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The newly updated flagship RX crossover is all about luxury, with little mind towards the sport and performance in its name. 2023 Lexus RX 500h F Sport Performance AWD review with The Road Beat Words and photos by Mitchell Weitzman Let's talk about the color first. It's called Copper Crest, and to both my amusement and surprise, this shade of rose gold can easily be considered a smashing success. Things were off to a rocky start when my best friend had a negative reaction towards the paint, but then something happened that I've never experienced before with a car: multiple people, multiple strangers, approached me and asked about the color because of how much they liked it. The initial unsolicited response came from an elderly lady, which confirmed a suspicion, but then others, men and women of varying ages, all came to comment on this shade of rose-copper in positive manners. Never have I tested a car where a color garnered so many compliments, let alone reactions of any kind. Copper Crest? My appreciation for the paint grew when at night it transforms into a strong copper worthy of the name. This final judgement was made all the more apparent when I saw another new RX in boring silver, which looked terrible by comparison. I mean, really, silver? That's the best your imagination could do? Job well done, Lexus. Copper Crest is a winner. Well, at least the color is good, because the rest of this Lexus is a combination of untapped potential and a pointless and degrading technology overload. There might be some sharp body lines and an F Sport badge adorning the fender, not to mention Performance in the official name, but this luxury barge forgoes both those aspects in typical Lexus fashion of lying in a game of pretend. As for style points alone, oh it kills it there, especially in this aforementioned color. But, the luxury aspect is also compromised by having too many solutions to problems that didn't exist, and by doing so, creates unique new challenges that grow in annoyance. There is speed to be had, thanks to a 2.4L turbocharged inline-four that is bolstered by a pair of electric motors (they help mask mostly all turbo lag and make for a transparent, seamless powertrain experience), boosting power to 366 total system horsepower. As a result, when you do smash your right foot down, 0-60 MPH takes a brisk 5.5 seconds. What's more surprising though is how smooth this new four-cylinder mashup is, and with a subtle rumble and growl when provoked. Both these aspects led me to believe there was a V6 lurking under the hood until personal examination. Where noise, vibrations, and hardness are concerned, this is one of the best four-bangers in the business right now. And with the electrical assist, this Hybrid averaged 27 MPG during a week together, not brilliant by other Toyota group hybrid standards, but impressive for a large and heavy luxury vehicle with decent pop to the pedal. Yet, that's where the Performance and F Sport retire. Beyond the impressive powertrain, there's not even a morsel of sport to be found. Now, that doesn't detract from the easy-going nature of the RX when cruising along the freeway, thanks to the nicely weighted steering that never wanders from your intended path, nor the comfortable ride that soaks up bumps - this is a hallmark of a good luxury cruise ship. However, enter a series of bends with enthusiasm, and you're only greeted by mundane boredom and such a lack of interest in sporty driving that it becomes laughable and arrogant for Lexus to have bestowed the name and badge upon this copper creation. Is the handling bad? No, not at all, as it still has decent ability and grip to make unsuspecting passengers (like your in-laws for example) hold on for dear life if you know what you're doing, but the problem is that this Lexus has no desire to partake in this and is zero fun doing so. Push things and you'll only be welcomed by a white flag of surrender and understeer, followed by the most heinously screeching front outside tire I've ever heard. I'm serious, on a long, right-handed, cloverleaf onramp, the left front tire was roaring and pleading for help so profusely I thought the sound was being piped into the cabin via the stereo. At least the cabin is built to a high stand - wait, what's that? On the dash, a large trim piece has simply popped out of place. Lexus usually stands among the highest build quality of any manufacturer, but a trim piece that repeatedly popped out is not a welcome sign. The rest of the cabin is as you'd expect, with sumptuously glorious leather and microsuede throughout and the solid feeling that's made to NASA tolerances with zero rattles. Well, except that damn trim piece. On the road, the interior makes for a wondrously quiet and relaxing ride, with noise levels so low that you can whisper from front to second row passengers, and a cushioned ride quality that shrugs bumps off with ease. The seats are terrific, too, with support where needed and that can be made to fit your body shape as perfect as you could so desire. You want luxury? Yeah, it's pretty nice here, and it better be for $70,000. However, Lexus has decided to implement some systems and changes carried over from the smaller NX crossover, adding solutions to problems that frankly did not exist before. The infotainment is refreshed and far easier to use than before, but the lack of a physical home button can be troublesome at times, with not even a digital one appearing when needed. The on/off button for the RX is also out of place, perched high up for all to see, and since when has that ever been something you want to draw attention to at eye level? Where things get truly bad are with the steering wheel controls, which are unlabeled, and pressing any of them instead brings up an illustration on the head-up display. If this is supposed to ease distractions, it only increases them as the attention needed to read the HUD and watch which ones you're hovering over makes things far worse than traditional buttons that reflect on the instrument cluster. There's even a button to shuffle to a new page of additional buttons on the HUD! What's worse is that, in some scenarios, like a low, setting sun, you can barely even see the head-up display, and if you wear polarized sunglasses like myself, just good luck - I needed it. I've never once had an issue with clicking through my steering wheel buttons for info like range or cruise control, yet here we are now with touch-sensitive buttons that show up on the windshield in a clumsy method. And, none of the controls even work until the system recognizes your finger hovering upon it, meaning that a quick click to increase your speed on cruise control often means clicking it twice to have any effect. Maybe with more time it can be easily mastered, but the learning curve is so difficult as to actually be borderline dangerous. The door handles look like traditional items on the outside, but they don't actually move, having sensors on the inside to unlock electronically. If they're trying to make door handles cooler, why are there still door handles to begin with? The Tesla or Aston Martin style and method isn't the right answer either for practical use, but these are just weird as to wonder, why even bother since they don't enhance the experience at all. And like many other new cars, this Lexus will notify the driver if there's something left in the back seat - a little friendly precautionary reminder. Except here, it's not a a friendly chime, but an annoying and loud six-beep sequence as you lock the car and walk away, making others stare at you as they too think your car is possessed or broken. The real kicker? Literally only once out of the half-dozen or so times this alarm went off, had I actually left anything in the car. Yes, this pointless and annoying reminder system actually was a total failure. Is the Lexus RX 500h a good car? Of course! But does it live up to the Performance and F Sport in its name? Not at all. The bright side is the straight line speed is enough, at least for a Lexus (a base BMW X5 is just as quick), but there is no fun to be had here besides the charismatic paint on this example. The build quality wasn't even rock solid thanks to that pesky trim piece (that I so annoyingly forgot to get a proper picture of), but the rest of the luxury is definitely typical-Lexus, attributing to a soothing mode of transportation. Either way, 70 grand is a lot of money for a Lexus now, but to be fair, you'd have to spend at least 80 for a comparably-equipped BMW X5, which I do think is the superior vehicle for its improved driving dynamics, and an interior that is more user-friendly. If space isn't as important, the incredible Genesis GV70 beats the Lexus on luxury and interior materials, style, and its four-cylinder is nearly as quick and returns similar-enough mileage. If you just want luxury and a smooth quiet ride with space for four, have no desire for enthusiasm in your driving, and granted that you can live with the electronics, the RX will be a fine choice, and you know you definitely want this color, too. 2023 RX 500h F Sport Performance AWD As-tested price: $70,830 Pros: Stylish to some; Luxurious and comfortable cabin; Good mileage Cons: Not sporty; Bad steering wheel controls

The new Prius is here, and nobody expected it to be this good 2023 Toyota Prius review with The Road Beat Words and pictures by Mitchell Weitzman I've never liked the Prius, until now that is. Always hideously ugly and slow beyond belief, no MPG bragging rights could have been worth the depressing thought and reality of owning one. Plus, in recent years, other hybrid cars (that weren't eyesores) have came perilously close to the benchmark efficiency set by the Prius; If a better looking and driving car got the same mileage, you'd have to be crazy to choose a Prius. However, that has changed; Toyota has shocked the world with a new sexy Prius nobody saw coming, and it's way faster. Not a fast car, but the improvement is astounding. If you want an efficient hybrid, or just any vehicle today for between $30,000 and $40,000, the Prius is a slam dunk and should be at the top of your consideration list. There's little I dislike about the new Prius, but chief of which might be the knock the newfound performance has against its ultimate mission of peak gas mileage. After a week of driving the Prius on mostly freeways, I averaged 42 MPG, which is quite a bit less than what's quoted on the window sticker, and 8 MPG less than a FWD 2022 Corolla Hybrid. However, it is 2-3 MPG better than the last AWD 2023 Corolla Hybrid SE and Camry Hybrid SE I drove last year. Despite falling short of admittedly high expectations here, it's impressive in its own right and the sacrifice given for its extra punch is a tradeoff I and others should be willing to make. Any way you look at, you shouldn't complain about 42 MPG. In more city-oriented conditions, you should see higher numbers, too. The other knock is against the design. Wait, what? I can hear you saying, "I thought you liked the shape. You called it sexy!." You're right; I did. However, this sleek shape has some drawbacks introduced. With such a raked windshield and roofline, rear headroom is impacted negatively so that 6' and taller passengers might not be too happy in the back seat. Further, the windshield stretches so far forward, not that unlike a Lotus Esprit, that the A-pillars seem weirdly close to your head, and the view out the front, with that long stretch to where the dash meets the bottom of the glass, makes the car feel bigger than it is, and almost cumbersome. Once you get used to it on the road and you realize it's in fact not a big car, this doesn't really matter anymore, but it was strange upon first entry. And one more thing about the driving view is an instrument cluster that is 50% blocked by the steering wheel when set to my normal, optimal driving position. Like the bZ4X, this poses a safety issue not being able to see all your information at a quick glance. I ended up lowering the wheel more than I felt comfortable with in order to see everything, which limits operation of the wheel as your arms lose range of motion. How this made it off the drawing board is beyond me and is need of an immediate remedy. Also of note is a trunk that could be larger. Negatives aside, the Prius is an easy recommendation to make and perhaps your frame and stature (I'm 5' 10" for reference) suit the odd steering wheel-to-gauge-cluster ratio. Now, let's talk performance: It's a common fact that the Prius has always been a dreadfully slow vehicle, and for most years of existence, it was in fact the slowest accelerating new passenger vehicle sold in America. Not anymore. With 194 horsepower from its combined output, literally a full 73 more ponies (a 60% increase), acceleration from naught to 60 MPH has been shaved from over 10 seconds to a relatively scant 7 seconds. This newfound grunt also completely leaves both the Camry and Corolla Hybrids in the sewer. It's still a noisy four-cylinder, making unpleasant sounds when your foot says "go," but this is a massive achievement for the Prius and modest hybrid cars in general. No longer do we have to deal with the Prius being a dismal, slow car, as now you can merge onto freeways with ease. There's also zero excuse to be holding up people in the passing lane going 65 MPH with a train of unhappy drivers behind you. Yes, we've all been there with the classic left-lane-camper Prius driver. With this extra power on tap, the Prius can outrun most passenger sedans in its price bracket from competing brands. I cannot stress enough how important this improvement is and what it means for all cars on the road. Besides horsepower gains, the new Prius has a chassis that greets corners with enthusiasm rather than skepticism. Handling remains surprisingly neutral and has enough grip to surprise both yourself and whoever is following behind. I won't call it playful, but the ability to chuck it in and mash the throttle without the dooming understeer of Priuses past is an enlightenment worth celebrating. I will note that this is the FWD model, and I reckon the AWD version will be less fun and too tied-down. The dead steering itself is a bit wayward at first, with little resistance and lack of re-centering, but once you acclimate to it and experience the hidden talents beneath, you do gain a confidence behind the wheel. After my week with it, I seriously want to take a Prius to a trackday, as I can't imagine the frustration that cautious and tepid trackday first-timers, behind the wheel of their new Porsche or Corvette, will feel as a Prius (in the hands of an experienced driver) walks away from them in the corners. The reward will be so high. The cabin on this Limited trim, the nicest available, is good, but maybe a little lacking for a near-$40,000 car. The overall quality is fine, and there are some soft materials to be found, but it could be just a little bit better in some areas to help get rid of a few flimsy controls and sharp edges on plastic bits. Most will find it perfectly habitable, but I would like to see another step up here. I will add that the two sunroofs are a nice touch for the inside environment and make the interior feel larger. And the seats are comfortable paired to a compliant ride quality. Due to the evidence presented, the new Prius is a knockout. Nits and picks aside, this is basically a total package: It's sexy, it has enough performance, drives pretty well, and delivers over 40 MPG with ease. When shopping for a car under $40,000, the Prius should shoot straight up to the top of your list. I do prefer the fancier cabin and even more fun driving dynamics and engagement from Mazda's 6 Turbo models, or something like the new Acura Integra, but they average quite a bit under 30 MPG, which might be a serious concern to buyers. I like the new Prius and I think you will, too. And that's a phrase I never expected to hear myself saying. 