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VW's Taos makes a surprisingly worthy case for itself 2025 Volkswagen Taos review by The Road Beat Words and pictures: Mitchell Weitzman I never would have recommended the sad little Taos in the past, but in light of a certain Bob Dylan biopic in theaters currently (and Timothée Chalamet likely winning an Oscar for it - edit, he did not :/ ), the times they are a-changin'. As one of the single largest automakers in the world, I’ve always been disappointed with how little thought and attention VW puts into some of their products—almost like they just don’t care. Yet, after a slew of new and refreshed compact crossovers hitting the market recently, the Taos cements itself as a key player thanks to tiny, yet simple differences that make a big impact for such a relatively small car. Picks An engine that works My main gripe with the last Taos I tested was with the lump of unfortunate aluminum resting—no, slumbering—under its hood. Not only was it slow with a measly 158 horsepower, but more importantly, its main trait was unpredictable throttle response, resulting in constant slow speed lurching and an eight-speed transmission that somehow never could find the correct gear. In my head I could hear the voice of Ryan Gosling as Noah in The Notebook yelling, "“ What do you want?! What do you want?! ” each the Taos would upshift and immediately downshift again, unable to decide which gear it wanted. Fast forward to today, and the horsepower has risen to 174 for this 1.5L turbocharged inline-four, with maximum torque remaining at 184. Sixteen horsepower is a very, very minor increase, yet it goes beyond a simple boost in power—improving the overall functionality of the powertrain as one complete system. In the real world, this translates to an absence of the past uncomfortable jolting when leaving stops, and no longer does the Taos hunt for gears and change its mind like a distracted terrier. A fast vehicle this is not, but it dusts a lowly Toyota Corolla Cross while also featuring an engine that plays largely behind the scenes when it comes to noise and vibration. In other words, while Toyota and Hyundai’s four-cylinders can sound like trash compactors under load (and they're under load often give their weak power outputs), Volkswagen’s own units are restrained and almost smooth with their accompanying deeper tone to match. This makes for an increasingly pleasant living experience because the engine doesn’t sound particularly cheap or thrashy like some competitors. And with that extra helping of horsepower, when you do squeeze the throttle, it’s more than capable of getting out of its own way and accelerating onto freeways—even with uphill onramps. Simple, understated styling While I’m not a fan of this particular shade of green (which looks somewhat like a crossover between Shrek and radioactive waste), the Taos is a handsome shape. Because so many other cars and everyday objects are overstyled to capture unnecessary attention, the overall shape bears an upscale appearance—helped further by its resemblance to expensive Audis. The exterior is simple, but it’s a simplicity that works. Just choose a different color. The interior also goes without any particular visual flair, but the main controls are laid out in intuitive locations and features real knobs and dials for key components. Even the central display is easy to navigate and use. It's comfortable and reasonably quiet, too, and has decent quality to all the materials used on vital touchpoints. More valuable to some is how spacious this small car is for small families, with a highly impressive cargo area in the boot on this FWD model (noted by the sunken floor for extra room), and the rear seat legroom isn't half bad either. According to the spec sheet, the FWD models like feature over 27 cubic-feet of volume behind the rear seats, while AWD versions drop to 24. Either way, both offer more cubic feet than a FWD and AWD Corolla Cross, and the peak figure is similarly higher than a Honda HR-V. More valuable to some shoppers is how spacious this small car is for a variety of families. Open up the tailgate, and there's a highly impressive cargo area in the boot on this FWD model (noted by the sunken floor for extra room), and the rear seat legroom isn’t half bad either given the 176-inch overall length. According to the spec sheet, the FWD models feature over 27 cubic feet of volume behind the rear seats, while AWD versions drop to 24. Either way, both offer more cargo room than FWD and AWD Corolla Cross models, and the peak figure is similarly higher than that of a Honda HR-V. Confident cornering Volkswagens have distinct steering—which isn’t