the only thing I've come to expect from Genesis recently. For those wanting to get into the luxury electric vehicle game, the GV70 might be a compelling choice. If you had not already heard, the GV70 has been nothing short of a masterpiece in any iteration thus far, with the entry-level four-cylinder model being a standout at just $50,000, while the full-loaded twin-turbo V6 editions provide thoroughbred thrills among the the crowded luxury crossover space that the Germans just didn't see coming. Is there even a place for an electrified GV70 and can it improve upon the already superb combustion GV70s? Well yes and no, and I know that might seem to be a bit of a cop out, but it largely is dependent on what you're looking for in a vehicle today. How does it improve? This is a rocket ship, especially when you press the cringey 'BOOST' button on the steering for a short-term, er, boost in power. With 479 total mustangs providing shove, the GV70 Electrified easily gets to 60 MPH in under four seconds and throws you firmly in your seat while doing so. Set the drive mode to sport in conjuction with the limited boost function, and throttle response is insane in the membrane, allowing you to drop your passengers' stomachs like the Tower of Terror. So rapid is the accelration that's available to the casual consumer that it nearly makes me quesiton whether it's safe for the unassuming, casual driver. Tesla has had even faster products out for years and I guess most have survived so far, but it's definitely quicker than it has any right to be. But, it's rather fun when you nail it , even if for those fleeting moments. Because it's electric, if anything that makes it more luxurious and serene as there's no extra noise from a combustion engine to be heard; It's just smooth gliding and sailing at all times with zero vibrations to be had under the hood. Where does it fall behind? Yeah, it's the range. I was only able to muster a real-world 210 miles out of the GV70 Electrified, which will be very limiting to a multitude of drivers. If you have decent charging at home or at your employment, that could greatly ease any worries of anxiety, but it would be genuinely appreciated to have 300 miles to enjoy. Genesis does have 350kw ultra-fast charging capabilities, so you can juice up from 10-80% in as little as 15 minutes potentially, if you can find a working charger (I've heard lots of reports from drivers in Southern California who complain about many, many offline or broken chargers. Compared to the equivalent V6 twin-turbo that I last tested, this Electrified model has a sticker price with about a $10,000 premium. Where it's even While the EV has a limited range and anxiety concerns, the GV70 with the twin-turbo engine also gets, quite plainly, terrible gas mileage. Looking back, I averaged a dismal 19 MPG when I previously tested one, so you can choose between lack of range, and then just bad gas mileage. The four-cylinder unit still provides plenty of everyday performance, but that still only returned 22 MPG. So, these Genesis luxury crossovers are just not well regarded for outright efficiency. Differences aside, the GV70 Electrified steers and corners like its petroleum cousins, which is to say incredibly well. Underneath the svelte shape and lounge-inspired interior is an athlete waiting to step out of the on-deck circle. BMWs used to drive this good; That's about as high of praise as praise gets in these parts. With confident steering and rapid responses from the chassis to each and every input, the GV70 Electrified is a joy to drive just like its gasoline-powered stablemates. The AWD configuration means all that power is never wasted either, with great traction to be had from a standstill. And yes, the interior is a masterclass in refinement and luxury, boasting class-leading materials consisting of sultry leather and tasteful metal. The infotainment screen is beautiful, and the overall shapes inside are cossetting and intimate, but that center display is needlessly complicated with too many icons on the home screen homes. You can get used to it, but it could so easily have been simplified. It's similar to the average iPhone user who doesn't delete their old apps and then trying to find anything. Annoyingly, if you're an Apple CarPlay user, you have to connect your phone via a USB cable, with no option to sync wirelessly. A great GV70, but the best for only some Electrifying the GV70 has added some stupendous performance enhancements and to my surprise, it really isn't any more expensive than the 3.5L Twin-Turbo model. Those who drive 80+ miles in a single day on a regular basis might be turned off by the range, and understandably. Though, if one has easy access to charging, like at their work or cheap electricity at home (you can also have 6kW level 2 charger installed at your house, but be prepared to see your electricity bill go up unless you have solar) might find a place for this GV70 EV in their lives. Bonus points for those that have short commutes and then maybe another car for long distance drives where you don't want to worry about stopping for a half hour each couple hours at a time. The best part of this? The choice is yours while both are offered. 2023 Genesis GV70 Electrified AWD Prestige As-tested price: $74,350 Pros: Shimmering luxury; Power; Dynamics Cons: Expensive; Limited range

This luxurious and wicked fast sedan comes at a cost. 2023 Genesis G80 Electrified review with The Road Beat Words and pictures by Mitchell Weitzman It costs over $81,000. I groaned, too, when I first read that price tag. This is a pill that becomes harder to swallow when you remember the G80 starts at just $50,000, and it's maybe the best fifty grand you can spend on a new car today. Seriously, I was so impressed with the base G80 that I wonder: how on earth can this be worth 60% more than an already terrific car? To start, Genesis made it exceptionally luxurious to the nth degree and rather quick, even if it loses out to most Teslas in regards to drag racing bragging rights. But the real story and wow moment comes from when you first open the door. It's not quite as a sucker punch of goodness that is the G90 ultra-luxe sedan, but the G80 is about as nice of a car as one can get for 80 grand. Though you might think an electric car ought to be environmentally friendly, this G80 is far from vegan, with pounds of the most delicious Nappa leather cowhides covering the seats. Microfiber suede adorns the pillars and roof, a variety so soft that petting it can soothe you during a traffic jam, and then there's metal controls and switches that have a feeling of substance to them, almost like jewelry, not to mention being silky smooth to the touch thanks to the exemplary finishing and machining. I've been in lots of recent BMWs, and let me tell you, there isn't a 5-series that touches this G80; it is, quite unbelievably, on an another realm almost of luxury. But it isn't just the raw materials that make it impressive, but rather, it's how well put together everything is. I do think some of the modes of communication through the user interface can be convoluted and in need of polish, like how the PRND selector is a similar shape to and adjacent of the knob for the infotainment; I'm sure many others have mistakenly twisted the wrong knob when trying to change to reverse. Oh well, for the sake of luxury, it certainly looks the business and beyond. This is comfort with all the pizzazz you could hope for of a glamor product. There's lots of standard features and tech included at the high asking price at least, including