2023 Toyota Prius Limited As-tested price: $37,494 Pros: Exciting looks, improved power and dynamics Cons: Cabin space hindered, can't see gauge cluster comfortably 2023 Toyota Prius review

The Avalon's replacement is inferior in almost every way 2023 Toyota Crown review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Crown may be an unfamiliar name to Americans, but the nameplate stretches back to the 1950s in the USA, before being replaced in the early 70s. However, the Crown lived on elsewhere, becoming a prestigious name in Toyota JDM lore through its receiving of twin-turbocharged 'JZ' family of engines in the 1990s. Though a name of history and prestige, it unfortunately holds little weight here in the States, where most only know the Crown as a popular period drama on Netflix. What this large sedan really does today, though, is replace the long-serving Avalon, a vehicle that saw ever-declining sales in an age where more and more are upsizing and switching over to crossovers and SUVs. Despite the slowing sales, the Avalon was possibly Toyota's most accomplished car, and the Crown that replaces it, made as a Dr. Moreau creation that bridges together the design elements of a car and crossover for compromise, is sadly almost worse in every single way. Buy it for... For one, the Crown is available exclusively as a hybrid, with two engine choices. Starting with the standard hybrid four-cylinder, combined output is 236 horsepower from the 2.5L Atkinson-cycle four-cylinder/3 AC motor collaboration; This is the unit that was powering my tester. However, there is an optional choice, bearing the iForce MAX nomenclature first seen on the Tundra pickup. Selecting this power unit brings output up to a perky 340 horsepower and 400lb-ft total, a startling number for a consumer Toyota sedan. I have not driven this example yet, but performance looks promising, with 0-60 MPH estimated in about 5.5 seconds, whereas the entry engine is a little short of motivation in comparison, requiring 7.3 seconds to reach 60 MPH from rest. However, while it does little to inspire confidence when passing, there is enough shove to do your daily business in ordinary fashion. The real highlight, though, of both this basic hybrid configuration and of the Crown as a whole, is the impressive fuel economy. During my week with this bulbous AWD Crown, I averaged 39.5 MPG. To put that in perspective, I recently tested a Corolla Hybrid with AWD, a much much slower and smaller/lighter car, and you know what that achieved overall? 39 MPG. I'm not sure how, but this larger, heavier, and more powerful AWD Crown gets basically the exact same fuel economy. Job well done, Toyota. And while it is not the most refined engine type, as four-cylinders rarely are, it is less grainy and coarse than prior Toyota engines, like the one in a Corolla that does a convincing impression of a trash compactor under load. Space is abundant inside, as it should from a vehicle measuring 196 inches long and with a 112 inch wheelbase. Adult passengers will find the rear seat to be a very livable environment for long journeys, but this was also true for the Avalon. Overall, the interior features lots of leather and other soft materials that represent a step-on from the Camry sedan that sits below it in the model hierarchy. In the center of the dash rests a modern 12 inch touchscreen that's easy to use, even if I don' the stark graphics at times. There's lots of feelings of Lexus inside, with this evident by the shift knob that actually has been lifted straight from a Lexus. All the features and amenities you could hope for are included as well, like CarPlay and active safety. This is a very comfortable car, both in ride quality, and it's quite quiet when on the move. The slightly higher 60 inch ride height makes getting in and out easier as well, bridging that compromise between sedan and crossover. Skip because... Despite flashes of quality in the cabin, there's also some mixed results, too. There still are random cheap plastics here and there, something you wouldn't find in most Lexus like the ES 300h, such as the nasty piano black buttons on the steering wheel that look and feel resolutely cheap. Further, the trunk features a horrid little plastic button to open it from the outside, and then also the trunk itself (not power by the way, disappointing on a 50 grand Toyota) made some haunted creaks from the mechanism when opening; I would take that right back to the dealer for a warranty claim. It's nice for a Toyota through and through, but I actually don't think it's any nicer than the Avalon it replaces, with some aspects falling short of the similarly priced Lexus ES 300h (which, incidentally, is an Avalon for all practical purposes) as well. You might think it's nice for a Toyota, but it's not nice enough for over $50,000. Also of note, the JBL stereo failed to impress, much like it never has in any other Toyotas I've tested with this expensive option checked. Which brings us to the price for this top-grade Limited example: It's too expensive. Nothing about this car screams 50 grand and there are other cars in this price range that are simply nicer and more stylish. And for an immediate comparison to its predecessor, a comparable Crown is several thousand dollars more than an Avalon hybrid and even equals the sticker on Lexus' own ES 300h, which is just an even fancier Avalon. With no other way to say it, Toyota has priced the Crown too far out of sensible consideration. Say what you want about the styling, but I was unable to gel with the controversial looks, especially the rear and its bizarre rounded outline of the rear bumper cover. The Avalon was a pretty car, and the Crown is not in my own eyes. Gas mileage is good and noteworthy, but it's also not an improvement over past Avalon Hybrids, nor any different from the Lexus ES 300h. It's good for a big car, but it doesn't actually move the bar on any further. The MAX engine option is expected to lower overall economy by 5-10 MPG for what it's worth. I raved about the exceptional mileage earlier, but the fact is that it doesn't improve upon the car it replaces. Handling was clearly not in the interest of the engineers during the Crown's creation, following a pattern of remote understeer during any form of relatively keen cornering. Even taking turns at 5/10ths would result in the tires, wrapped over giant 21" wheels no less, starting to yelp in pain. The steering is fine and confident for normal driving, with no wandering at speed, but this is clearly a sedan made for comfort and no curiosity in cornering. I did once induce a slip of oversteer when getting off the brake on an uphill turn, but failed to replicate this flash of fun anywhere else, with the electronic nannies choosing to limit power early via the traction control while relapsing into scrubbing understeer during any opportunity and attempt of some fun in some turns. Though the iMax engine configuration sounds fun, this floppy chassis will undoubtedly be completely overwhelmed by the increase in power and unlikely to make good use of it. I miss the Avalon After a week with The Crown, I miss the Avalon. Everything the Crown does well, the Avalon did the same or better. The latter drove nicer with more neutral handling, it's better looking, already had lots of interior space of its own, got similar gas mileage as a hybrid, and most importantly, was several thousand dollars cheaper. I predict the Crown will not sell for more reasons than why the Avalon didn't sell; If the Avalon had already become a niche product, the Crown is now in even a tighter niche because of a price that's just too high for a Toyota sedan. And that's the real problem with the Crown: it's just too expensive and not luxurious enough to warrant the price. And if you're looking for a well-made $50K sedan, why would you choose this over the luxurious Lexus ES 300h? Or the amazing, if relatively thirsty (no hybrid option) Genesis G80, a car that truly wows in almost every single dimension. This is a creative attempt, but one that frankly will not translate to sales nor persuade most shoppers from just continuing to step-up into crossovers and SUVs. The only redeeming factor might be the optional 340 horsepower version, but with that bringing the comparable price up to a whopping $55,000, that is a troubling thought that will struggle to make a case for itself. Still, I will reserve final judgement until I drive one. 2023 Toyota Crown review As-tested price: $50,648 Pros: Great economy; Spacious Cons: Weird looks; Quality doesn't match price

Right now, the only reason to choose an ID.4 is because of its tax credit advantage. The rest is rather "meh." 2023 Volkswagen ID.4 Pro S review Words and pictures by Mitchell Weitzman with The Road Beat What is it? This is the third ID.4 I've tested in the last two years, represented here in the all-star of the ID.4 all-electric range: the AWD Pros S. Compared to standard ID.4s, this model is AWD and sees a sharp uptick in power and performance. It costs $52,985 as-tested, but unlike many key rivals, this one qualifies for a substantial $7,500 federal tax credit at the time of review. Buy for... The Pro S version seen here has 295 horsepower, a rapid increase to the base model's paltry 201 horsepower. With this dual-motor model powering all four wheels, you can relax a bit more during inclement weather and enjoy increased grip when accelerating from a stop. 0-60 MPH takes 5.5 seconds, a decent number, but acceleration does wane considerably above 50 MPH, as is customary with many modest electric vehicles. Still, the ID.4 Pro S will take a Toyota bZ4X to Gapplebees every day of the week as a bZ4X-owner is left wondering about their life mistakes. The interior is spacious enough for any person or small family, too, and it makes for a comfortable and respectively quiet ride when cruising on the freeway. Inside are many of the latest technology features that consumers want, and unlike prior tested ID.4s, this one suffered no lockups nor glitches in the infotainment system. I do like that the ID.4 gives the driver the option to choose between zero regenerative braking and nearly full one-pedal-driving due to aggressive energy recovery when braking. This means that simply lifting off the accelerator pedal incurs noticeable braking force, so the equivalent of coasting means slight pedal application still. It's a change to traditional driving, but at least you are given a choice. There's also a hefty $7,500 tax credit available to potential customers, which can help make this a relatively affordable EV since it's built in the United States and still qualifies for that rebate, unlike some of its foreign-made competitors. The battery pack measures 82 kWh, which is on par for the segment, and I averaged 3 miles per kWh after a week of mixed driving, which should give a theoretical range of 246 miles. This number should be enough to ease most worries of range anxiety for simple commuting. However, 3 miles per kWh of stored energy might sound okay at first, but it is important to note I never drove over 70 MPH, even refusing to use the heater and any climate control besides seat warmers and the heated steering wheel during winter. As a result, actual real-world use by most drivers will see an average of 2.5 or even less, though I'll give it the benefit of the doubt because it was a rather cold week in Northern California during this test, with sub-40-degree mornings (cold ambient temperatures have a negative effect on battery capacity/efficiency). My theoretical range was already below the EPA estimate on the window-sticker, so with more normal driving behavior and using the climate control, I'd expect most drivers to experience a range closer from 190 to 210 in the real world during winter. I was at least proud to have conjured up an efficiency score starting with a 3 during winter. It's less of a positive and more of just an average showing to keep up with similar competition. Skip because... Here comes the laundry list of items I don't like that make this otherwise simple vehicle far from ideal in a perfect world, and in no real particular order. I