my favorite by any means—by embracing an overboosted power steering effect that allows turning with a single finger. Still, while this isn’t my preferred feel, it’s direct and accurate in response, and helps make the Taos feel agile and eager to change direction, and because of the lightweight steering, this makes it increasingly comfortable and easy to drive long distances.. Handling is decent, featuring more life and tactility than its Toyota or Kia/Hyundai-branded competitors. If you’re in a hurry, you can confidently chuck the Taos into corners at considerable and passenger-scaring speed—without fear of ruinous understeer and with ample grip. Really turn up the wick, and the front end will surprisingly commit strongly to its line, while a small lift of the throttle can even help rotate the car toward your exit point. Volkswagen remains the world leader in FWD chassis tuning, as this Taos exhibits zero torque steer in the real world and doesn’t compromise on its ability to deploy its addmitedly modest power when exiting turns. Nicks Annoying beeps and bongs While the Taos represents a complete package in many aspects, there are issues that ought to be ironed out—and are still subject to the formidable Volkswagen Oversight Committee. Take, for example, the incredibly loud and blaring alarm tone that sounds each time you start the Taos without your seatbelt fastened or your door closed. It’s literally the loudest bong of any new car I’ve driven, and I didn’t see a way to lower it. At least it trained me to make sure both my door and belt were done up—for fear of another earful. If it's early morning and you're on your way to work and you haven't had your coffee, the Taos' beeps will easily wake you. The controls might be in the right places, but the steering wheel is a cluttered mess of excessive buttons. Count, and there are literally 12, and some seem like afterthoughts with their odd placement. Take the heated steering wheel, for example, which requires a specific location to be pressed with the side of your finger. Then there’s the instrument cluster and its many menus, which require scrolling and also left and right movements via the wheel. It’s incredibly dense and frustrating when trying to configure the view and information you want. You have to click one button first, then use two other sets of buttons to go right, left, up, and down just to find a single economy figure - It’s way too overcomplicated. Not thrifty in the city For a small and still-slow vehicle, 26 MPG overall isn’t setting any records—though it is comparable to rivals that return similar numbers. Still, I feel like we should be in a place now where a car of this subdued stature should easily return over 30 in mixed driving. At least highway mileage increases to about 40 for long hauls, but accelerating and using the turbocharged engine in city driving drains your precious gallons considerably faster. Sensibility is compelling Those above nicks do little to diminish the wide practicality of the Taos and its position in the market. There’s not much it does the best , but it does the fundamentals very well —and luckily, the main points of contention are things you can adjust to over time. Mazda still holds the cake when it comes to driving dynamics, luxury, and performance, but the CX-30 is less practical with its lacking interior and cargo dimensions. I ended up liking the Taos a lot more than I previously envisioned. The key powertrain elements have improved, while its practicality and spacious nature remain—tied up in a handsome package. At $32,025, the price is bang-on competitive with its key rivals, and this modest German gets a surprising nod from a previous naysayer. 2025 Volkswagen Taos SE Price as-tested: $32,025 Pros: Spacious and improved powertrain; Handsome shape Cons: Beeps and bongs; City economy lags 2025 VW Taos SE FWD specifications Engine and Performance: Engine: 1.5-liter turbocharged inline 4-cylinder​ Horsepower: 174 hp at 1,750 RPM​ Torque: 184 lb-ft at 1,750 RPM​ Transmission: 8-speed automatic Drivetrain: Front-wheel drive Dimensions: Overall Length: 175.8 inches​ Overall Width: 72.5 inches​ Overall Height: 64.5 inches​ Wheelbase: 105.9 inches​ Curb Weight: 3,201 lbs​ Ground Clearance: 6.5 inches​ Interior and Cargo Capacity: Passenger Volume: 99.5 cubic feet​ Cargo Capacity (Rear Seats Up): 27.9 cubic feet​ Cargo Capacity (Rear Seats Folded): 65.9 cubic feet​ Seating Capacity: 5 passengers Fuel Economy: Fuel Tank Capacity: 13.2 gallons​ 31 MPG overall MPG estimate 26 MPG Road Beat real world Fuel Type: Regular unleaded​ Warranty: Basic Warranty: 4 years / 50,000 miles​ Powertrain Warranty: 4 years / 50,000 miles​ Corrosion Warranty: 7 years / 100,000 miles​