pretty impressive driver assistance functions that can be highway hauling a breeze. However, one strangeness that inflicts Genesis is a lack of wireless Apple CarPlay, so be sure to bring your cable if you're a fan of that as your entertainment source. Once the pinnacle and embodiment of the 'ultimate driving machine,' this is another segment where Genesis has assumed control over. BMW used to make such brilliant driving cars, and Genesis may just as well looked into Bavaria's past catalogue for inspiration, as the steering and chassis are straight out of Bavarian sedans of old. The feel through the wheel is muted, as is expected in new (and especially inluxury) cars, but the weighting is what you'd expect from the great sport sedans of yore and with an accuracy that instills confidence and encourages momentum. Drive the G80 with some intent, and yeah, this is what how a new BMW is supposed to behave. Controlled, minimal understeer and a penchant for controlled power-on oversteer are G80 trademarks at this point, and while this AWD Electrified model doesn't capture the heights of the RWD gas model in that regard, it still is a complete excerise in showing dominance in the category among its peers. Who would have thought that the South Koreans would make a better German car than the Germans? The power is instant at any moment in time, and the electric motors dish out gobs of horsepower in a smooth plateu that only lets up once your velocity nears triple digits. 365 horsepower and a towering 516 pounds of torque mean 0-60 HP takes just 4.2 seconds, further helped by AWD traction that cleanly applies power to the surface below. Brakes take a small minute of adjustment to make for smooth stopping, as the pedal is a little wooden, but the amount of regeneration can be adjsuted on the fly and is easy to predict and acclimate to for comfy cruising. Range is even good from this sleek and sexy sedan. Over the course of a week, I averaged a solid 3 miles per kWh of battery capacity, which means the large 87 kilowatt storage should last about 260 miles in mixed driving. And because it's part of the larger Kia/Hyundai family, that means this G80 inherits their ultra-fast 350 kWh charging capabilities, meaning you can, according to Genesis, charge from 10-80% in 22 minutes on a applicable high-output charger. In the real world, I think it's safe to say that you can consistently juice up about half your battery in, say, only about 15 minutes when you do have access to one of these demigod chargers. While it might be safe to consider the G80 Electrified an excellent car and offering, I'm not sure it does enough to warrant the asking price. When you take into the account the most impressive base offering at $50,000 that does so much to punch way above its weight, or the upgraded full-spec 3.5L twin-turbo model that can be had with similar luxury for $70,000, and has the same horsepower, does this model make any sense? I'm not sure it does to be completely frank. As much as I do like the car, I don't see how it's worth an additional $10,000 over the V6 model, let alone 30 grand over a base four-cylinder model. Heck, you could buy the V6 and buy a Rolex Submariner if you want to show off on all accounts. That said, compared to other rival electric luxury sedans, the price is surprisingly right, but its biggest challenge comes from its own kin. 2023 Gensis G80 Electrified AWD As-tested price: $81,495 Pros: Gorgeous inside and out; Smooth and powerful electric operation Cons: The price

At $130,995, it's astronomically expensive and has only four seats. What's the point? 2023 Lexus LX 600 Ultra Luxury review with The Road Beat Words and pictures by Mitchell Weitzman Make no mistake about it, the Lexus LX 600 in Ultra Luxury trim is an exquisitely furnished and luxurious SUV. Using some of the finest materials inside, it's like rolling around in a mobile Bel-Air mansion. Driving wise, the LX 600 signals a vast improvement over the prior LX 570 thanks to some much needed chassis updates, while still retaining some real off-road ability thanks to a swath of tricks and skills in the electronics. Unfortunately, with a price of $130,995 as-tested and carrying only four seats, what's the point of this giant SUV? Perhaps if you only have at most two kids, the four seats can work for you, but considering the average owner of a vehicle dubbed the 'Ultra Luxury' will never dare venture off the most perfect of pavement, why would you not opt for a well-equipped Mercedes S-Class at this price range instead and have a normal sedan? A vehicle this humongous and with only four chairs inside is nothing short of, well, wasteful, but then again luxury usually is wasteful. There is no shortage of luxury SUVs to choose from, most which all drive better than the Lexus anyways, and if you're willing to fork out this much coin for a luxury SUV, wouldn't you rather have something that isn't a Lexus? Like a Range Rover for example, or a Mercedes, because brand prestige is real and the Lexus badge doesn't have the same kind of cache as those luxury heavy hitters. Lexus has always earned so many props for delivering near-matching quality at a lesser price, but it's genuinely difficult to recommend paying extra for a Lexus, in this case one with only four seats in what is normally designed to be a vast machine used to carry as many people as possible. In short, as impressive as some parts of this LX 600 are, you'd have to be absolutely mad to buy one at this price, especially when a lesser LX 600 (and still highly luxurious ) can be yours for easily over $20,000 less. With the price objective out of the way, the LX is a fine, if uninspired SUV. Despite the improvements over the LX model of yore, this still is an SUV that drives like it's already one generation old when compared to the big rigs now coming out of General Motors or the majestic newly designed Range Rover. Still, it is easy to drive, the ride quality is cushy to keep your bottom comfortable, and it's soothingly quiet at speed. All good traits then. But $130,000 good? I don't think so, as the LX 600 quickly becomes clumsy at hardly anything more than a leisurely pace. You will at least find lots of tech toys in the back, such as dual TV screen for passengers and a center control module for entertainment and climate. Oh, and the back seats even recline and massage, though the front seats weirdly do not have any kind of massaging (how does that make any sense?). This is the rare car where it's actually more comfortable in the back seats than the front, and they are outrageously comfortable seats. I do find the two screens in the center of the dash odd as they don't flow together and therefore one looks like an aftermarket unit tacked on; If it were one large screen combined, things would look more harmonious here. The twin-turbo V6 remains strong, albeit thirsty enough to make you believe it's a V8. Averaging just 16 MPG, it's far from what you'd consider economical. Oddly, the last LX 600 I tried and took on a road trip averaged a pretty stellar 23 MPG during the entire trip to Mt Whitney and back, yet this Ultra Luxury certainly likes to keep hydrated. The good news is that the V6 is rather potent, with a surprising punch in the midrange to motivate this heavy barge. The ten-speed transmission can have delays, though, and can clunk into drive or reverse, but it's mostly pretty polished, just not as seamless as the General Motors 6.2L V8 paired to their own 10-speed auto that you'll find in a Yukon or Escalade. This is a fantastically luxurious car, but the point is lost on me and will also be lost on most consumers who would rather have a powerful Mercedes GSL 580 or a Range Rover for the same price. Having an SUV this big with only four seats seems to forgo the very point of having a large SUV in the first place, and because the off-road tools will never be used, you'd be better off with a luxury sedan instead. The LX 600 isn't a bad SUV by any means, because it does lots of things pretty well and is made with an undeniable high degree of finishing and quality, but this range-topping Ultra Luxury is not the one to choose. 2023 Lexus LX 600 Ultra Luxury Price as-tested: $130,995 Pros: Unbelievable luxury inside; Off-road capability Cons: Unbelievably expensive; Only four seats; Nobody will take it off-road