still dislike the gimmicky door handles, which offer no mechanical connection and feedback, feeling like a flimsy toy as you pull the interior lever. If they're electronic, why not just use a button? Silly. Buttons are more futuristic anyways. The way they release the door can also be problematic on hills where it can almost get stuck half-shut. These strange appointments don't end there, though, when it comes to the interior. Other oddities include some ergonomic nightmares like the lack of a volume knob and its subsequent replacement, the touch-sensitive finger-slider-thing, which is terrible to use. Most of the climate controls are placed inside the screen, but there are some physical controls for defrost still, yet they are not placed in the center of the dash, but instead to the left of the steering wheel where the headlight controls are. The view out the front is marred by a dash and hood line (where the windshield meets the hood) that are too high, and confronted by intrusive A pillars that hinder peripherals. The front offers no additional storage despite having no combustion engine placed there. Another curiosity has me questioning why the center storage and cupholder areas are so bulbous and pointlessly large? Take a look at this photo below that shows this art-inspired shape that offers zero additional lower storage and is just a complete waste. It's 'artsy' for those that appreciate modern sculpture I guess, but only when viewed from the floor. This easily could be either cleared, for increased cabin space and openness, or turned into a usable and practical storage bin. The infotainment is improved when it comes to operational smoothness over past ID.4s I tested, but some vehicle settings are too buried and cumbersome to access at times. A good example was trying to disable the auto-hold feature, which was hidden deep in the settings under 'brakes,' instead of a physical button like most vehicles have with this feature, but also, it's curiously not accessible through the 'assist' button on the dash that accesses other safety systems. I still don't like the PRND rocker switch that was clearly stolen from BMW's i3 (an interestingly bad source of inspiration for this specific feature), and the ID.4 itself is just a very boring vehicle to drive. It's not slow, but it rarely comes across as quick, while being clearly slower and less enthusiastic than Hyundai's excellent Ioniq 5 AWD. I found the ride quality to be choppy and unsettled on more intricate surfaces paired to steering that was nervous at higher speeds due to some darting behavior on the freeway, showing a lack of linear response as well as being too sensitive. There's some decent grip and ability due to the AWD and dual motors distributing power to the right places, but there's no joy to be found here, only coming across as wooden instead. The increased speed above a standard ID.4 is very welcome, but this is still a vehicle that does nothing to inspire during driving by any means, with no glaring standout features and doing nothing better than the competition when it comes to moving. Also, when it comes to charging, the ID.4 Pro S is restricted to peak charging speeds of 150 KW on a level 3 DC fast charger. This instills the ability to charge pretty fast, but what can't be ignored is the ability of some key rivals' potential to charge at 350 KW now, further halving charge times on select DC charging stations. If you're in a hurry and one of these ultra chargers are available, it can make a big difference, and VW will need to increase the charging ability to stay with rivals and make this a more viable future. Taxes and price The biggest advantage right now of the entire ID.4 range is the availability of a $7,500 US federal tax credit. Because it's constructed in the United States, the ID.4 qualifies for the full amount, unlike Kia's EV6, Hyundai's Ioniq 5, and the Toyota bZ4X. Because of this unfair advantage, this becomes a decent deal at a net $45,000 cost and undercuts my favorite, the equivalent Ioniq 5, by some margin. So, if saving some bucks is your prime concern, that might be the sole reason to consider the ID.4. But, if you want save money, what's wrong with a nice Toyota RAV4/Venza hybrid for $40,000? They each achieve 35 MPG still, with no charging concerns, are AWD, and you'll save considerable up front. The other company that must be mentioned is one that most probably think of when they picture an electric car: Tesla. Their Model Y crossover might be hideous in the flesh, but it's a wonderfully packaged vehicle that performs great, too, also qualifying for the tax credit. Whatever your thoughts are towards the brand and their CEO, the delivered product is successful for a reason. Don't also discount the Ford Mach-e, a stylish crossover that is also tax credit eligible. But here's the thing, should a tax credit be the sole reason for choosing a vehicle? Ethically, it shouldn't, and comes across as market manipulation, but sometimes the most important aspect to a buyer is the monthly payment. A disappointing foray into EVs I get that it sounds like I'm bagging and ragging really hard on this car, but it could be soooo much better than it is. The resulting product is one that languishes in creativity and provides no real confidence in a possible electric future, almost as if they just didn't care. Two years ago I wrote that the ID.4 provides a smooth and restrained transition to EVs because of its modest approach and lack of surprises, but that doesn't stick today. Other rivals are coming out with exciting products that drive better, look better, and offer more range and faster charging. Simply put, the ID.4 is already old technology in a changing world. Other EVs are a stronger choice right now, or maybe it's just best to wait for the next generation still. The one vehicle the ID.4 does best? Toyota's bZ4X, another fruitless labor of disappointment that proved even more uncreative and dull. At the least the ID.4 can boast about that. 2023 Volkswagen ID.4 AWD Pro S As-tested price: $52,985 Pros: Tax credit eligible Cons: Average in every objective and subjective category. Dull.

How does the new automatic GR86 hold up a year after release? 2023 Toyota GR86 automatic review Words and pictures by Mitchell Weitzman A short year ago, I had my first opportunity to drive the newly redesigned GR86 sports coupe, albeit with an automatic transmission. Regardless of the fun-draining auto slushbox it came equipped with, I came away mightily impressed with the revamped 86, signifying a notable step forward in refinement and an even better chassis. However, a year later and behind the wheel of another automatic-equipped GR86, I'm left barely lukewarm despite the natural talent, and again absolutely reaffirming my opinion that if you're dead-set on adding one to your garage, you have to get the manual. As a result, the automatic car does not have enough going for it to recommend as a fun performance car. There's more than the just the transmission at fault here, and with no manual divinity present, other annoyances become increasingly present. Even with the laundry list of items that follows, there is at least one aspect that is still undeniably brilliant. Rest assured that I'm not here only ragging on the unfortunately ancient six-speed automatic with flimsy plastic paddles behind the wheel; That is far from the only sin the GR86 commits. Starting with the interior, I remember liking the cabin last year, finding it a nice upgrade over the original's, but now with another year of trying other cars with similar price points and purposes, it's a complete letdown. I had even recently favorably compared the interior of the GR86 to a Mazda Miata, and how wrong I was after testing both again in close proximity. Besides some supportive and attractive looking seats, this is a genuinely flimsy and toy-store interior with some of the cheapest pieces in any new car on sale today. Take for instance the interior door handles, being thin and hollow plastic, and in use, come across feeling like they belong in a large Lego car. If anything, that might be an insult to Lego. Half of the controls for the climate control are overly large, curved switches with a metallic look to them that are anything but metal. Aviation-inspired? Maybe, but why are they so big? And once your finger presses one, you might be left thinking what poor 2004 econobox these were stolen from at the Pick-n-Pull. And the backside of them, because they curve out so generously, just do yourself a favor and don't feel what is behind them unless you want more disappointment from the poster child of cheap plastic injection-molding processes; I think the buttons on Hungry Hungry Hippos have a more quality and solid feel to them. Look, I could go on and on here, but the fact of the matter is this interior is so far below what can be expected now at an over-$30,000 price point, with hard plastic riddled literally everywhere. The terrible attempt at microsuede to introduce some texture in the cabin also looks like it was bought in bulk from wish.com. It's funny because, at first glance, the interior is nicely shaped and purposeful looking - even the pictures probably make it look cool. Yet, life is three-dimensional and that's where it fails. I can't forget the left side of the steering wheel, where there's an ungainly bulge outward that is an easy knee-basher. I can't knock the space, as you should honestly be thankful there are any rear seats rather than none, so it's welcome to have them for any emergency purposes. The front seats are quite good, with necessary lateral support, but lacks the minute adjustments I want. With a bottom that is too flat and without any controls to angle the front higher, I never caught myself in a driving position I was truly comfortable in for a sports car. Further, the seat cannot be lowered enough even for my modest 5'10" height, and the steering wheel also has a limited range for height control. I was left feeling too high in the cabin, sitting on top rather than in it, compounded with a wheel that was too low. Electronics in the GR86 are slightly, er, catastrophic. The center display for the infotainment is easy enough to figure out, even if it looks like an aftermarket unit from Best Buy circa 2014, but that's not what I'm talking about. Toyotas are known for annoying beeps and bongs, but the GR86 is on another level and actually has defective noises I've written about before that remains the subject of total oversight. As is routine in almost every new car, starting the car without your seatbelt fastened results in several loud chimes, I guess to remind you you are in fact in a car in case you forgot. Dumb, but whatever - lots of other cars have adopted this stupidity despite the car not moving and a transmission in park. I learned the real issue when taking pictures of the car, the result of me getting in and out and repositioning the car a lot with it left running. While it is common for cars to nag you if you start driving with your seatbelt undone, which is perfectly fair as that is actually dangerous, the GR86 will beep slow and then faster in typical Toyota fashion. However, the downfall is that once you reach that time threshold where it beeps with that increased ferocity, even if you stop and put the car in park, the beeping will not cease; All other cars will stop the beeping once you put the transmission into park, but not the GR86. Even with the car in park, and me not even in the car - I left it running, closed the door and walked away - I could still hear it chiming inside like a bomb was about to go off. This is not an issue that will apply to many, many drivers - almost all of them will likely never experience it unless moving it in your driveway perhaps - but seriously, this is such poor oversight and programming showing a lacking and laughably bad intelligence . The other - oh yes, there's more - annoyances include a chime that will ring endlessly if you turn the engine off with the door open (it will beep even with the car off lol). Then there's the active safety systems that are on by default. Unlike other Toyotas, the GR86 is built in conjunction with Subaru, and so instead of Toyota's own active safety systems, we have the highly overreactive Subaru's EyeSight. Now, I'm not discounting safety in the slightest, but I actually felt more unsafe at times with EyeSight than if it weren't there at all. For example, continuing with the annoyances, the standard features include a beep every single time the radar cruise control picks up a vehicle in front of you. Luckily, if you venture deep into the vehicle settings, you can turn this off. What I couldn't stand, though, was how aggressive the automatic braking and collision warnings were on the GR86. In everyday traffic, like when releasing the brake normally to start forward progress as the traffic light turns green, at least a dozen times I got a collision warning notification about rear-ending the car in front of me as we both pulled away. Additionally, there were times when it would hit the brakes on me when creeping along with traffic in a similar situation for absolutely no reason, which is more dangerous because now I've got to worry about a car rear-ending me from behind because mine has decided to suddenly stop. Backing up into tight parking spaces, even controlling motion via the brake pedal with active brake pedal application, the GR86 would come to an abrupt halt and slam the brakes if you got 'too close' to something, which was still about a foot away when it occurred. The system is so intrusive and annoying as a whole that it inhibits everyday driving, usability, and sanity. Thank the heavens that all of this can be disabled, but then you'll be left with nothing at all. So it's either you have all of it, which doesn't work for me, or none of it, which also sucks. I cannot iterate enough of how not a single other car I've tested has behaved in such an inconvenient way in this regard. It was so intolerable and questionable that my friend even asked, "what the hell was that?" the