2025 Genesis GV80 review by The Road Beat Words and pictures: Mitchell Weitzman   Well, I for one didn’t see this coming—but I guess in the age of capturing every market possible, it was also inevitable. Genesis has turned their glorious GV80 SUV into a coupe, following the trend originally established by BMW with their X6. Staying true to course, Genesis’ latest is a coupe in name and design only, eschewing any attempts at a hardcore model by focusing on their strengths—and rightfully so—because I don’t see anyone lining up to buy a $100,000 Genesis SUV with 600 horsepower. Yet, is this sacrilegious in its execution? With such a strong offering already in the GV80—a class leader in luxury and big-SUV dynamics—is there any reason to divert to the GV80 Coupe?   It’s all in the looks Skipping the crust and biting right into the core: the number one reason drivers will want—or not want—the GV80 Coupe comes down to the looks. It’s tough resting judgment almost entirely on the most subjective category possible, but that’s likely what it’ll come down to in this case. In my experience, I found it divisive. I didn’t really care for it,—finding the sloped roof awkward from many angles—while some friends thought it looked brilliant. The standard GV80 SUV is a work of classy beauty, and the coupe-ified version trades some of that guaranteed visual success for something bolder. That said, even as someone who isn’t a fan, I can’t deny how striking the shape is—like a hulking mass pumped full of protein and HGH, wearing a suit too tight and ready to burst. It has presence, for better or worse—and that’s a success of its own.   Looks come at a cost Let’s assume that you do love the looks—because now we need to talk about what you’re giving up: space. By trading a traditional SUV shape for that sloping roofline, not only is rear headroom sacrificed, but the third row of seats is gone entirely. In practical terms, it doesn’t make much sense to have a vehicle this large that somehow only seats five and also compromises on potential cargo capacity. It leaves you with a properly big car that isn’t all that practical (relative to its size). But that’s where niches come in. It’s a fine and small one, but for that small percent of shoppers without kids—or just one—and who want a big car that looks different, that’s where the SUV "coupe" comes into play.   A unique, but thirsty engine Unlike the recent GV80 I tested, this new Coupe came with Genesis’ e-supercharged and twin-turbocharged V6 engine. And yes, that sentence is correct. While most superchargers are belt-driven (and thus require power to make power—not exactly economical), this engine uses an electrically driven supercharger, which should, in theory, be more efficient. The reason for including a supercharger at all is to fill in the low-end gaps of the turbochargers—when they’re not yet producing boost—thus solving the case of turbo lag . So, does it work? Yes and no. Turbo lag has almost entirely disappeared, making this twin-turbo V6 one of the most responsive of its kind in any mainstream passenger vehicle short of a McLaren or Ferrari. And oh yes, it’s got proper punch when you press the throttle—whether it’s a gentle squeeze or you hammer your right foot flat to the floor. Take out the stopwatch, and 0–60 MPH takes only 5.2 seconds, with this big Genesis continuing to build pace relentlessly. The takeaway: it does improve response and power (409 HP here versus 380 without the e-supercharger), but there’s a serious, unexpected toll on fuel economy. After a week of varied driving—none of it particularly hard or abusive—I averaged a paltry 17 MPG, which is even worse than the last 3-row GV80 I tested. Even if the e-supercharger is supposed to be more efficient than a belt-driven one, you wouldn’t know it from the impending gas receipts. And while the engine certainly delivers real-world punch, it doesn’t come close to the performance of the German big three’s super-SUVs with AMG and M badges (admittedly for a lot more money—but still, they exist). It’s a good engine—responsive, smooth, and practical in power delivery—but damn does it drink gasoline like a sailor in port while not even returning all that much in the horsepower games relative to what competitors offer. This isn't 2015 anymore, because 409-horsepower is good, but it's not that impressive in 2025 for a flagship vehicle's powertrain.   