It's the only choice when it comes to affordable true roadsters, but it's also one of the best on merit, too. 2023 Mazda MX-5 Miata Club review with The Road Beat Words and pictures by Mitchell Weitzman If you want an authentic convertible sports car and you can't quite swing a Porsche Boxster, the Miata is the best you can buy. In fact, speaking of authentic sports cars, this is one of the truest sports car experiences you can buy at any price. There sure are drawbacks when it comes to living with on the daily, but in regards to its main and only mission brief, the MX-5 delivers again and again. What don't I like? Well it's tiny for one, so don't go embarking on Costco visits for stocking-up your apocalypse shelter, and be wary of what furniture you can fit if you're at Ikea; I wouldn't go for much more than an end table personally. If you're picking up a first date in a Miata, it can be rather intimate inside, which maybe that's what you're going for. Also, it is loud on the freeway with either the top up or down. Unfortunately, this ragtop does very little when it comes to sound insulation so it's not one I would suggest for freeway commuting; The noise can get tiresome even after just a few minutes. Turning up the radio to drown it out helps, but then you'll be facing long-term hearing damage. It should be worth mentioning that the center display inside can be clunky to use via the click wheel controller, with a sometimes odd ordering to pages. Further, the storage cubby behind the shifter is awkward to access, often requiring limber movements from cirque de solei. Fold the manual top down (you can do this in literally three seconds) and find yourself an empty, curving road, and the MX-5 Miata is one happy bee. The steering doesn't seem naturally proportionate at first due to the low mass of the Miata, and requires more input than other sports cars, but turning just a few revolutions down the road and the Miata becomes so intuitive and textbook-like in its moves. The suspension is definitely tuned for road use, with considerable body roll when attacking corners, but this helps the experience actually as it allows for total confidence as you feel each corner of the chassis individually load up during weight transfer. If you're doing track duties in a new Miata, you'll definitely want coilovers or beefy sway bars, but on public roads where it's designed for, this is perfect and approachable in its limits and, more importantly, TOTALLY USABLE in the real world. Understeer can be found at lower speeds, but with some velocity built up, the neutrality convinces and converts heretics into believers. There's also some ability to do easy power-on slides in sharp, low-gear corners, too, exhibiting smoothly progressive oversteer. Such a great selling point of the Miata, again, is that its performance (all of it) can be utilized daily in the real world at non-superhero speed, something that much faster sports cars no longer can do. If you buy a Miata, an already uncompromising sports car at its core, with an automatic, you're completely missing the point. It's too small, it's noisy, and the ride quality is choppy (despite the body roll in turns from the soft suspension), so adding an automatic is a conflict of interest in a car with fun as its intent. Luckily, this tester was chosen with their excellent six-speed manual, with positive, mechanical gear changes and a clutch that can be mastered from first handshake. Seriously, this is one of the easiest manuals in the world to drive, and it's fun ALL THE TIME. Throttle response and pedal spacing is also optimal, allowing for and encouraging heel-and-toe downshifting and throttle blipping. Many new manual transmission cars have automatic rev-matching, but it's simply not needed here. Charging down backroads, throwing it into corners, rowing your gears, top down with wind around your head...this is what motoring is all about. You might not expect the Miata to be as frugal as it is, with this four-cylinder averaging an astonishing 31 MPG during my week with it in mixed driving. And about that engine, yeah it has 181 horsepower and revs decently high, but it's not exactly a fast car, often leaving me wanting just that extra 20 more ponies to get to an even 200 and still be wholly exploitable on public roads, just for that extra little bit of oomph and meat in the midrange. 0-60 MPH still happens in a shade under six seconds, and the engine pulls satisfyingly hard to the redline. It's even relatively smooth for a four-banger, not to mention a pleasantly angry exhaust note that's not too loud nor quiet for some aural feedback. A happy little engine then mated to even a greater transmission, but some extra horsepower would be welcome. As for rivals, the most obvious is the Toyota GR86/Subaru BRZ. However, both are exclusively coupes, and if you want a real roadster, you only have one choice before stepping up to a Boxster or BMW Z4 (which is a softer, more relaxed roadster). Those coupes offer more outright ability and performance, with a chassis that is decisively track-ready in comparison, but their boxer engines are coarse and grainy, plus they have incredibly low-rent (cheap) interiors. The Miata at least has nice padding and materials, and this Club edition has amazing Recaro seats with a perfect driving position (in the last GR86 I tried, I could never get the driving position how I wanted sadly). Especially with the roof folded away, I can easily say that, given the choice on a winding back road, I would pick the Miata. If there is a knock against this particular example, it's the ridiculously expensive optional BBS wheels that add on a whopping $4,500 to the price. They're nice wheels, but that's just a con job at that money. As much as I do think the Miata is due for a major refresh (the ND has been around for over eight years already), the current model is a lovely and sincere little sports car. Significantly, it is a car without peers, too, as there are simply no other true roadster sports cars even remotely close to its price point. The amount of fun you can have is also unrivalled by many other roadsters and coupes that are several times more expensive. I'm ready for a replacement model with some new styling, performance gains, and everyday tech innovations, but only if it doesn't dilute the Miata experience and story. 2023 Mazda MX-5 Miata Club As-tested price: $37,510 Pros: Superlative roadster experience Cons: Stupidly expensive wheels; noisy

