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While not a blastoff or revolution, a second go around in a Civic Hybrid in Hatchback guise continues to impress 2025 Honda Civic Hatchback Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman While SpaceX has dramatically changed the way we think about space exploration and its possibilities in a short time, it's this Civic that continues to reshape the public's perception of what an everyday Honda can deliver so effortlessly. Many brands are striving to stand out amid increasing competition, but Honda has decisively pared things back in an almost "less-is-more" approach with its new Civic, a welcome and handsome change from past over styling exercises. This slow evolution has led to a quiet revolution for their most affordable car. No molds may be broken, nor records set, but for the mission of normal ground transportation here on planet Earth at a reasonable cost, the Civic has propelled itself to the forefront, bolstered by the newly released hybrid models. Picks Whereas the previous-generation Civic Hatchback was easily identifiable by its awkward hunch, the new edition is mildly discreet — only noticeable when parked next to its sedan counterpart. In other words, it's a handsome and understated design that looks far less like a Honda than it should. The previous Civic Hatchback had an overstyled, almost gaudy appearance, whereas the latest model is surprisingly elegant, especially for a Civic. Want a simpler way to put it? It's incredibly tasteful, with a restrained design that ties the exterior elements together seamlessly. Unlike rival hybrids from other carmakers, the Civic Hatchback Hybrid doesn't sacrifice performance — it actually gains some. The 0-60 MPH sprint takes a believable 7.5 seconds, a time that absolutely obliterates that of a Corolla Hybrid or Elantra Hybrid. However, the Prius can match and actually beat this new Honda if you're searching for an unexciting drag race. Despite the performance gains, the hybrid powertrain also improves overall fuel economy. While it doesn't quite reach the heights achieved by the previous Civic Hybrid sedan (a dizzying 47 MPG), an observed 38 MPG in real-world conditions is still impressive — especially in the frigid December temperatures of the Northern California foothills. Matching the understated exterior is an interior that cements the Civic as one of the best in its class for refinement and quality. The cabin feels enormous — and it is — with a spacious back seat that is perfectly comfortable for full-size American adults. The driver's forward view is wide and unhindered, enhancing the feeling of openness. And because it's a hatchback, cargo space is plentiful, making it as practical as possible for a car that measures only 180 inches long. Without resorting to cliché, the interior exudes a mature and grown-up vibe, reinforcing the impression that this is now a car for serious and thoughtful consumers as well. There's nothing particularly flashy or exciting about the interior, but its cohesive and uplifting take on industrial design is reminiscent of a stylish loft apartment you'd find in Austin, TX. Unlike some compact cars that feel like dreary, uninspired boxes, the new Civic, particularly in its top Touring trim, is genuinely impressive. Even the lower-tier Sport trim maintains a robust and high-quality feel. The only competitor that comes close — or possibly exceeds it — is Mazda, whose Mazda3 can offer legitimately luxurious interiors, though at a higher price and without the frugal hybrid option. Best of all — saved for last — is how well the Civic Hatchback Hybrid drives, which is right in line with all other new Civics from the past few years. Steering is shockingly direct and accurate and bosting a nice, confident weight to the controls. The handling is energetic with a keen enthusiasm for changing direction. Unlike many of its contemporaries, this is a small and reasonable car that remains enjoyable on backroads and all roads, striking a delicious balance between comfort and control. The new Civic has such a remarkable chassis that it's no wonder the high-performance Type R and Integra Type S models are considered among the best driver's cars in the world—at any price. Nicks Not without fault, the Civic Hatchback Hybrid does have some drawbacks — primarily related to the hatchback itself. With such a large cargo area, the liftgate is quite hefty, yet it lacks any power assist when opening. While power liftgates are typically reserved for luxury cars, the manual operation of this hatch feels surprisingly heavy and I suspect that some buyers might find it requires more effort than expected due to its leverage or weight. Additionally, there is no switch to open it from the inside, which is an odd omission for a hatchback. When using the external button to open the liftgate, you must hold it for a full second to ensure proper release and that it doesn't get stuck halfway unlatched. The easiest workaround is to lift upward as you press the release. For a car with a modern hybrid powertrain, achieving 38 MPG isn’t exactly groundbreaking here. It's amazing in its own right, but not close to previous records by other cars or even other Civic Hybrids. However, given the peak winter conditions and the necessity of running the heater at full blast on every drive, I can't criticize it too much. Still, it's worth noting that the standard Civic Hybrid sedan achieved