Luxury supreme One aspect that hasn’t changed in its transformation to a coupe is Genesis’ commitment to luxury. Coupe or not, the GV80 remains an absolute superstar on the inside. Even though the price of this once-value-leader has crept well over $80,000, there’s not a nicer interior for the money anywhere in the car world. From the luscious leather swathing vast portions of the cabin, to the real metal switchgear—machined to perfection—and the overall solid feel in motion, it’s a wondrous environment that fully justifies the asking price. And while the GV80 now joins the trend of giant screens—with a 27-inch unit stretching across both the instrument cluster and infotainment—the cabin remains entirely classy. It’s tech-forward without being vulgar or doomed to age badly. Other highlights include massaging front seats and a delightful heated armrest to match the heated steering wheel and seats. One negative, though, continues to be the lack of wireless Apple CarPlay or Android Auto, so you’ll still need to keep a cable handy. Weirdly, other cars in the Hyundai family now feature wireless CarPlay, so I don't know why this expensive and luxury Genesis would forgo that convenience.   Sporty dynamics with and without penalty No changes were really needed to improve how the GV80 drove; previous versions already offered excellent body control and composure. But in transitioning to a coupe format, there’s an increased emphasis on sportiness—helped mostly by physics and a lower center of gravity. Some punches have been pulled, and some haven’t. I still love the meaty, heavy steering of the GV80, giving you the feel of a machine with real substance—and it pays you back with confidence and road feel. Aided by clever all-wheel drive, the GV80 Coupe has tremendous grip that engineers could only dream of a few short years ago. You can charge down backroads with serious pace here—such is the real-world capability. However, it’s not dramatically different from the standard GV80. It’s a little sharper and more agile, but only marginally. And if you’re really reaching, the GV80 Coupe has got nothing on a BMW X6 M—a legit 600-horsepower thoroughbred that’s quicker, sharper, and stops better in every scenario. For the civil cruisers, the GV80 is plenty sporty—but that’s relative; There’s still a lot left on the table. I also noticed a harsher ride quality, feeling quite jiggly at low speeds, though it smooths out as you go faster.   An SUV with purpose that does without purpose I’ve never been the biggest fan of these big SUVs trying to masquerade as coupes, as they trade away the very practicality they were built for in exchange for inherently compromised performance. Because let’s face it: an SUV will never drive as well as a comparable sedan or real coupe. Engineers can fight physics—but they can’t beat it. The GV80 Coupe may be the sportier or "cooler" option in the GV80 lineup, but it doesn’t drive differently enough to make a convincing case on performance alone. The only real reason to pick it is if you love the looks. Rather than being a tool of its own, it ends up as more of a fashion accessory—and a very fashionable one, for those who fall for it. The GV80 is a wonderful vehicle and the new Coupe version is bolstered by all the same strengths that Genesis has quickly and quietly become known for. Yet it’s also a vehicle that’s purposefully without real purpose, sharing a number of drawbacks that past GV80s did not have. It’s a worse SUV than the normal GV80, and it’ll never be the sports car the "coupe" name implies. For the niche crowd it appeals to, though—you’ll have no regrets. Well, except when maybe at the gas pump or realizing you can't fit as many plants from Green Acres in the back. For a brand typically associated with value, the creeping cost will be a major deterrent in establishing the GV80 Coupe as a presence on the road.   2025 Genesis GV80 Coupe As-tested price: $87,780 Pros: Tremendous interior; Good dynamics Cons: Expensive; Thirsty; the standard GV80 Image gallery with basic specifications further below  2025 Genesis GV80 Coupe specifications  Powertrain and Performance: Engine: 3.5-liter twin-turbocharged V6 with a 48-volt electric supercharger​ Horsepower: 409 hp @ 5,800 rpm​ Torque: 405 lb-ft @ 1,300 rpm​ Transmission: 8-speed automatic​ Drive Type: All-wheel drive​ Fuel Economy: 18 mpg city / 22 mpg highway / 20 mpg combined  Road Beat real world economy: 16 MPG Dimensions: Length: 195.5 inches​ Width: 77.8 inches​ Height: 67.3 inches​ Curb Weight: about 5,120 pounds ​ Interior and Features: Seating Capacity: 5 passengers​ Infotainment: 27-inch OLED integrated instrument cluster and navigation touchscreen​ Audio System: Bang & Olufsen® premium audio system​ Front Seats: Heated and ventilated​ Rear Seats: Power heated and ventilated​ Cargo Volume Behind Second Row: 30.3 cubic feet​ Cargo Volume with Rear Seats Folded: 62.1 cubic feet   Thank you for reading The Road Beat's 2025 Genesis GV80 Coupe review!