Among the most practical and spacious new vehicles around, and incredibly fuel efficient 2023 Toyota Sienna Woodland Edition review with The Road Beat Words and pictures by Mitchell Weitzman Minivans don't make sense until you reach a certain age. For myself, 30 was it all took. When you're young, they're ugly life-sapping black holes that you make fun of, same with the owners. Yet I find myself now in awe of the minivan because of just how usable it really is, with so much utility and comfort for families or a group of friends on a road trip. Because the Sienna is only available as a hybrid these days, there's also no tradeoff for efficiency either, matching that of smaller crossovers even. Regardless of your status or age in life, approach with an open-mind and you'll find the Sienna to be one of the most sensible new vehicles in the world. Buy it for... As gasoline crests $5.00/gallon once more, perhaps the headlining feature and skillset of the Sienna is using an unusually small amount of fuel. During my week of driving this AWD Sienna in mixed routes, I averaged an astounding 34 MPG, about 50% better than what the last V6-powered Honda Odyssey I tested averaged, which stands as its eternal arch nemesis. And this in a vehicle that's 203" long! Insane! 34 MPG is also a pair of miles better than what I recorded previously in a Highlander Hybrid SUV. The other big appeal is the comfort and space inside the Sienna, though these attributes are less unique to the Sienna and more general minivan commonalities. Regardless of, and without access to a back-to-back comparison, the Sienna is suitably huge at the core, with a third-row of seats that are even usable for adults. How do I know this? I spent nine hours in the third-row of a Sienna rental this past year during a trip to Joshua Tree, and it was surprisingly fine! For a vehicle used to transport large number of humans, be it family or your bros heading to the desert, the Sienna can do it with comfort and space to spare. All the technology and safety features drivers can want are applicable and available here, but what's also good news is the mostly competent driving character of the Sienna. It's all very blunted and dull, that's a given, but it's easy to drive and steer, can corner faster than any minivan and potential owner could dare dream of, while AWD can add some needed grip and composure for those in snowy climates and avoid chains at first moment's notice. I also like the sharp, angular styling of the Sienna that helps it stand out from other parents. The ride quality is also cushioned to keep you hospitable over longer journeys. Skip it for... Well, I did say it was a dull car to drive, but that's also the case with other minivans I've driven. On the basis of driving dynamics and fun, it's no match for a big Mazda SUV like the CX-90, though one is also far less spacious. The only real glare I noticed when it came to driving was the presence of on-throttle torque steer at speed. Normally, AWD sending power to all four wheels should fix this, but I reckon the Sienna is FWD until slippage is detected. An example of where I noticed this was when passing another vehicle on the freeway. I pulled out into the passing lane, laid the throttle to the floor, and I felt the steering wheel twitching and wriggling in my hands, almost as if the lane departure prevention was fighting me by steering back the other way. I noticed this a few times and it's disappointing that a minivan shows torque steer, especially at speeds upwards of 50 MPH. I also attribute this to the soft suspension, as flooring it results in noticeable squatting at the rear, thus raising and making the front end too light while power is being applied. Besides that, it's a bummer the second row of seats are not easily removable nor flat-folding. A major selling point of the Chrysler Pacifica is that the second seats can stow away completely hidden under the floor in a matter of seconds, a feature I'm shocked hasn't yet been copied. And another note is that the interior just isn't quite as nice as you'd hope in a vehicle costing $50,000, with some hard and cheap plastics and the padded materials even just seeming a little too rubbery and cheap. This Woodland Edition is also more of just a package option rather than a trail-storming van. The suspension claims an extra .6" of ground clearance, which really just seems pointless on a minivan and something you won't notice. For the most part, it's an XLE trim-level with added AWD, rubber floor mats, and the suspension raise. Otherwise, it's a minivan called the Woodland, yet this example is painted Cement to perfectly match an urban city, the exact opposite of a woodland. Does that make sense to you? Me neither. MPG and space wins For some, and really most potential buyers, the combination of the space enjoyed inside the Sienna in connection with its superlative efficiency is any and all the reason to want one. Some might still be hesitant to commit to the life and stigma of a minivan, but it's hard to fault the practical utility once you experience a road trip in one. The torquesteer brings out some questions, and the presence of its Chrysler Pacifica Hybrid rival with flat-folding seats offers a viable alternative, but the Sienna as a form of Toyota transportation, and it's ability to transport many people in comfort, is undeniably appealing. Just skip this so-called 'Woodland' Edition for a cheaper XLE. 2023 Toyota Sienna Woodland Edition review As-tested price: $50,985 Pros: Huge space; Spectacular MPG Cons: Some torquesteer; Rather pointless Woodland Edition

A much-need interior refresh helps the huge Atlas make its case 2024 Volkswagen Atlas review with The Road Beat Words and pictures by Mitchell Weitzman What is it? One of largest new vehicles on sale today, the Atlas is Volkswagen's atlas-sized utility vehicle with seven usable seats and tons of space. It's been on sale for half a decade, but this 2024 edition brings the urgent interior improvements needed to stay relevant against increasingly luxurious competition. It always won on real estate due its sheer volume, so now it can hopefully compete elsewhere, too . It costs $50,490 as equipped for this SEL with 4Motion AWD, and for the first time driving an Atlas, I can understand now why you might want one, though it's not without some annoying niggles. Buy it for... Short of a minivan, there aren't other vehicles off the top of my head that have extra interior volume. Thanks to its boxy (yet attractive) shape and 200" length, the cabin is more of a mansion in terms of square footage paired to high ceilings. The captains chairs in the second rows are comfortable with enough leg space for basketball players, while most adults could even deal with enduring the third-row. Fold down those extra back seats and you're treated to a mammoth cargo bay ready for your next trip to Costco and Ikea, both in the same day even. I thought a Toyota Highlander was a big car, but it's not until you climb into an Atlas that you experience what proper big is. Past Atlases, even the supposedly 'high-end' ones, were admittedly low-rent when it came to their interiors, with cheap and hard plastics littered about like a parts-bin special, never coming close to the $50,000 price tag where quality was concerned. This 2024 features a near-total revamp, with soft-touch materials in many key and needed places. There's also a new, large, and attractive touchscreen in the center that looks the part. It's still not caught up to key rivals, a realm where Kia's Telluride and Mazda's CX-9 reigns supreme for their surprising real luxury they possess, but this new Atlas is a serious step in the right direction and better matches cars like the Toyota Highlander. Bloated SUV it may be, but the Atlas does drive decently well. The ride quality is comfortable paired to a quiet cabin at cruising speeds, making for a nice place to be during extended periods of time. I find the steering