first time it crammed the brakes on us in a parking lot and then again at a traffic light that had turned green. I'm not bitching about this to for the sake of bitching about it because I'm biased or whatever arbitrary garbage assumption you might have: This is 2023, this is a brand new vehicle, and this is unacceptable. Whew! That out of the way, now for the fun stuff? Nope, there's more! Yay! The electronic overlords are again willing to reduce your joy and have programmed the traction and stability controls to only be fully disabled while you're at a complete stop. While driving, you can partially turn off traction control, but only when below 30 MPH, and once you're above 30 MPH, you must accept defeat as Skynet - I mean traction control - comes back online. The silver lining is a playful halfway track mode setting that can be activated seemingly at any speed. However, this is supposed to be a sports car - There's even a GR badge for Gazoo Racing for crying out loud, their factory works racing team that competes in the FIA World Endurance Challenge and World Rally Championship - yet you can't turn off traction and stability control unless you're at a complete stop? That's an example of boardroom and proverbial garbage. Power comes from a 2.4L flat-four 'boxer' engine, a Subaru unit, that helps keep weight low in the front and thus aiding in its center of gravity for agility. Rated for 228 horsepower and 205 pounds-feet of torque, the GR86 moves you in ways the old 86 never could, but when equipped with the long-legged automatic, this GR86 never feels quick at all. The stopwatch might sound okay, being comfortably under six seconds when timing 0-60 MPH, but there's just no oomph nor shove that you might hope for; You can definitely blame the gearing, with second gear redlining at over 60 MPH for that one, and a sixth gear that spins at a lowly 2,000 RPM at 70 MPH. I hear the manual improves upon this with its shorter gears, which would bring the extra pace needed, or at least the feeling of punch in the seat of your pants. You'd also think a small little engine like this would be economical, but it really isn't, with the GR86 averaging 25.5 MPG during our time together. A lot of that was spent driving in the rain, which doesn't help, but my 1993 BMW 325is, with an old 2.5L six-cylinder and a five-speed manual, averaged the exact same efficiency through years of ownership. That fuel mileage figure is also about six short of a Mazda Miata, and even five short of the GR Supra 2.0 four-cylinder. Adding fuel to the fire of disappointment is a motor that sounds broken at times due to the unpleasant mechanical clanks (especially at startup) and its impression of a cheap blender under load. If you're looking for a musical and smooth engine, this ain't it. Smoother than the old one? Sure, but that doesn't mean it's a smooth ICE compared to a six-cylinder let alone other inline-fours. And now about that transmission, because it deserves to be melted down and recycled. If you're already going for an uncompromising sports car, willing to make the necessary sacrifices for driving thrills, why you would get an automatic? If you want the traditional and real sports car experience, you and the car both deserve a manual. With other cars, you can argue about how good the dual-clutch transmission is of Car A or B, but here we're left only with an archaic slushbox; Shifts are never brisk and reacts slowly to manual inputs via the crappy paddles. The long gearing of the automatic does no favors, which lead the GR86 to hunt for gears often and downshifting when it shouldn't need to because it exposes gaps in the powerband. If there is a displacement increase compared to the old model, you wouldn't know it when driving the automatic. Slower speeds are where the transmission really gets lost, literally. I found numerous instances of slowing and turning off a main road and when getting back onto the power, there would be nothing there, as the transmission would be in-between gears and confused what to do next, like there's an internal task board with several immediate items due and unsure which to tackle first. Certain aspects remind me of traits from old single-clutch automated atrocities, like those found in E46 M3s or even old Toyota MR2s; The resultant jerks and motions should not be felt in a modern automatic. Whichever hill you choose to die on in the endless manual-versus-automatic debate, the fact is that the automatic in the GR86 is a very poor one - simple as that. Maybe, just maybe, it was done on purpose to guide buyers to the manual, yet I see and hear plenty out there with the melting slushy instead. I can't help but feel sorry for anyone who does buy an auto GR86 because of all the fun they're missing. The manual offered isn't the greatest stick-shift ever, but it is a solid, positive, and fun unit regardless, and does bring a great deal of fun back to the GR86. By putting the primary focus on the driver interaction, the woes are forgotten rather than exemplified. I can hear the forums chanting, "Stop bashing the GR86, it's a golden child that deserves to sit on a perch because it can do no wrong!" like a cult. Yes, paragraph and paragraph of disappointment, but the GR86 does a few things right, too. Simply put, despite the still-lacking engine, driving position that doesn't quite hit the mark, and a chintzy interior, the GR86 has one of the best chassis of any new car on sale today. You want handling supremacy? The GR86 is up there with the best in the world, at any price. In fact, this car drives and corners so good, you could forgive basically every single other shortcoming. Even if I do think the steering could use more feedback, the wheel still feels positively alive in your hands compared to numerous other new cars on sale; You get the sense that this inanimate object is a living and breathing being beneath your finger tips; Left-right commands are dealt with fluid and immediate continuity. While it might sound cliche, enough to where even I've used this metaphor before, but this is the kind of car where enthusiasts and journalists describe as telepathic. If you can think it, you and the car can do it. Understeer is not applicable to the GR86 except in the most extreme (usually misjudged settings and scenarios where the fault is on the driver), with gracious grip from the Michelin Pilot summer tires and a fluid mechanical balance that seeks out corners like the T-1000 after John Connor. The rubber might be of a narrow 215-width variety, but these lend malleability to the experience through a well-executed judgement of grip verse feel. The confidence on hand is beyond most other sports cars thanks to the inherent faith provided through the controls to your mind and muscles. Resulting apexes are honed out like white on rice, and if you're missing apexes at a track day, trust me when I say it's not the car - it's you. With high adjustability, the chassis invites you to get back on the power early to drive right out to corner exit pitch-perfect every time with precision. Want to be a hooligan? Mash the throttle (assuming you first came to a complete stop and turned off traction control) and revel in the magic balance of what happens when this car starts facing lateral instead of straight like the classic tofu-delivering AE86 by which this draws its lineage. Other cars have sloppy and unexpected transitions to and from oversteer, but the GR86 just slides not like second nature, but first nature. A quick correction and you never find yourself fighting the car, just guiding it and going with for the ride. Grip comes back smoothly, along with a huge grin as you just want more. And more. Want more proof this chassis is god-defining? I drove the GR86, shod on Michelin summer tires, in light snow. Shoot, I even passed a Sheriff in their 4WD SUV on the freeway in the snow! The car was incredibly stable as I kept to the tracks of other cars during a Spring dusting in Placerville, and never gave a moment of fear even at 55 MPH. Things were a little different in a parking lot that hadn't been driven on with a full inch on the ground, but I still got around just fine. There is a snow mode preset, but it didn't work well in the parking lot, finding it better to just fully disable traction and stability control. And yes, it drifts ever so pleasantly and gracefully in the snow, even at 4 MPH in slow-mo. Another accolade goes to ride quality and suspension when driven with aggression. I don't mean the ride when just cruising, which can be stiff, but that's expected for a sports car, but rather when dealing with bumps mid-corner at speed. Refusing to be upset by sudden impacts when the suspension is loaded up (something that brings about issues with other and pricier sports cars, like the GR Supra even), the GR86 shrugs them off and keeps going without any fuss, seemingly just gliding right over. The Honda Civic Type R is too stiff to deal with imperfections and just kind of hammers them back into the ground, but it's the GR86 that just hovers and goes regardless of the surface. A car cannot be considered perfection by enthusiasts solely for the reason of existing. Existing is not enough, and you might have given up on this review early on, thinking that I'm just brand-bashing or whatever nonsense, but if you read the whole thing, you'll understand my take on this car. Like I just wrote above, you can't just put a car on a pedestal because it exists; People like that turn a blind-eye to shortcomings through their own bias. The GR86 has a lot of problems, like the crap interior, a dismal engine when paired with an also-dismal automatic transmission, and annoying electronics that are among the worst of any car. The transmission part can be remedied with the manual (which is probably the only way this car should even be offered), yet the real star, a standout among standouts, is a chassis with handling befit of actual Drift King Keiichi Tsuchiya. Is that enough, though? With so many drawbacks, I think I'd want to look elsewhere. The performance you get for the price is outstanding, but it's hard to get past an interior that is stolen from an old Corolla. So, what else could you get instead? Well, you could do a Mazda MX-5 Miata, the only other rear-wheel drive dedicated sports car for the same price. It's even more uncompromising due to size, a choppy ride, and a loud interior, but it's as fun to drive (when both are manuals), and you get the sensation of wind in your hair as a convertible, something the GR86 cannot offer being a coupe. You could go for something totally different and unexpected: the Hyundai Elantra N. For the exact same price, you can have a nearly-300 horsepower, turbocharged pocket rocket from Hyundai with a manual and a bona fide Nurburgring-grade chassis and handling performance. Sure, it's front-wheel drive, but as I wrote in that review, it's the more fun car to drive, being stupendously involving on my favorite roads. Drifting won't be an option, but on real roads and in the canyons, the extra power and the shear poise make it such a winner, not to mention some usable rear seats from an extra set of doors and the same fuel mileage (despite the 50 extra horsepower). It's an unconventional choice, and it's not a 'sports car,' but it does sports car things better than some sports cars. It's ugly, but hey, there's a visually-refreshed one coming soon. Am I alone in thinking this? Nope, as the Elantra N even won a Motor Trend shootout when compared to the GR86. I like the GR86 and what it's about, but deficiencies that make it annoying to live with coupled to a notably sub-par interior really bring negativity. With a manual, perhaps there would be enough to forgive and forget the negatives. However, as a performance car goes and the thrills it can bring, a Hyundai Elantra N has it matched and maybe beat. Not the conclusion you were expecting... 2023 Toyota GR86 Premium Automatic As-tested price: $33,748 Pros: Superlative chassis; Great looks Cons: Automatic makes the car pointless; Grainy engine; Cheap interior