This small crossover has a surprisingly delightful interior, but it's not enough to properly compete 2025 Hyundai Kona Limited review by The Road Beat Words and pictures: Mitchell Weitzman Many will likely never even give a moment's consideration to Hyundai's Kona, and that's too bad considering that same group may never know how much this little crossover has matured. Tested here in its top-tier Limited trim, it’s a nice little car that feels a class above a Toyota and past affordable Hyundais and Kias. However, it’s still not quite enough to compete with the best of the best, and with a price tag of $35,005 all-in, it’s no longer the value-packed option you might expect from Hyundai—a brand historically known for its affordability. Take away their number one key strength, and there isn't enough to justify the Limited's price tag. Picks While I may have just criticized the Kona Limited’s overall value, it’s undeniably well-equipped. It features all the safety systems you could ask for, surround-view cameras for parking, all-wheel drive, a large 12-inch central display, heated and ventilated front seats, a heated steering wheel, a decent Bose stereo, and wireless Apple CarPlay and Android Auto (finally—no more required wired connections like in previous Hyundais). Faux-leather seats and other touchpoints have a soft, comfortable feel, enough to convincingly mimic genuine leather. Upon opening the door, this interior is immediately welcoming and thoughtfully designed with everyday amenities and ergonomics —an impressive step forward for Hyundai. Just a few years ago, their interiors felt far less refined, so it’s clear the brand is committed to continuous improvement. Looks are always subjective, but I think the Kona’s sharp and unique styling will appeal to a sizable audience. Besides being distinct, it's handsome and even - dare I say it - almost cute, helping the Hyundai stand out in a sea of bland competitors like the Toyota Corolla Cross. The Denim Blue Pearl paint is also a great shade of blue —reminiscent of your favorite pair of Levi's. Under the hood, a 1.6-liter turbocharged four-cylinder engine delivers 190 horsepower to all four wheels. In a small, 170-inch-long car like this, that power is more than adequate for normal accelerations and overtaking on the freeway with a welcoming turbocharged midrange grunt. The eight-speed automatic transmission does a fine job of keeping you in the right gear, and fuel economy stood at a respectable 27 MPG after a week of mixed driving conditions. That’s right in line with equivalent offerings from Toyota and Honda, though the Kona offers a bit more punch when you ask for it. When turns loom ahead, the Kona is not exactly a willing dance partner, which isn’t surprising given its purpose and positioning. That said, I appreciated the tight and responsive steering from the leather-wrapped wheel, and overall, the handling is commendable for a mainstream compact crossover. While it understeers and can get sloppy when pushed to its moderate limits, it feels perfectly capable during normal day-to-day driving and easily capable of scaring unassuming passengers. The ride quality is decent across a variety of road surfaces, also making it comfortable for your back and bottom for everyday use. Nicks The Kona isn’t without its flaws, and a few key issues ultimately detract from the otherwise positive overall experience. While the engine delivers reasonable power for most drivers, its throttle response at low speeds is frustratingly poor. Finding the sweet spot between “not too slow” and “not too fast” when setting off can be tricky, and the car often lurches or jolts when pulling away from stop signs as a result. Conversely, pressing too lightly on the throttle results in going nowhere, as if you've stalled. It’s an issue that you can adapt to over time, but you shouldn’t have to—basic drivability should be intuitive from the start in a brand new car. The culprit likely is the throttle mapping, which struggles to balance responsiveness with the engine’s reliance on forced induction to make any reasonable sense of forward progress. Four-cylinder engines aren't renowned for sound, and the Hyundai is no exception with its unpleasant aural experience. It’s loud and coarse, particularly when climbing steep freeway grades where the powertrain requires heavy throttle. While the transmission shifts smoothly, the shift controls have been relocated to a stalk on the steering column., and this setup feels flimsy and awkward at times, even if it does free up space in the center console. There also seems to be a lack of response when switching between reverse and drive, as on more than one occasion, I found myself backing out of a parking space, shifting