too light for my own liking, but can understand the appeal to prospective buyers as it makes this large behemoth easy to maneuver and control. It is at least accurate, too, and once you acclimate to the lack of weight in the wheel and become more delicate in your inputs, it's an enjoyable machine to helm. The handling and AWD impress for this class, with capability beyond what any average owner could wish for in a vehicle like this, with relatively lean understeer and a good ability to deploy power even when exiting a corner. Another worthy note is that, in the right configuration, the Atlas can tow up to 5,000 pounds, a rather usable figure for occasional extracurricular activities. Skip it because... This should come as no surprise, but the Atlas is far from an efficient vehicle. However, despite VW dropping the V6 to make a turbocharged inline-four the top choice, it's still a guzzler to the tune of 20 MPG over the course of a week. That is at least a solitary MPG improved upon the last V6 Atlas I tested, but it's 3 less than a new Toyota Highlander with a 2.4L turbocharged four-banger achieved recently in the same driving routes. On a brighter side, the engine is exceptionally smooth for only four cylinders and it doesn't trip over itself with bad transmission programming like other recent Volkswagens have. It's a solid engine with ample power (269 horsepower), but it's pretty poor four-cylinder where economy is concerned. The interior may be huge and improved quality-wise, yet there are several significant demerits that must be mentioned, with the most minor being seats that were too flat for my taste. Maybe some will love the seats, but I found them too shapeless even after adjustments and lacking in lateral support, especially around my upper back. However, there's more pain in the electronics, with several terrible decisions having been made by the boardroom execs in Germany. Volume knobs are simple and easy, no? You want to adjust the loudness? Turn a little knob left and right - piece of cake! Yet, VW has decided to axe the traditional volume knob for a touch sensitive sliding thing that is iffy in practice at best. It gets worse when placed directly adjacent to the volume apparatus are two individual air temp controllers, also operated by sliding. In other words, it's quite easy to accidentally adjust temperature instead of volume and vice versa. But, that's not the worst part. At night, this slide-activated volume does not illuminate. Simply put, you cannot see the volume control at night without turning on a cabin map light above. What were they thinking? I also experienced a massive glitch during one drive with the center display. Because the screen is used for basically everything, including climate (which there's a shortcut physical key lazily labeled 'CLIMA.'), I ran into some serious problems when adjusting my seat coolers. Touching the screen to activate them results in an addible clicking sound for feedback, but after I chose my desired setting, I kept hearing clicks in quick succession. It turns out, by some weird malfunction, the screen started repeatedly clicking itself and turning on the seat warmers over and over and over. I turned them off, and then they'd seemingly click themselves back on. What in the world? Luckily, it happened over only a single drive and didn't reappear, but this glitch left a sour taste. Verdict If you can deal with, or maybe even enjoy the weird slidey-volume-thing, then great. If you find the seats fit your body better than myself, then great, this might be a seriously good option for you. The size cannot be underestimated, and those with kids and even some German Shepherds will surely appreciate the space the Atlas offers while also enjoying the improved interior furnishings. I'm not sure it warrants a $50K asking price as this one sits, but it is a better car than its immediate forebear, and at least Volkswagen has taken criticism into concern and upgraded the interior, even if it introduced some new problems. It's one of the biggest new cars on sale today, and that alone might be the reason to place it at the top of your list. As-tested Price: $50,490 Pros: Improved interior; Huge interior Cons: Thirsty; Some wonky controls inside

Mazda goes big with the full-size and luxurious 2024 Mazda CX-90. 2024 Mazda CX-90 review with The Road Beat Words and pictures by Mitchell Weitzman There's little to hide the fact that I'm generally a fan of Mazda. From their enthusiast ideology that trickles down to all passenger cars, and how well they punch above their weight when it comes to interiors, Mazdas usually rank in the top two positions of every single class of vehicle they compete in. Now, Mazda is doubling down on their SUV game, creating a flagship three-row SUV dubbed the CX-90, upping the ante in space, luxury, and price. There's more than meets the eye here, as you'll soon see, that should make the blood of some Germans boil. There are things that can be done better (like the PHEV version detailed briefly later), but this is a triumph that signifies just what Mazda is capable of when they step into the batter's box with that pitch clock ticking fast. Because I do like this car, I want to get the negatives out of the way early, chief of which reside in the otherwise impeccable interior. The gear knob is probably the worst of any new car today, with such a lack of intuition that I guarantee there will be accidents had and hopefully no lawsuits. The way it ratchets electronically is so bizarre and lacks confidence putting the car into park without having any mechanical feedback. Learn it, and you'll have no issues, so just be sure to practice, but gosh almighty is it a poor choice. Also in the interior is has a predominant microsuede trim, and while I normally love any kind of suede, the nap is too long here. You can also think of it as if a cat scratched it and slightly ruined it, the same way they eye their favorite couch corner. Most won't mind or notice this, but the suede texture is just too long and shaggy. I also have to mention the barrage of alarms the CX-90 likes to emit, being among the most annoying of all new cars if you dare start the car without your seatbelt yet fastened. Most cars beep five times, but the Mazda here beeps a long eight. Oh well. And that's that; The rest of the car is pretty dang fabulous, including the main party piece and attraction. Under that long hood is...not a turbocharged inline four, but an inline-six capable of the same genuine amazingness that we usually associate with this classically balanced and smooth engine. Popularized by BMW for the past fifty years, the inline-six has often been thrown out for the compact, but rough V6, so it's a testament to Mazda's internal belief to create a luxury product with a deserving and complementary engine. This is made all the more apparent when the inline-six design is commonly associated with luxury for its inherent turbine-like and silky natures. What we have here, though, is not just six cylinders fashioned in a single row displacing 3.3 liters, but also with a turbocharger and a 48V mild hybrid system. This hybrid system is most present when starting off and for increased low-end response to help fill in some power gaps left by the turbocharger. Together, they make for a superlative combination against all Japanese competitors that use thrashy V6 and four-cylinder configurations. Power is great, too, with 340 total system output that is good enough to motivate the large SUV to 60 MPH from naught in six breezy seconds. The mild hybrid, capturing otherwise wasted