The new CR-V is here to capture the mainstream buyer. Will it capture you? 2023 Honda CR-V Hybrid review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Ubiquity by ubiquity, that's the general and safe strategy for successful, modern crossovers and compact SUVs. Too much creativity can be a penalty, and competition is too ruthless to willfully give up a free kick to a talented right foot, or left for that matter; I accept left and right foots all equally. What if, though, the way of standing out today was by not standing out? After years of popularizing overstyling from brands like Toyota and Hyundai (and even Honda are guilty of this trend) that feature incongruously sharp and pointy elements (pleasing to the general public out of excitement), this new crossover from the Japanese giant is a welcome example of a return to understated design; Their new Accord and Civic also succeed in this regard. By having a reserved and well-statured CR-V, it now stands out on its own via these utilitarian good intentions. Can it earn the right to outsell the Toyota RAV4? Highs The redesigned 2023 Honda CR-V Hybrid has seen deep swathes of changes that you both can and cannot see. This Sport Touring currently represents the most expensive CR-V one can buy, with a 204 horsepower hybrid powertrain and AWD. At a sticker price a few dollars under 40 large, $39,845, there's no doubting the value on offer here for their top-shelf edition; If you want to go the other end of the spectrum, a base model will set you back under $30,000. Attractive price can really rein in buyers, and Honda has got that down, with many comparable RAV Hybrid XSE and Limited models retailing for $43know. Granted, there are some extra options to choose and have on a RAV4, but having your range-topper come in under 40 is job well done by Honda. Honda's application of a hybrid engine continues to impress, with the 204 horsepower punching above its weight in response and real-world performance thanks to a chunky 247 foot-pounds of torque that arrives seamlessly. 0-60 MPH takes eight seconds, hardly worth bragging about, but there's a certain refinement to the operation, letting go of the gruff and rough nature of past four-cylinders that like doing a constant (and accurate) impression of a trash compactor. Don't get me wrong, this is still a four cylinder and has the usual buzzes and coarse noises, but it's among the best of the breed, especially when it comes to smooth throttle transitions, such as when coasting down to a walk and then reapplying the throttle. Honda has a won a fan in me with their new interior design direction, choosing a spartan, industrial take in its proceedings, akin to those cool loft style apartments in magazines. I quite like this style, but others may not and that's all quite understandable. Materials are consistently decent in the cabin, lacking any real luxury items, but instilling a robust and sturdy build that does well to lend an air of quality about itself; While not a fancy interior, it's still a nice one. For example, the smooth textures and flush rotating bits on the turn signal stalk signify some considerate thought. Where other vehicles might have multiple ideas and aesthetics competing against one another, the consistency, if a little uninspired, is at least worth bragging over. Space is plentiful throughout the car, but the cargo hold could use an increase in volume for more usability. I do like the comfortable seats and steering wheel, as well as the long air vent strip that runs the course of the dash, showing some confident continuity. It's also roomy in both rows of seats for passengers, both human and canine. Lows I would have hoped for improved mileage from the CR-V, and something more competitive with its RAV4 Hybrid contemporary that dominates the segment, but in a week of meandering driving, I was only able to achieve 29.5 MPG, or about 4 MPG worse than the last RAV4 hybrid I tested and the same as a past CR-V Hybrid. Even on flat freeway driving, mileage stays at a steady 28-30. I noticed that at constant speed, the powertrain switches between running on just the battery, and then having the combustion engine ignite to recharge it. The problem is that when the combustion engine is running, the instant mileage computer gauge is pegged back to about 20 MPG, and runs at a fixed RPM like a generator. I feel like it would behave better if both ran together all the time, but it's a weird combination of combustion-led-charging, EV, and then combustion-recharging, making for a complicated process that most others won't even notice. In the end, the efficiency trails the perennial RAV4 Hybrid. Even the last Tucson Hybrid I tested a couple years ago was able to muster 32 MPG. Another drawback is a center display screen that appears too small relative to the large, vacant dash. Yes, it's easy to use, but I'm not sure why this doesn't have the large display that the new Accord inherited, looking for more current and eye-catching to buyers and passengers. In addition, the interior is basically the same quality as a Civic Touring and HR-V Touring, both significantly cheaper models that are both billed by society as 'entry-level' compacts. The design and materials used are more or less identical, and you would just hope that this pricier CR-V would have a step up somewhere with some added leather or something. The counterpoint to that is the fact that the aforementioned Hondas do punch above their weight when it comes to their cabins against contemporary Toyotas when compared directly at the same price point (only the expensive Limited-badged Toyotas show some cabin class, of which you'll pay a premium over a Honda). Another item to note is the lack of a panoramic sunroof/moonroof option, instead only having the puny little standard opening that can't be upgraded. Another noteworthy concern was a disconnect in the steering at slow speeds. I don't mind slow steering - I welcome it in fact for highway munchers - yet the CR-V has a dead spot that results in what can be perceived as a delay when at a moderate 30-40 MPH pace. Things improve at higher speed, but I just found it disappointing from a brand that normally, along with Mazda, builds the driver's cars of the commuter. I also noticed this characteristic in the Civic Type R in its standard steering mode at slowish speeds as well. The balance and handling of the CR-V impresses on the whole, and works well even as you up the pace (where a RAV4 suffers), but the steering left something to be desired during mundane driving. Two steps forward, half a step back Honda's new CR-V improves upon the prior generation in most every conceivable way. Problem is, I think it should have been a larger step forward. The design language inside and out is great, and quality is evidently there, but the mileage isn't any better, and with how significant this model is in their lineup - hint, it's their best-seller - I think more could have been done. However, what can be deserving of high-fives round the Honda boardroom is the fact their top-tier CR-V Hybrid comes in at just under $40,000; A RAV4 Limited, both the standard and Hybrid, can set you back an additional $3,000 to $5,000 depending on options. And it's for that reason alone why I think this new CR-V Hybrid is a complete winner. Four less MPG than a RAV4 Hybrid is not an insignificant amount, but who cares when you're saving this much over a comparable model. Even a Toyota Venza, which I prefer to the RAV4 Hybrid, will set you back further into the red; Honda has a triumph here based on what they are able to deliver at the price point. Concessions were made, but the tradeoffs make sense for a car that represents a complete package for the average consumer and at a price that makes sense. 2023 Honda CR-V Hybrid AWD Sport Touring Price as-tested: $39,845 Pros: Stylish exterior; Great price; Spacious Cons: Fuel mileage trails RAV4 Hybrid; Odd steering; Interior could be better

The Supra gains something it always should have had: a manual transmission 2023 Toyota GR Supra 3.0 Manual review with The Road Beat Words and pictures by Mitchell Weitzman Driving and testing automatic cars, automatic Supras included, my left foot is also so bored during driving; It wants to do something to feel alive and not consign a life to the dead pedal. Yet, Toyota has answered the prayers of mostly Forza enthusiasts who can't afford to pay for one, but it doesn't matter because the armchair experts were completely correct in this instance: Toyota (and BMW's) new Supra has always deserved six forward gears that you can control yourself via a stick and a third pedal. Why it wasn't offered from the start with a manual is one of life's great mysteries, even more so, why wasn't this car only ever available with a DIY transmission; If you're already buying a cramped and uncompromising sports car, you might as well only produce it with a stick shift as an automatic only dilutes the desired, connected experience. Oh well, at least the stick is here and we can rejoice if mostly to just celebrate its existence. However, a manual doesn't just automatically make a car better; the gearbox needs at least be a good one. This manual isn't perfect, but it's enough to answer why you should only consider the Supra with a stick in the middle. Going over the power basics, and if you're reading this, you likely already know and have the Supra specsheet memorized, but it has a three liter inline-six, single-turbocharged engine from BMW. Power is a meaty 382 horsepower, with a huge midrange punch courtesy of the 368 lb-ft of torque that comes before 2,000 RPM. For real world context, when cruising in sixth gear on the freeway, you can mash the throttle and after a short half-second of turbo lag, the velocity increases even while in top gear are stunning. And for real real world context, following my mate's 997 Carrera S on tight backroads, when he needed second gear for each sharp and slow bend, the Supra is happy in third and accelerates out of each turn with the same ferocity, albeit in one gear higher. The performance is simply staggering and if anything, having only six gears with a manual makes the acceleration feel even more rampant verse the auto. For what it's worth, with a good launch, you can get the manual Supra to nail 60 MPH from naught in four seconds flat, only a couple tenth behind the automatic. I hadn't driven a Supra in over two years, and after a week and over 500 miles in the saddle, my previous complaints and worries about a lack of rear end control (especially on mid-corner bumps) have relaxed, with an improvement felt after miles of spirited driving. Whereas the 2020 model would suffer from The Bends (or at least, the driving equivalent of decompression sickness), this 2023 example enjoys the bends to a higher level. Grip from the Michelin Pilot Super Sports is nearly endless, with an ability to drive this Supra how Fernando Alonso did in his championship Renault days, an F1 car famous for the Spaniard's ability to just crank the wheel with force and have his R25 just go wherever he chose. The same is true for the GR Supra: turn the wheel in any direction, and the front end bites, grips, and just goes to whatever bearing you so please. Only once did I actually get the tires to scrub and emit any kind of audible protest even. While my friend's Porsche was skating around as he pushed maybe a little too hard on public roads, the Supra was locked down and effortless by comparison, such is grip in both the front and rear. There's so much tactility at the back, this despite the healthy horsepower load, that the traction control rarely has to ever intervene and in turn hinder your progress. But, it's not all perfect here despite the amazing grip offered. Even in light of the Gorilla Glue levels of adhesion, there's still a sense of uncertainty behind the wheel when the pace increases beyond comfort. Even with a rear that has seemingly endless stick, there can be vertical and lateral roll behind you, almost as if the spring rates are too low at the back that the tires seem to mask. It doesn't seem to compromise pace, but there's just a lack of confidence when you really go for it past a backroad-friendly 7-8/10ths, and then to 9/10ths and beyond. It's a strange sensation that a car can be so composed on the outside, but inside the cabin and through the wheel, there's an unerring worry the rear is flopping around oscillating like a table-top fan. Yes, the behavior is improved over the last model, but only because there's the extra ability in this version that allows to push things further, therefore revealing some unwelcome traits. I nearly guarantee that a nice set of KW coilovers would transform the Supra into a track-ready, and back-road monster with miles of confidence. It's a conundrum because it's like, "wow this Supra has so much grip and you can just about chuck in whatever direction you desire," but at the same time, I think, "I'm going so fast by this point and the suspension isn't meant for this." This is a dream 8/10ths car, but it just needs a little more work to be that 10/10ths asphalt destroyer that BMW M cars can be. I also thought the steering has a bit of a dead zone in the center that lacks weight, making small adjustments on the freeway sometimes odd as you find yourself wandering at times from wayward micro-adjustments. Another thing to note is the fact the Supra is based upon a BMW Z4, receiving none of the treatment and parts that make a classic and proper BMW M-car so incredible and engaging. An M2 for example (the earlier first breed, not the new ugly one that I haven't driven yet), has superior body control and gives confidence that knows no bounds, almost to a dangerous extent.. Sure, an early M2 doesn't have any increase in grip over this Supra, and isn't faster in any stopwatch metric or on a track, but it's how it walks the line of adhesion and balance is what makes a real M-car so special; An innate ability from being dialed into the chassis and with a front and rear that are in Wagner's best harmonies. The capabilities are roughly the same, but a classic M-car has the character and mechanical synergy that is missing from this Z4-based Supra that values outright speed over synergy. In the center, a gearknob has been erected to an enthusiast's joy. Upon initial greeting, the shift action is sweet and precise, with a mechanical clink into each gear. More surprising is how much better this feels through the gears than any BMW manual maybe ever. Whereas the Bavarian cars have had a rubbery and vague feel, this Supra makes me question how BMW has gotten their sticks so wrong in the past. But there are complaints still that make the Supra manual less ideal and inferior to the wonderful do-it-yourself gearboxes found in a Civic Type R and any modern Porsche six-speed manual. The first is an easy aftermarket fix, being the gearknob itself is too small. With this tiny little ball, there's just not enough girth to grab and lacks substantiation in the hand. The other item of note is a clutch that has too much spring to it at the top of the travel that makes smooth, transparent upshifts not all that easy. Setting off is totally fine, but the 1-2 shift can't be rushed, and then after it's too easy to incur a clunk from the differential each upshift , almost as if the rear diff bushing is already shot, or that the bushing is too stiff. With automatically rev-matching downshifts, or even with it turned off and doing your own little blips, this is the rare occurrence of a manual car where downshifts are smoother than the upshifts. This tester did have 4,000 miles on the odometer, many of which might have involved hard launches and clutch abuse could be attributed to this, but I just would have expected some easier drivability. However, and this is the BIG however: the manual is so beyond the automatic in terms of fun and engagement, perfectly matching the overall character of this sports car; You'd be daft to not buy a Supra with the manual. Inside is a near-perfect driving position, with comfortable seats that grips your torso