to drive, and then felt the car continue rolling backwards momentarily. To avoid this quirk, it’s best to come to a complete and full stop when switching between drive and reverse. The H-Tex seats are comfortable and convincing in their faux-leather presentation, but the Kona’s overall refinement is hindered by intrusive road noise on the highway. Combine that with the engine’s grating sound under load (and it needs lots of load to maintain speed up grades) and the experience becomes more annoying than it should be—especially for a vehicle at this price point. While this level of noise might be acceptable in a $25,000 Hyundai, it’s less forgivable in a $35,000 Limited model that otherwise feels quite considerate. Compelling alternatives Hyundai has done an admirable job making the Kona stand out and appeal to a wider audience, but there are two key rivals that offer a superior everyday package: Mazda’s CX-30 and Honda's HR-V. Both are quieter on the move, with Mazda's offering boasts improved driving dynamics and offers a significantly more powerful turbocharged engine option, along with a genuine luxury feel in its higher trims. It’s so good that it’s difficult to recommend alternatives. Honda’s HR-V, on the other hand, provides a comfortably practical and highly spacious interior at a lower price. GMC’s Terrain, Chevrolet’s Trax, and Volkswagen’s Taos are also worthy competitors, with the Taos in particular seeing significant improvements this year. While the Kona looks distinct (and good) and comes loaded with features, the high price of the Limited trim is a sticking point that cannot be undone. This is a good car overall, but it feels like Hyundai is relying too heavily on its bold styling to attract buyers and forgot the one thing people value most in a Hyundai: Value. 2025 Hyundai Kona Limited AWD Price as-tested: $35,005 Pros: Good looks; Decent interior Cons: Noisy powertrain; It costs how much? Basic specifications: Engine and Performance: Engine: 1.6-liter turbocharged GDI 4-cylinder Horsepower: 190 hp @ 6,000 rpm Torque: 195 lb-ft @ 1,700-4,500 rpm Transmission: 8-speed automatic with paddle shifters Drivetrain: Front-Wheel Drive (FWD) standard; HTRAC All-Wheel Drive (AWD) optional Fuel Economy: AWD: 24 City / 29 Highway / 26 Combined MPG Road Beat real world average: 27 MPG Dimensions: 171-inches long 104-inch wheelbase 63-inches high 72-inches wide 3,500 pounds 26 cubic-feet of cargo storage Interior Features: Seating: H-Tex™ leatherette-trimmed seats Infotainment: 12.3-inch touchscreen display with wireless Apple CarPlay and Android Auto compatibility Audio: Bose premium sound system Climate Control: Dual-zone automatic temperature control Additional Features: Heated and ventilated front seats, heated steering wheel Safety and Driver Assistance: Standard Features: Hyundai SmartSense safety suite, including Forward Collision-Avoidance Assist, Lane Keeping Assist, and Driver Attention Warning Additional Features: Blind-Spot View Monitor (BVM), Surround View Monitor (SVM) Exterior Features: Wheels: 19-inch alloy wheels Lighting: LED headlights and Daytime Running Lights (DRL) Sunroof: Power tilt-and-slide Liftgate: Hands-free smart liftgate with auto open Pricing : Starting MSRP: $31,800 (excluding freight charges, tax, title, and license fees) Price as-tested: $35,005 More photos of the 2025 Hyundai Kona Limited AWD Thank you for reading The Road Beat's 2025 Hyundai Kona Limited review. Please subscribe to never miss a candid review. All photos by mitchellweitzmanphoto.com .

2025 Acura TLX Type S review: Confusingly capable 2025 Honda Pilot review: Party for eight 2024 Lexus GX 550 review: Heir apparent Professional and honest automotive reviews and photography of the latest new cars, SUVs, and trucks 2025 Honda Pilot review: Party for eight 2024 Lexus GX 550 review: Heir apparent 2025 Hyundai Tucson XRT review: Pass and skip 2025 Honda Civic Hybrid review: The new standard 2024 Toyota Corolla Cross Hybrid review: An economical toy 2025 Lexus UX 300h review: Skip the F Sport all reviews X The Road Beat and Mitchell Weitzman Photography provide professional and accredited experience for capturing and covering the IMSA WeatherTech SportsCar Championship, SRO GT World Challenge, NTT IndyCar Series, MotoAmerica, and historic racing. www.mitchellweitzmanphoto.com contact The Road Beat | Professional Car Reviews and Automotive Photography The Road Beat provides an honest look and perspective of the most popular new cars on sale today. Not afraid to ignore teething faults and call out manufacturers, The Road Beat is here to give real-world, practical insight to help make your next purchasing decision easier.

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