energy during braking and helps power electrical components of the vehicle, boosts economy to a respectable 24 MPG overall, a number that is 20 percent higher than the last CX-9 I tested with its less powerful four-cylinder. So, an engine can both be more powerful, larger, and more efficient. Sounds like a win-win by Mazda. Of course, like all Mazdas, the CX-90 drives ceremoniously good, with great steering that bests many sporting cars for feel and response, and a handling balance that shames SUVs that come from multiple other continents. If you thought a Toyota Highlander was a behaved and capable car, the CX-90 renders it a Smart car when it comes to handling and dynamic prowess. This is not a hugely high-performance rig like a BMW M or AMG-Mercedes creation, since it rides better and has considerable body roll when loaded up, but if you go back to the so-called golden era of BMW, there's a deft blend of handling, response, and ride that makes it an enjoyable car to command - think of the first-generation BMW X5 with its slightly meaty steering and settled poise. Understeer doesn't come about until you're being stupid with speed and misjudging corners, with an overall balance that's neutral and adjustable to your inputs, but also can utilize its AWD system to pile on the power from an apex and maintain your line through a corner exit. Zoom-zoom. This is also among the nicest quality interior for any three-row SUV in the $50-$60K price range, with supple, sultry Nappa leather in the first and second rows complete with a microsuede trim on the seat inserts; The caramel color on this example is particularly rich and tasteful. Yeah, the suede around the doors and dash has too much nap and I think cheapens the look (a Toyota GR86 with its bargain basement interior has a fake suede with similarly overlong nap), but the overall cabin is beautiful. Fit and finish is impressive, too, and everything you touch feels like it belongs in a car costing this much, if not more. A Mazda CX-9 was already good, but this takes it to a next level (trite, but accurate). Toyota has a Grand Highlander out now, and even though I am yet to drive one, it will have to do A LOT to come close to matching Mazda in the cabin department. Space in the first two rows is plentiful, though the third row is best suited for kids; Adults won't be happy there except on the shortest of trips. This is an area where something like the Grand Highlander will likely come out ahead on, with larger accommodations in its third-row. With the back seats folded flat here, space is enough for most everyday tasks, too. For convenience, all the electronic niceties are present here, and the 12" screen in the center looks great and is mostly easy to navigate with the center click-wheel despite some clumsiness in the ordering of some pages. However, it curiously becomes a touchscreen when you connect your phone to Apple CarPlay or Andoid Auto and is easier to operate as such. Oh, and there's all sorts of safety features, of which, maybe there's too much. Now, spending over $60,000 on a new Mazda might seem like a travesty, but after a week with the CX-90, it earns its price through its typical Mazda blend of unexpected luxury and driving dynamics. To think that this full-loaded CX-90 is still less money than a BASE BMW X5 is so revealing about how much value is actually packed in here. Better yet, other trims can be had for under $50,000. Because of how much the CX-90 leaves traditional popular picks like the Honda Pilot and Toyota Highlander in the proverbial dust for finishing and driver satisfaction, the best competitor I can think of is the also brilliant Genesis GV80. The easy choice is to agree that Mazda has reaffirmed its position as being able to play all the positions in the field, and excelling at each. The Shohei Ohtani of the consumer car world? Perhaps. Counterpoint - avoid the PHEV Mazda also released a plug-in hybrid variant of the big new CX-90, and after a week behind the wheel of one, I'd say you should avoid it entirely. If you never plug it in to charge, the four-cylinder PHEV only averages a single MPG extra. Exchanging that alluring inline-six (the main draw of the CX-90) for a straight-four, you lose the smooth and luxurious nature of that headlining engine, being left with a coarse and hoarse powertrain that lacks oomph at higher speeds. Doing passing maneuvers on the highway, mashing my right foot when already at 60 MPH, left so much to be desired as the initial speed off the line disappears nearly entirely. However, the real reason to avoid the PHEV is the clunky nature of its operation, mostly prevalent at slow speeds. Doing simple and gentle on and off throttle transitions result in shudders and jerks at times, not to mention a transmission that is far from transparent even when leisurely accelerating. It all feels unpolished, like it's a development vehicle that's still not ready for sale. And there's also lots of mechanical whirs from the CX-90 when in EV mode that might make you think it's broken. If you plan on charging it at home (and you have solar/cheap electricity), you'll see greater fuel economy returns, but even then, it's not worth swapping out that great inline-six for a weak and unfinished four-cylinder plug-in hybrid. 2024 Mazda CX-90 Turbo S As-tested price: Estimated $60,000 Pros: Great inline-six, snazzy interior Cons: Others are bigger still, the PHEV version disappointed

This new Pilot Trailsport isn’t what I expected. For worse, but also better 2023 Honda Pilot Trailsport review with The Road Beat Words and pictures by Mitchell Weitzman Honda is in the middle of a complete relaunch, with nearly every single mainstream model being refreshed in the past two years now. First came the Civic, setting the stage for a new design direction, followed by the Accord, HR-V, CR-V, and now the big Pilot, Honda’s flagship vehicle for the brand (unless you count the NSX, badged as a Honda in other countries). I loved the new Civic and Accord, so I had big hopes for the Pilot, and what I found subverted expectations in both good and bad ways. While I hoped for a more upscale and efficient SUV than its immediate predecessor, this Trailsport edition comes across more as an improved everyday 4Runner. For most people, the Trailsport edition of the Pilot is indeed the superior 4Runner. With the 4Runner firmly stuck in an era that predates social media even, Honda is smart to exploit the growing lack of innovation in that revered model line by creating the modern, utilitarian SUV Toyota needs to reinvent. Is this going to replace a 4Runner TRD Pro or those that pour big money into their Rubicon-ready rigs? No, but those wanting some mild, yet real off-ride chops in a modern and huge package for the same fifty grand, the Pilot Trailsport is a winner and the right choice. What’s it do better than the run-of-the-mill 4Runner SR5 or Limited model? Lots. The interior is about three generations newer and nicer, with materials that feel luxury by comparison and with scarce use of torrid, shiny plastics. The electronics are modern with a an easy touchscreen system that, if anything, is oddly undersized in this application. Better yet, the Pilot drives like a modern vehicle thanks to a unibody construction that bestows accurate and direct steering that can be appreciated on the daily. Suspension is supple over bumps, owing to its ability off-road with some extra travel and ride height, yet doesn’t fall apart in the handling department when you approach and engage corners. There’s body roll, but the handling flat out nukes that of a 4Runner. The 3.5L V6 sinks the boat anchor of a four-liter that inhabits the 4Runner, churning out a smooth 290 horsepower from the V-TEC-enabled six-cylinder. Add in a transmission with literally twice as many gears (that’s 10 here) as the Toyota, operation is fluid and immediate. Not as responsive I would like, but one that significantly dates its Japanese compatriot. 