hard and allow your bottom to be lowered deep into the chassis. The BMW infotainment is among my favorite to use, and the voice commands are industry-leading. Space is cramped, but I did manage to do over 300 miles in one day on a trip to Point Reyes and back, with lots of traffic, and yet I was never uncomfortable thanks to those body-molded chairs. However, while the base materials are what you'd expect from a BMW (that is, a luxury product), I haven't driven a car with this few miles that exhibited this multitude and level of rattles. I'm pretty sure my old 370Z, with a 145K miles, had fewer rattles and creaks. It was almost shocking, really. It didn't take away from the driving experience of what is a sports car, but the amount of noises that shouldn't be there is worrying and annoying even when driving gently on my local neighborhood roads. Not to forget this fact, but the EPA would lead you to believe the Supra manual gets significantly worse mileage than the automatic, yet that's not the case. After over 500 miles of driving, and with several stretches of driving including heavy, heavy throttle, I averaged 26.5 MPG. The 2020 automatic averaged just 1.5 better for comparison, making for a decrease that doesn't really matter in the slightest. In other words, if you're not considering the manual Supra because of gas mileage, you should not let that stop you at all. Another weird note: I experienced what I'm going to call Annoying-Gloating-Jerk Syndrome. That is, because I was driving a manual Supra, I had this urge for the whole world to know it; I wanted every person who pulled up alongside me, even if they weren't into cars in the slightest, to ask, "Hey, is that the manual?" To which I'd smile strongly and smugly and say, "Sure is!" To which their retort would have to be, "I'm not good enough for my girlfriend, here's her number and nice car, you're the man!" If I could, I wanted stickers adorned all over reading "Save the manuals" or a custom vanity plate with MT SUPRA, anything that helps imply my superiority over other drivers - Supra drivers - by me having the stick shift version. Somehow, it didn't feel enough to be in the Supra all enthusiasts suddenly cherish for the sole reason of existing, like it's The Great Awakening all over again. No, I wanted everybody to know I had the manual, to know that I chose better than others. It's not even my car! Yet, even for a week, I wanted people to ask and know. While it might come across as me talking smack about a lot of aspects, like a suspension that still could be better, and some clunky shifting behavior, but this is exactly what the Supra should have been all along and the better Supra available right now. It's not even the best new $50-60K sports car right now, but it's still plenty mighty, and the car is good enough to have me searching for what remains to be improved in order to take to the real M-car stratosphere. A sports car's main mission is to be an engaging and fun vehicle to drive, and the manual raises those stakes considerably over the automatic by offering that extra interaction, also giving an exaggerated impression of the explosive speed behind that turbocharged inline-six . I guess one could also argue that a sports car shouldn't be easy to drive and that's quite understandable, and maybe that's what helps define and separate the Supra from rivals. This isn't the perfect Supra, but it's the best it has ever been. 2023 Toyota GR Supra Manual 3.0 Premium As-tested price: $58,365 Pros: Rapid pace in all directions, sensual shape, three pedals Cons: Manual could be better, On-limit handling

Another well-made Lexus product that is properly luxurious and fuel efficient, and that's it. 2022 Lexus ES 300h F Sport review with The Road Beat Words and pictures by Mitchell Weitzman If you want a luxurious full-size sedan that rations gasoline for around $50,000, then congratulations - you found it. There might an 'F Sport' badge and moniker attached, but rest assured that this Lexus is a sport in name only and appearance. As an upscale alternative to the now-discontinued Toyota Avalon, this front-wheel drive barge is one of the most expensive front-drive cars you can buy, but that doesn't make it a bad choice. Sure, you can have German offerings for the same price, but they're not going to be nearly as large and they won't have any options attached. If wanting a true and vast luxury car, this is a pretty bona fide pick for that 50-large mark, but just don't go thinking it's going to be a fun one, too. If you're the creative type, look away, but if you want safe and dependable, something I would consider boring, this is a solid choice. The headlining feature of the ES 300h is the hybrid powertrain that achieved 39 MPG during our week together. That number does fall five short of the EPA's estimate displayed on the window sticker, but 39 is no slouch nonetheless, handily beating any alternative in this class of vehicles. So, now you can spend extra on that luxurious car, and also save some money at the pump, too. What you do sacrifice is any ounce of real performance, as this four-cylinder miser produces a combined 215 horsepower combined with the modest electric motors. 0-60 MPH does take 8 seconds, so it's not hopeless, but it belies any notion of sport, rendering the F Sport badge meaningless. That said, the powertrain is very smooth in operation, and the four-cylinder is behaved most of the time, with the traditionally nasty coarseness (inherent in four-cylinders) well-suppressed in this application. Handling is competent in normal driving, with accurate and surprisingly good steering, but anything further is met with reluctance. Again, the F Sport badge is highly misleading and should not be treated as anything extra than a cool bit of body kit. What the ES 300h does excel at is highway cruising, and really just any kind of relaxed normal driving. With soft suspension and low wind noise, this makes for a extremely comfortable car in a variety of conditions. With how important comfort is for a luxury car, I'd call that a job done well. Inside is a leather-wrapped interior fashioned to the high-quality that you would come to expect from Lexus. It's not an exciting interior, but everything you come into contact with feels substantial and just plain-old nice. The leather and dash and door panel coverings are all supple as well, not to mention the seats being perfected for lounging. Leg room in the back seat is also quite abundant, making it an ideal car for long drives for multiple passengers on this business-class leisure express. It's a shame that this 2022 model still had the horrid, just horrid Lexus infotainment system that became a staple of their very identity. I'm so tired of explaining, so I'll just say it's an abomination plain and simple. Luckily (!), the 2024 model will see it replaced with a vastly improved system, even if it still isn't without fault; this does fix one the primary complaints with living with a modern Lexus. And so there you go. It's a large sedan that is very comfortable, it's well-made luxury paired to a roomy, quiet, and relaxing demeanor on the road. What it's missing, though, is anything resembling the notion of fun. I like the F Sport for the sharp looks alone, but don't go thinking this can compete with a BMW with an M badge, or a Benz flashing AMG on its rump. Where you will win is in trips to the pump. With the ability to average almost 40 MPG, you can spend on a nice car plus save some cash in the long run. What's an alternative? Check out the Genesis G80. It basically does everything the same except it looks better, murders the ES in raw performance and is a hoot to drive quickly when you want, but its four-cylinder averages only 27 MPG versus nearly 40. The ES is not for everyone, and it might be commonly associated with the elderly for lots of the reasons I mentioned. It's a good car that delivers fantastic gas mileage, but by lacking everywhere else including driving pleasure, the Genesis G80 is the class of the field at a killer entry price. 2022 Lexus ES 300h F Sport As-tested price: $52,695 Pros: Efficient, comfortable, quality Cons: Slow and not fun

Looks that signify intent, this is a source of discontent and nears embarrassment. 2023 Lexus RC 350 AWD F Sport review with The Road Beat Words and pictures by Mitchell Weitzman I don't like this car. There, I said it - you can click back and move on with your life. But, that would nearly be unfair to this pretend sports car from Lexus. What you're looking at is the longstanding RC coupe, now in its tenth year (!), that's been subject to The Fast and the Furious treatment with a glaringly out of place black hood. People will see this car and think it's fast, or that you want to race them - it happened to me - yet the truth is this is not a fast car. Nor is it a sports car - it's not even close to one. What this car is then is a poser's dream, lacking in ways that become frustrating as much as unbecoming of Lexus as a brand. Lexus knows how to build a great performance car. Just look at the mythical and legendary status that the LFA supercar has achieved since release. They also have the fabulous LC 500 grand tourer, and the GS F, one of the best sports sedans ever made (many, including myself, found it to be more charismatic and enjoyable than the BMW M5 of the same time). The RC model range has never been on the cutting edge, tracing lineage back to the IS sedans that first came out in 2006. Heck, this tester even has the same engine as a 2006 IS 350 still, with basically zero changes; Over 15 years on, and the advancements amount to nil. Lexus (and parent company Toyota) are known as maybe the laziest carmaker on the planet, and the RC is living proof. Despite the racy looks, the RC 350 is massively off the pace from six-cylinder competitors, as if its rivals have multiple bottles of NOS. What you do get is a 3.5-liter V6 making 311 horsepower and 280 pounds of torque at a high 4,800 RPM. Paired to a derelict and disappointing six-speed automatic, 0-60 MPH takes a leisurely 5.7 seconds. You might think that doesn't sound so slow, but when you realize a BMW M440i can do 0-60 MPH in four seconds flat, this might as well be a pre-war Beetle. When the V6 does have revs, from 4,500 RPM up, it does make solid enough progress, but it's below that where there is absolutely nothing. Even at 3,000 RPM, putting your foot down greets you with very little in return. What makes it more sad is this V6-powered coupe is slower than rivals when equipped with their base four-cylinder engines. It might sound fun that this is an engine that needs to be worked hard, but the aging and lazy transmission does no favors, and because there's only six gears instead of the now industry-standard eight, it's even harder to keep it in the power band, as each upshift lowers the RPMs too much out of touch. Like I said, you see the F Sport's aggressive bodywork, the black hood, the yellow highlights on the interior and you'll be caught dead wrong in thinking this must be a fast car, but really, you'll be trailing four-banger base Mustangs from the stoplights and beyond. What's worst is that the RC 350 AWD is thirsty, averaging just 20 MPG, actually less than what I achieved in the IS 500 with its big and burbling V8. 7/10ths is where the RC 350 is happy at, with anything higher resulting in scrubbing and unplayful understeer. It's hard to imagine an AWD car like this as being a happy oversteering monster, but you're left with a cruiser that has its hands tied behind its back, embracing the lifestyle of an easy grand tourer. Do quick left and right inputs on the wheel and you'll be met with noticeable body roll that quickly gets unsorted and out of hand. On one of my favorite back roads, roll becomes prevalent through transitions as the outside corners load up at even a moderate pace. Weighing over 4,000 pounds doesn't help, and the modest tires here are not meant to cope either. The steering is just okay, with a tiny bit of feel and I do like the thin leather-wrapped wheel, but at speed it needs more weight and the rest of the car sometimes seems out of tune from your inputs during spirited driving. Again, despite those racy looks outside and in , plus an F Sport badge, the RC 350 is relatively slow on the straights, and wishes to avoid hard cornering. At least the interior features an abundance of supple leather with extremely comfortable seats. The yellow highlights on this example are reminiscent of a common McLaren interior color coordination, but they do reinforce a sporting performance character that the car completely lacks in actuality. At least it looks cool. As well as the cabin is put together, with almost zero rattles nor squeaks on even the worst roads around me, there are some curiously cheap choices sprinkled about. There's the cruise control lever that must be twenty years old now, and a volume knob that's a weird color and has a tacky rubbery feel to it that's out of place and strange to the touch. The sunroof has a manual panel to open, but it's two pieces making it clunky and requires more effort than it should to open because the first half opens easy, and then gets heavier once you're moving both parts. That's not luxury. Back seat space is poor, but it's not the leg room that's as bad as the headroom. My 6' 1" friend volunteered to ride back there and, I kid you not, he had to have his head tilted at a nearly 45-degree angle to keep his head from hitting the ceiling. I also didn't like how the A/C kept resorting randomly to recirculated air when I previously would leave the car in manual control with outside air only. Sometimes restarting the car would reset it to recirc, and other times not. Weird. The trunk sometimes exhibited a horrible creaking noise upon opening, something I would take to the dealer for a fix that belies the usual Lexus build quality. And then there's the center display, a continued abomination with its horrid trackpad controller. Thankfully, it's a touchscreen now which helps things, but only marginally. I say this because at times, you