0-60 MPH takes seven seconds flat, easily besting the 4Runner, and my average MPG of 20 also represents an increase of about three over past tested 4Runners. So, more power all the time, and while using less fuel; that’s a win-win. Comprehensively stronger in all the areas that matter, the Trailsport is entering a niche basically exclusively vacated by 4Runners. It’s not the absolute rugged, roll-it-off-the-showroom-and straight-into-Baja kind of vehicle like top-tier 4Runners, but considering most end up never seeing dirt or trails ever and are bought primarily based on coolness, the Pilot Trailsport represents a large leap forward with some real off-road abilities of its own that should not be discounted (there are a few terrain controls to access as well). Compared to standard Pilots, there’s a two-inch lift with a suspension tuned for the grit, along with tires that look the business. On curb appeal alone, the Pilot Trailsport nails the appearance brief, and the fact it's a Pilot, meaning three rows of seats with an abundance of space, just sweetens the deal. With what the average SUV and even 4Runner owner would ever feel comfortable tackling, the Pilot Trailsport can do just about all the same things in greater comfort and refinement. I haven’t had the chance to drive a standard Pilot, like a Limited model directly aimed at the mainstream Highlander and Telluride crowd, but this utilitarian version offers something that they cannot in the form of a legitimate alternative to the venerable 4Runner in ability. However, it is when you compare it against more conventional, crossover SUVs that the Pilot Trailsport disappoints. For nearly $50,000 I did expect more from the interior in terms of quality. It’s definitely a step-up from its prior iteration, but against key rivals I am left a little disappointed with its lack of luxury. You’re left with a vehicle that isn’t necessarily any nicer than an Accord or Civic Limited, and the small 9" screen here does look laughable given the vast dash it lives on. A mighty leap over a 4Runner, but the Mazda CX-9s and Tellurides of the world have a distinct edge. Maybe the top-shelf, more luxury-oriented Pilots will change my mind, but this is still an almost-50-grand large car, and I just hoped for better at this price from Honda. Put it this way, I thought this car cost maybe $45,000 at absolute most before checking the window sticker. Another drawback is the 10 speed automatic I previously praised, but isolated on its own, the shifts could be smoother and faster. Downshifts, especially when controlled manually, are executed with a lackadaisical approach and provides next to zero engine braking, making it difficult to use the transmission to help control your speed. Transitions in traffic from coasting/braking down to five MPH or less (and not stopping) before easing onto the throttle again can result in lag and some jolts from lazy throttle response. I do really like this Pilot Trailsport because of what it offers over a 4Runner. And because most are not tackling tricky terrain every day in their crossovers or SUVs, there’s little in the real world that a 4Runner can do than this Trailsport cannot. The real off-roaders wouldn’t consider one anyways as they’ll be swayed more to a Jeep Wrangler, Bronco, or an intense 4Runner build or TRD Pro. However, to those that want a large SUV to drive day-in and day-out, a vehicle with some visual cred and attitude, the Pilot Trailsport hits the mark head-on and makes the current 4Runner kind of obsolete in the process. 2023 Honda Pilot Trailsport As-tested price: $50,150 Pros: Rugged looks, Decent off-road, way more civilized than 4Runner Cons: Lacks finishing and luxury of other $50,000 competitors

Great value aside, a fantastic engine alone can't hide the fact the IS 500 could use some work to unleash the potential lurking beneath. 2023 Lexus IS 500 review with The Road Beat Words and pictures by Mitchell Weitzman Five liters of naturally aspirated V8 greatness. Unfortunately, that alone can't make for a great performance car. Take the Lexus IS 500 for example, a mild-mannered sedan that has has been entrusted with their trademark, hooligan-spec five-oh V8. You'd think I'd be singing praises enough to change the course of the turbocharged and electrified tides, but I was left somewhat disappointed, not with the car itself, rather by how much better it could and should be to make it the fighter it so sorely wants to be. There's no shortage of acclaim towards this amazing engine. Comprising a swept volume of five liters through its eight cylinders arranged in a familiar V configuration, it's a marvel in an age of digitized and uncharismatic turbocharging. Outright power stands at 467 horses, and despite the capacity, this is a engine that lives for revs and doesn't have a whole lot going on down low below 3,500 RPM. Bury your foot and watch the revs climb to their 7,000 RPM peak and it's then that you'll understand what we're all missing with all these downsized six and four-cylinder replacements. You might need to call the local undertaker and let him to check that none of the deceased have waken from the dead during the cavalry of V8 explosion, a feat and trait that only a V8 can make. Even with all that on-paper oomph, the IS 500 is not a light car, weighing close to 4,000 pounds, and as such, 0-60 MPH isn't all that impressive in 2023, taking 4.4 seconds to dispatch the benchmark time. A BMW M340i might have nearly 100 less horsepower on the spec sheet, but it's a faster car at any point in its rev range with ballistic thrust from a Bavarian turbocharged inline-six. However, it won't sound as good doing so. Also not helping is an aging and derelict eight-speed automatic transmission that can be woefully slow to respond to downshift inputs via the paddles, and upshifts have both a delay and are lackadaisical in actual shift time. New transmissions have progressed so far, including Lexus' own 10-speed unit in the LC 500, as I can't help but feel this reminds of an old (and bad) automated single-clutch sequential transmission. You would hope that the transmission is at least smooth because of its laziness, but there's harshness during shifts even. Slow and hardly smooth - not a good combination. Oh, and first gear is way too short, and at times, pulling away from a stop feels like its in limp mode due to how the throttle response is programmed combined with that short gearing. It's like they made it this way to avoid drivers from blowing up the rear tires, but it comes across like a massive overcorrection. Utilizing one of the sport modes helps here, but the default, standard driving characteristic should be better. When it comes to tackling the twisty bits, the chassis and handling are a mix of disappointment and relief. As to what I like, the suspension is soft enough to make for a comfortable ride over a variety of pavement, and it's also rarely upset by larger intrusions. And because the suspension is on the softer side, it means the Lexus, as a performance car, is more approachable in terms of its limit when you do decide to wring its neck a bit as the symphony of combustion beckons you so. This allows you to gain confidence behind