realize the touchscreen can't do everything. When adjusting treble and bass, there's no immediate back button for example; You have to press the physical back button located by the shifter to go one page back. I ran into this obstacle several times and so it seems that they converted it to a touchscreen without actually optimizing it as a touchscreen. There's also the fact that Lexus didn't update the infotainment with the latest version found in most new Lexus and Toyotas, further proof they just don't seem to care. What the Lexus RC does do very well is play the role of a comfortable touring car, with its hushed road and wind noise, comfortable seats, and soft ride quality that allows it to glide over bumps. However, that's also the very problem with this car: It gives the looks of a serious performer, made all the more by details like the black hood and yellow trim nuances inside, but in today's world, this is a $60,000 sports coupe that lacks performance in a myriad of ways. At this point, it becomes a poser's dream: Someone that wants the looks of a fast and serious car, but has no intention or desire to ever drive spiritedly. This is a car to look cool in, but you don't give an ounce about actually driving nor learning how to drive. And I'm sorry, but that just doesn't work for me and leaves a bad taste in one's mouth. This was made all the more apparent when, at a stoplight, a blue RC F, the real RC Lexus sports coupe (that I also was not particularly fond of when tested) rolled up next to me with a carbon fiber hood and wing. While the owner was nice enough to spot me and give a chuckle and nod of approval, I felt like a complete imposter in this wannabe edition. If you want a comfortable cruiser, there are better options still. Shoot, it may be a sedan, but a Genesis G70 is better in literally every way as a car and is highly enjoyable as a performance car. And if you want a real sports car, a BMW M240xi wipes the floor with the RC 350, so does the M440i/xi with its ugly snout, and I'm almost forgetting Mercedes, as you're breaching on the price of the C43 AMG and CLA 45 AMG Benzes at this price. Oh, and there's the Audi S3 and the forthcoming Integra Type S. There's also the GR Supra and, dare I say it, a Camaro SS 1LE. Now, those last two are not luxury cars, but they are similarly priced two door sports coupes that are miles more fun to drive and leagues faster, concluding how many superior choices you have. I honestly don't know why anyone would want this car. And if you do, it'll only mean you solely care about looking cool and nothing else; that you don't care about the journey and just about how you arrive. Basically Instagram verse reality. 2023 Lexus RC 350 AWD F Sport review As-tested price: $61,430 Pros: Racy looks, comfortable cruising Cons: Way slower and less engaging than competitors; $60K

The Tacoma is set for a refresh, and it's clear why 2023 Toyota Tacoma SR5 Trail review with The Road Beat Words and pictures by Mitchell Weitzman Toyota's Tacoma pickup is one of the best-selling vehicles in the United States, but after spending another week in one, I'm left scratching my head as to why. Full disclosure, Toyota has unveiled a completely refreshed Tacoma this past month, and after seeing the new model, it becomes quite clear just how in need this truck was of a redesign. However, to Toyota corporate, they didn't have to change a thing and it'll continue to sell. As one of the laziest carmakers in the world, it is at least reassuring that Toyota cares enough to put some effort in, even if there's so little present in this current truck. Despite my negative feelings towards this small truck, there are a few things the Tacoma does well. For example, the interior exhibited no rattles, with the truck on the whole giving the impression of supreme solidity. Perhaps one of the main reasons why the Tacoma is so well-regarded and revered by consumers is the reputation it has established as one of the most dependable and reliable vehicles ever in the history of the automobile. If I had to cross the remote deserts of somewhere like Namibia (where the latest Mad Max was filmed), I would show no hesitation nor doubt that a Tacoma could make it with literally zero fuss. In other words, in a life or death situation, a Tacoma can be counted on. Which brings me on to the other strength of a Tacoma: they're pretty capable off-road. Models like this Trail version, with aggressive tires, the TRD Off-Road, or the top-dog TRD Pro model, are all quite good when the pavement ends. They're not up to the levels of a Jeep Wrangler or Gladiator due to a lack of ground clearance and a 4-low with a less aggressive gear reduction, but they're pretty impressive on their own. Aftermarket modifications are abundant in choice and selection for Tacomas as well in case you want to go crazy and drain some money into one. Up in my hometown of the Northern California foothills, a place where the Rubicon Trail is just an hour away, I see a number of lifted and kitted Tacomas (and 4Runners, too) on a regular basis. And another big selling point is, when equipped right, like this Trail with its cool bronze wheels and tires, the TRD Pro grille, they look dang cool, and I think its the basic shape that plays a big hand in their desirability and as a truck to desire. So it's dependable and capable, with lots of aftermarket aspirations and options, but this is where the buck stops. Underneath the looks and luster of its legend, it's just not a good vehicle in 2023. The interior is shamefully low-rent, with hard and cheap plastics everywhere (some with flimsy and sharp edges) in a cabin that appears to be from 2010 at first glance. I recently tested a Corolla Hybrid, and the overall quality of the interior is beyond that of this nearly twice as expensive Tacoma. It's not just the cloth seats, those are fine, but it's everything else that is so far behind the times. The center display is reminiscent of an on-sale Best Buy aftermarket unit. On the bright side, at least it doesn't rattle and has modern safety tech and Bluetooth integrated now. The engine and transmission are woeful, being vastly underpowered and with a six-speed automatic transmission that shifts slow and rough. To put this into perspective, to maintain speed on the freeway up about just any hill, the Tacoma requires a big downshift into fourth gear, where it makes an awful and strained noise unbecoming of a modern V6 engine; Many four-cylinder units in other cars are smoother than this V6, a unit that has no place in any truck. To top things off, I averaged a dismal, outrageously terrible, 16.5 MPG during my week with the Tacoma. I'm sorry, but full size trucks with V8 engines get the same or even better. Shoot, even the Tundra with the base twin-turbo V6 got better mileage in the same driving conditions and routes. On the road, the ride is rough at low speeds, bouncing around over rough pavement, and it's quite noisy from wind blasts. The steering has some feedback, but it does see-saw left and right as if you're controlling a boat, taking effort to keep straight at speed. Some might like the old-school driving behavior of the Tacoma, but if you want an experience that's true to form and a real off-road machine, why not commit fully to a Jeep Gladiator? It might have a lot of the similar detracting qualities, some even more-so, but it's a truck that doubles down on the off-road part. Gladiators also have a satisfyingly manual transfer case verse the electronic one found in Tacomas for that extra level of interaction. If you want a compact pickup, something like the Honda Ridgeline or fantastic new GMC Canyon/Chevy Colorado would be smarter choices due to their impressive civility and performance. The interior and power of the Canyon/Colorado in particular blows the doors off the current Tacoma, and there's even an off-road-esque ZR2 with fancy Multimatic spool-valve dampers that are advanced beyond the Bilstein shocks and suspension that a TRD Pro comes on. The forthcoming Tacoma, especially in the silly-named Trail Hunter spec, does bring some modern suspension tech, but we will have to wait and see just how it performs. As for what is available right now today at your local dealer, a Tacoma is so far behind its competition as a new vehicle. With advanced rivals and the replacement model inbound, I simply cannot recommend this truck to anyone based on its merits, or lack of. If you're shopping for a new truck, the Tacoma is one of the worst on paper and only offers plus points in the way of a strong build and classic looks. I guess the visuals and legend of the truck goes just that far enough, though, to warrant this as one of the best-selling new vehicles in the country. I feel like I'm insulting Tacoma buyers and drivers, and it's weird because I know Tacoma drivers who absolutely love their trucks - I just don't know why they do. Somewhere, underneath the surface, there are some intangibles that keep people going back to them. I for one am excited, genuinely, for the new Tacoma because of my belief that it will move the game on significantly and prove the Tacoma to be worthy of its stellar sales numbers. Whether it does so enough will left to be seen. 2023 Toyota Tacoma SR5 Trail review As-tested price: $45,783 Pros: Dependable; Classic looks Cons: Cheap interior; woeful powertrain

The asking price does not match how small this odd hatchback is 2023 Lexus UX 250h F Sport review with The Road Beat Words and pictures by Mitchell Weitzman For every car that makes sense, there are others that do not. If you're interested in the latter, you would probably expect uncompromising supercars like a Lamborghini; something you couldn't fit more than three bags of groceries in, is uncomfortable, but crazy fast and capable on a racetrack. However, Lexus wants to join this elite club, but not with what you'd expect (and definitely not a successor to the LFA): the UX 250h F Sport. In a world of practical and reasonable hatchbacks and crossovers, Lexus has given us one that forgoes sensibility by producing a car that, in return, excels at almost nothing. Overpriced, slow, and cramped, this odd and expensive hatchback makes almost no sense at all. For one, let's examine the price of this UX 250h F Sport: $47,440. This may be the most highly-optioned UX available, but still, nearly fifty grand is a hard pill to swallow for a car this small, with the UX sharing the same platform and short 103.9" wheelbase as a $25,000 Toyota C-HR that affords almost no space in the rear seats. Shoot, a Corolla has a longer wheelbase even! The shocking sticker price of this vehicle will be looped back in again later. You might expect the aggressive and low-slung, pointy styling must mean this UX has some speed, but it does not. With a hybrid powertrain serving up a combined 181 horsepower through all-wheel drive, acceleration is leisurely, taking 8 seconds to dispatch a 0-60 MPH sprint. There is a lot of fake engine noise that does sound okay, but it's a flat out lie and misconception that's done in bad faith to make you think you're in a more serious machine than you are. Appearing as if to resemble some kind of spicy hot crossover hatch like Hyundai's Kona N, it's so far from a hot hatch on a performance front. It is at least vastly faster than the lethargic, non-hybrid version they used to sell, which needed a full 10 seconds to reach 60 MPH. For frame of reference of what a benchmark and actual hot hatch can do, a new Golf GTI does 0-60 MPH in a brisk five seconds flat. The looks and aggressive fake engine sound are misleading at best, and deceiving at worst. The good news is the UX has a capable chassis, but one that only wishes it were given more freedom. The steering is nicely weighted and accurate, and the leather wheel itself makes for a confident and comfortable great grip in the hands. The chassis itself shows promise through a combination of a controlled and comfortable ride quality at speed, only showing some choppiness on slow and rough residential roads. While the overall handling and balance impresses at moderate speeds, yet it's a shame the tires and electronic nannies hold back any possible amount of fun; Turning sharply and aggressively into a 90 degree turn yields tire squealing and understeer. We're left with nice control in usable conditions and scenarios, but it's restricted from any potential of a hot hatch-lite persona. Remember the previously mentioned Kona N? It's an absolute riot in the bends, possessing a willingness to play that is unfortunately restricted here. It's basically like Footloose, but still in need of Kevin Bacon saving us. Despite the F-Sport name and styling, this is only an F-Sport in name only. An area the Lexus inspires is the cabin itself, with a well-crafted and luxurious interior (the red seats look cool and feel great) that lives up to the Lexus name. I don't believe the seats are leather, but you wouldn't be blamed for thinking they're real hide. The infotainment is updated and definitely an improvement over the outgoing monstrosity, though I do think the interface is too stark in color, especially in the day mode. There's a setting for the color to automatically change from day to a dark and soothing night mode, just like your smartphone, but at times I noticed that, upon startup in the evening, it would briefly flash a bright and piercing white before reverting to dark, a glitch that frankly should not exist nor ever happen. The finishing throughout is typical Lexus and of a convincing luxury, and the seats are comfortable, but the real problem here, and the main compromise of this car, is the size, or lack thereof. With that diminutive wheelbase, back seats are highly restrictive for space, making for cramped and unhappy travel companions, but the worst is the hilariously minuscule cargo bay. Going away for a wedding weekend in the UX 250h resulted in the rear being completely stuffed, so much so that, when a friend asked to ride with the two of us home, we had to decline. It's not that the rear cargo isn't deep enough, but rather