the wheel as you're fed increased information as the chassis leans and loads up through each corner. The downside to this, is that the IS 500 cannot be considered anything resembling a track car. Even on my preferred local roads, the limit of its soft suspension becomes apparent as composure can be lost in quick transitions. When combined with a high curb weight, that makes for a lot of pounds sloshing from side to side during fast left-right changeovers that it struggles to handle. The overall character is an impression more of a classic muscle car, having a lazier nature and less an appetite for hard charging through the bends. That's not to say the IS 500 is a complete dog, because it isn't - it's actually a lot of fun to drive quickly in due part to that V8 emitting noises like an Avenger Gatling gun, but it's not the performance sports sedan you might be hoping for in the mold of a BMW M3 or Alfa Quadrifoglio. Remember, this is not an IS F, but an 'F Sport,' meaning it doesn't get the full-fat treatment and thus has a chassis begging for upgrades. I reckon a set of good coilovers and anti-roll bars would go a long way improving the capabilities for track and hard driving duties. And while I didn't get a chance to test them fully, I've heard the brakes do not stand up to even moderate track driving. I further found the steering to be too light and lacks resistance AKA re-centering, and this light and loose nature of the steering certainly doesn't help in conjunction with those soft springs. Still, disable the traction and stability control, which you annoyingly and tragically have to be at a full, complete stop to turn off, and you can easily hang the 'rear out in some nice moments of oversteer in slow, 90-degree corners. However, I really cannot understand the oversight in needing to come to a complete stop in order to turn off the driving aids. If you're under 30 MPH, you can halfway disengage them, but the moment your speed climbs back up above 30, the leash is fully tightened again. For a car like this, that's a just lame bit of programming. What cannot be denied (in most any Lexus product) is the inherent quality and luxury inside. With sumptuous leather and a steely solidity to it all, this is the caliber and characteristic you would expect and want in a luxury car. Rattles were non-existent (and this is a press car that has had a hard life), and I predict it'll stay that way for a long time. The obvious downside? Lexus has still not introduced its updated infotainment system here, so you're still stuck with the vile, villainous cauldron of ineptitude that is the trackpad-operated interface. I'm tired of writing about it; It sucks and it might be enough for some to turn away completely from owning one of these. I don't understand how Lexus has still not updated all their models in this regard. Beeps and bongs are ever-present in typical Lexus and Toyota tradition, but I also found the active safety systems on this example to be far too intrusive and nigh-on dangerous. Multiple times behind other cars at intersections, I would release the brake when the light turned green, but if the car in front hasn't moved far enough, the collision avoidance engages and completely cuts power on you. Then, the car in front pulls away while you're still left for several seconds in actual limp mode. This happened once at an intersection where I had cars coming up behind me at speed, while I'm just sitting there literally powerless, flooring it to go and get out of the way, but to no avail as the car in front has now disappeared into the distance. I wasn't even close to hitting them and I've never had this problem in any other car I've tested. Actually, wait, I have had this happen before, and it was in other Toyota products...The way it cuts power so abruptly and for so long ends up putting you in a more dangerous situation than what it thought of avoiding in the first place. When you're just cruising, though, this is a very nice vehicle. The V8 gently churns away and burbles, the seats and ride quality are very comfortable, and it even doesn't get horrid gas mileage, averaging a decent 22 MPG during our week together. For the casual driver that wants a luxurious and characterful car, but that'll never take it on hard weekend drives - let alone the track - the IS 500 makes a pretty good case for itself (if you can stand the infotainment). A BMW and Mercedes might seem trite and boring, whereas the uncommon Lexus with a burly V8 suddenly is now a way of standing out. And did I mention that it looks magnificent? Wow is it a pretty thing. You can do a lot worse than the Lexus IS 500, but I think Lexus can also do a lot better. Having that engine and an 'F Sport' in its name - even it's not a real full big F - demands and yearns for a more capable chassis as a sports sedan. If you just want a comfy cruiser with the same looks and you don't care as much for driving, there's the cheaper IS 350. I think if you're wanting a car with a big and punchy V8, you're going to want it to also be a more sporting prospect and as a more affordable M3 alternative. There are already other similarly-priced soft-core performance sedans like the boring Audi S4, of which this IS 500 at least trounces in terms of charisma and character. Even if it's objectively inferior to BMW's M340i, again only one of them has that burly V8 that pushes the desirability above the expected. But that's the thing, and maybe the most impressive part of the IS 500 when all is considered: it starts at less than $60,000, even with this fully-fledged tester pushing that to just $66,525. Despite its flaws, the value is undeniable. Still, there is more greatness to be had here, just Lexus is holding it back. 2023 Lexus IS 500 F Sport Performance As-tested price: $66,525 Pros: Wonderful V8 engine; Great value and quality Cons: Too soft for hard driving; Old transmission and oppressive aids

The annual historic races at Laguna Seca once again serve as a time capsule to eras bygone. Photos by Mitchell Weitzman Another year, another Monterey Car Week. A permanent staple in my routine each year is attending the Rolex Monterey Motorsports Reunion, a historic racing event featuring the race cars of generations past. A racing car was born and bred for the sole purpose of its fury held within, and instead of being shut-up in some museum for eternity, it's a blessing to have owners of these wonderful, imaginative machines take them back to where they yearn for: the race track. Utilizing the incredible natural landscape and elevation of WeatherTech Raceway Laguna Seca, the Reunion offers the chance to see these valuable motorsport icons lapping the famed coastal tarmac instead of parked on the lawn at Pebble Beach. The event is also quite affordable in comparison to the several hundred dollars needed for a pass to any of the main shows on the Peninsula. A ticket gets you access to nearly every part of the circuit, plus the paddock to see the racing cars prepped and worked on by their entrants. Owners and crew are usually more than happy to talk with fans about their favorite vintage race car. If the glitz and glamor of other shows are a little too stuffy, or you're looking for a break from the crowded streets of Ocean Ave. in downtown Carmel, the Rolex Monterey Motorsports Reunion is a must-see each year. Looking at cars is one thing, but watching them race by at full-tilt, with raucous V8 or wailing V12 noises is definitely worth the price of admission alone. Below you'll find my photographic highlights from the 2023 Monterey Motorsports Reunion at Laguna Seca.