it's far too shallow, with the floor being objectively too high to boot. Like I said, it's hilariously tiny for a vehicle of this price. If you have kids and are going on a trip, even a short one, you will find yourself playing Tetris to make things fit, likely having to unpack and then just leave things at home. Being a hybrid powertrain, I did average a respectable 35 MPG in the UX 250h, but that's also no better than a Toyota RAV4 Hybrid, a more powerful and larger crossover. That also only just matches the Lexus NX350h, another larger and more powerful crossover from the same brand. Which really begs the question with this car and why the figures and facts just do not add up: Why would you choose this car? Maybe you just love the looks. I find it sorta interesting, but it's definitely not a pretty car per se. You can also have a decently equipped NX 350h for the same price, which drives mostly the same, but has extra oomph, is vastly more spacious, and gets the same economy. You can save a few grand and have either Toyota's Venza or RAV4 Hybrids, which have the same economy, while offering leagues extra interior volume and everyday usability. This is a car that would make sense if it were cheaper, but is instead a vehicle that exists in a class of practically, yet foregoes reason with so many sacrifices while having no bragging rights in any metric. If it were, say, $40,000 as equipped, then it could operate in a unique space for those wanting a small, but luxurious and well-made vehicle. However, it's just so expensive that if you actually were to buy one for this money, spending over fifty grand out the door when all is said and done, you might be in need of a CT scan. If you love it, then that's great, I'll be happy for you, but just remember this a glorified Toyota C-HR for $20,000 extra. There are easily better financial choices to be made in this sector, and ones that also could save you money in the end. So, what's the solution then? Either wake up and grab the Lexus NX or cheaper Toyota alternatives, or skip this top-of-the-line flashy F Sport trim (which comes across very poser-like anyways given the considerable lack of performance) and get into the Premium version for $5,000 less, and at least then you will have less explaining to do when you tell your friends how much you spent. Look, it's not that the UX is a bad car, but it is one that doesn't make any sense given its lack of attributes and the swollen MSRP on this test example that's nearly double the price of the C-HR on which it's based. And it's not like it's a classic case of, "oh, well at least it does this." That this car does nothing special is the harsh truth. If it were weirdly fast, like an actual hot hatch in the vein of a Golf GTI or a fancy Kona N, at least then you could say, "well, at least it's quick and fun," but neither is true. Instead, it's just too small, no economical benefits over other larger Lexus and Toyota hybrids, slower, and too expensive given all those limitations. I'm all for small cars, and a luxury small car has appeal in theory, but this is one equation that refuses to add up. 2023 Lexus UX 250h F Sport As-tested price: $47,440 Pros: Typical Lexus quality Cons: Overpriced; Tiny inside, Could be more efficient

The new and improved Toyota Sequoia still needs work. 2023 Toyota Sequoia Platinum review with The Road Beat Words and picture by Mitchell Weitzman I'm admittedly not all that won over by the new Sequoia. Having previously tried the range-topping Capstone variety of this newly redesigned SUV, I was not impressed by the overpriced lack of quality on offer. This Platinum, however, is only a solitary $1,000 less, which really begs the question, "Why even bother?" There are a few options on this, like the air suspension and power running boards that bring the price up by $5k, but you might as well just go all out for the Capstone at this point and at least have the bragging rights. Despite being a superior vehicle to the one it replaces, I still don't think the new Sequoia does enough to properly challenge its rivals from the big American brands. Powering this gargantuan box is a 3.4L twin-turbo and hybridized V6, replacing the stalwart and beloved 5.7L V8 found in past iterations. Output and torque certainly rise across the board, and is among the most powerful proper SUVs currently available, with 437 horsepower and 583 lbs-ft of torque. Towing is plentiful as expected, with this model good for a substantial 9,100 pounds. 0-60 MPH requires a tick under six seconds, which is quite astounding considering how huge this thing is; You could likely out-drag most GR86 owners from a dig! Throttle response also seems noticeably improved from a previously tested Sequoia Capstone and Tundra hybrid (same power unit) that were quite lacking in feedback from your right foot. It still isn't as good as the V8 in a Tahoe or Yukon, but there must be a difference in throttle mapping since my past experiences. I also averaged better gas mileage as well, seeing 19 MPG during my week with the Sequoia that, admittedly, had lots and lots of flat freeway commuting to help achieve that number. However, in more city-oriented driving, I saw that number fall to a dismal 16.5 during a quick reset; Decent on the highway, poor on the surface streets. What still needs refining is the 10-speed transmission and hybrid unit itself, finding shaky jitters and clunks at slow speeds. This was especially prevalent during transitions from coasting/idling at under 5 MPH to then gently applying the throttle, resulting in a shudder when switched from EV mode to combustion as the gas engine fires back up. This rough transition is unbecoming of what is supposed to be a luxury product, and quite disappointing for a company that has been building hybrids for 25 years. Additionally, the transmission does not react quickly enough to abrupt throttle changes, resulting in lengthy pauses when going from cruising with a light throttle, to instantly mashing it in order to pass. Turbo lag is a definite issue as well, with the hybrid system not powerful enough on its own to properly fill in the missing gaps. I also noticed how, no matter how light my throttle input was, the gas engine instantly fires up when leaving a stop, whereas most Toyota hybrid cars pull away in EV mode for the first dozen or so MPH. What can be inferred here is the electric motor simply does not have enough power - not even remotely close - to move the SUV on its own. And if it did allow it to, the battery pack would almost instantly deplete itself from the induced stress. It's just not enough electric motor and battery to make a meaningful hybrid experience. Adding a more powerful electric motor and larger battery pack would greatly improve this power unit. An area where Toyota has made a huge leap forward in is in modernizing the interior. With a humungous center display measuring 14 inches, it aptly mimics the vastness of the exterior. It's a crisp and bright display even if the actual graphics and design are too stark at times. One evening, I started the Sequoia and it flashed a piercing white screen at me momentarily before reverting (correctly) to the automatically-switching dark mode used for nighttime. You never realize how unpleasant a white screen can be at night until you see it at full brightness unexpectedly. Navigation is not active as stanrd and instead requires a subscription, but it's no bother when I have my iPhone synced to CarPlay. However, the principle of a brand like Toyota nickel and diming customers for subscriptions like BMW leaves a sour taste. The seats in this Platinum are leather, but they're too similar to the imitation leather that comes in lesser Sequoias. I've been around a Limited version with its faux leather and liked the fake stuff enough to even consider recommending it over over the leather seen here. The Capstone does bring softer skin that reminds me of a Heart of the Hide Rawlings baseball glove (that's a good thing by the way), but it's also partly white and will get dirty way too easily. The rest of the cabin is a good step forward for sure, but there are still too many cheap and flimsy plastics and controls that don't make a whole lot of sense. A good example is the rattling sliding tray in the center console storage, an item that must cost literally a single penny to produce and looks and feels like it. Then there's the hilariously sagging glovebox. The flimsiness of it is completely unacceptable in a machine costing this much; Toyota, you can do better. Or maybe they can't and this truly is the best they could possibly do. There are a myriad of switches below the center screen in stacked rows, but it's confusing because the top controls are up and down rockers, while the bottom row are push buttons, but it's designed in such a way where you think pushing the rocker up does one label's function, and then down the corresponding bottom label's function. The layout they've chosen here doesn't work because of the proximity to one another and the different means of operation; rocker switches ought to be isolated as require a completely different operation. This is a quantum leap ahead of the Bush-era interior of the previous Sequoia, but an enormous screen isn't enough to keep the Sequoia from the apparent feeling that the quality does not match the price, nor match American rivals. It as least very quiet on the freeway, something the Capstone was not because of a leaking window seal. Want more proof of the interior not standing up to alternative SUVs? For such a massive vehicle, rear seat space isn't exactly similarly massive, and then the third-row is legit disappointing, belying the exterior dimensions and being only suitable for children for something other than a quick journey. With those third row seats in place, opening the liftgate out back reveals a horrifyingly tiny cargo storage, like actually laughable. You might think you can fold down those seats for a significant volume boost, but they don't even fold flat - wait, what's that? Yeah, the seats do not fold flat in the new Sequoia; We're in 2023, and the flagship Toyota SUV still doesn't have flat-folding third-row seats. Honestly, I think that's enough of an everyday buzzkill to walk away entirely from buying a new Sequoia as it strictly limits the convenience and usability each day. What are you doing Toyota? There's also a lack of touch sensitive door locks on the rear doors, only being found on the front doors. Even certain RAV4s have this feature on both doors, let alone the Highlander. Yet, the expensive Sequoia? Nope! Handling is fine for a mammoth SUV in normal driving, with accurate steering on the highway that does away with the wandering waywardness of ancient SUVs. Things don't hold up well when you're pushing the Sequoia past sensibility, deteriorating notably worse than a GMC Yukon or Tahoe, both of whom owe big thanks to their modern independent rear-suspension. Because the Sequoia has a 'live' rear axle, there are horrid thumps and thwacks over speed bumps in parking lots, as the rear suspension is nearly non-existent. It smooths out at speed, but damn is it harsh at low speeds, resulting from a solid axle that just pummels whatever it encounters. The other side effect is the rear suspension set-up takes up more space, which is likely why there aren't flat-folding third-row seats and the lacking storage space. The flip side is that a solid 'live' axle is stronger (used traditionally in trucks for their known strength) and can be attributed to the Sequoia's impressive towing figures. For every day driving, though, it can be a jiggly and rough ride as that rear suspension ungracefully slams into the earth. Think less John Cena and more an uncoordinated Nacho Libre body slam. Now, here are some other, if unquantified (untested) concerns: I don't think the power unit is up for the task of long-term towing. The reason for that is, on any uphill freeway grade I was crossing, the dashboard boost gauge reveals the Sequoia needs about 10 psi just to maintain 70 MPH. Add in 7,000 pounds behind you, and the engine will be making full boost so often that I think the hybrid battery will be too stressed and run out of juice. If that happens, your fuel mileage will tank significantly because you'll then be left with a twin-turbo engine making constant big boost levels to stay alive, while dumping in vast amounts of fuel to match the airflow from the forced induction. Now, these are just hunches, but I have no doubt they are somewhat legitimate in their own right. While the Sequoia is greatly improved over the last model, an SUV that was about due to receive social security, it's sadly still behind in a number of areas instead of catching up to the pack. The lack of flat-folding third-row seats is probably enough for most people to look elsewhere as, once you experience their convenience in other vehicles, it's hard to live without. And for having such a large phycial footprint externally, space isn't even that abundant on the inside. With Toyota set to debut a Grand Highlander, an even larger version of the popular Highlander that is already similar enough in terms of interior volume, I suspect that would be both the bigger vehicle inside and the smarter overall choice for Toyota buyers. I say Toyota buyers because they do seem to be among the most loyal shoppers and tend to stick with their own brand. I'm not going to call it a cult, but they do rarely venture out on their own to explore other options. If you do go ahead to choose a new Sequoia, you'll be doing yourself a disservice to not at least look at some of its superior competitors. 2023 Toyota Sequoia Platinum review As-tested price: $79,089 Pros: On-paper towing; Quick acceleration Cons: Expensive; Interior not fitting of price Specifications: 3.4L twin-turbo V6 with AC electric motor hybrid assist Total system output: 437 horsepower and 583 lb-ft of torque Highway MPG: 20 Average mixed MPG: 16.5 0-60 MPH: 5.8 seconds 208 inches long 122 inch wheelbase 79 inches wide 74 inches tall Curbo weight: about 6,100 pounds