an impressive 47 MPG in ideal fall conditions, without the need for A/C or heat. And while the Civic Hatchback is undeniably attractive, it may not be quite as sleek as the standard sedan. This becomes apparent when parked next to one, as the sedan appears slightly more streamlined. If aesthetics are a deciding factor, this could be a consideration if you want the best looking of the Civics. Despite Honda's four-cylinder engines being smoother than Toyota's comparable units, acceleration still comes with a noticeable amount of unpleasant noise; Under brisk acceleration, the engine produces a fair bit of moaning and groaning. Fortunately, the hybrid powertrain itself is exceptionally seamless in operation, with no noticeable jerks or lags in driving — even if you try to induce them. The CVT transmission is also well-matched to the powertrain, contributing to the car’s smooth and composed experience. A car for all occasions I like the new Honda Civic a lot, and it remains an easy top recommendation for anyone in search of a compact car, thanks to its undeniable blend of talents. The hybrid option boosts fuel efficiency, though perhaps not quite as much as some might hope for the Hatchback variation. Choosing the hatch does provide extra cargo space and additional rear headroom, though the sedan doesn’t compromise significantly in either area. Personally, I preferred the sedan for its sleeker profile and slightly better fuel economy. However, for those who favor hatchbacks, the latest Civic Hatchback Hybrid continues to impress, making everyday life easier and more enjoyable with nearly all the right moves. 2025 Honda Civic Hatchback Hybrid Sport Touring As-tested price: $34,500 Pros: Graceful styling and upscale interior; Excellent driving dynamics Cons: It's gotten kind of expensive Basic specifications Powertrain: 2.0-liter Atkinson-cycle inline 4-cylinder AC synchronous permanent-magnet motor 200 horsepower combined system power 232 lb-ft Peak torque:  CVT Transmission Front-wheel drive Fuel Economy: EPA Rating: 50 mpg city / 45 mpg highway / 48 mpg combined The Road Beat average economy: 38 MPG Fuel Capacity: 10.6 gallons Dimensions: Length: 179.0 inches Width: 70.9 inches Height: 55.7 inches Wheelbase: 107.7 inches Curb Weight: Approximately 3,3,00 pounds Cargo Capacity: 24.5 cubic feet Interior Features: Seating Capacity: 5 passengers Upholstery: Leather-trimmed seats Front Seats: Heated, with 8-way power adjustment for the driver and 4-way power adjustment for the passenger Infotainment System: 9.0-inch touchscreen with Google built-in, supporting wireless Apple CarPlay and Android Auto Audio System: 12-speaker Bose premium sound system Climate Control: Dual-zone automatic Safety and Driver Assistance: Standard Features: Honda Sensing® suite, including collision mitigation braking, road departure mitigation, adaptive cruise control, lane-keeping assist, and traffic sign recognition Additional Features: Blind-spot monitoring, rear cross-traffic alert, and a multi-angle rearview camera Wheels and Tires: Wheels: 18-inch alloys Tires: 235/40/18 all-season 2025 Honda Civic Hatchback Hybrid Sport Touring photo gallery Thank you for reading The Road Beat's 2025 Honda Civic Hatchback Hybrid review. All photos by mitchellweitzmanphoto.com and The Road Beat.

Despite a wonderful interior and massive power, the XC90 needs a tech refresh 2024 Volvo XC90 Recharge Ultimate review by The Road Beat Words and pictures: Mitchell Weitzman There's a lot that Volvo never needs to touch for fear of screwing it up — like their tasteful exterior and luxurious interior furnishings. With the XC90 Recharge full-size SUV, power has reached an upper acceptable limit, as nobody in the real world needs anything remotely above the 455 unassuming horsepower achieved here. Yet, with no fundamental changes in the past half-decade, there are still plenty of small details Volvo has yet to address. As much as I love the wonderful leather-clad, massaging seats and quiet cabin, this Swede is weighed down by yesteryear's tech and operation. Picks I don't think I've ever written a bad thing about Volvo's styling, and even though it looks largely the same as it did 20 years ago, the XC90 is refreshingly elegant and understated while remaining as taut as ever. And unlike most Ikea products that only look good until you touch them, this Swede somehow gets even better once your hands interact with the car. Even the door handles are solid, and the ones on the inside are wonderfully satisfying to use — much like how Tudor dive watches have confidence-inspiring rotating bezels and clicks. And the leather? Among the finest Nappa hides you'll experience in any car at any price. Once you're on the road, it's the pure embodiment of comfort. Aided by a serene lack of wind noise and those magical seats (best when both the seat warmer and massage functions are used together ), this is a fantastic vehicle for long voyages. This particular XC90 Recharge Ultimate was further fitted with optional air suspension, which proved its merit when gliding over uneven and winter-battered pavement on its ascent toward South Lake Tahoe along Highway 50. There’s no shortage of intricacy in the powertrain, a complex mix of turbocharged combustion and hybridized electrification. All suited and booted, this plug-in hybrid makes a peak 455 horsepower and hustles hard from any speed and prodding of your right foot thanks to its mighty 523 total lb-ft of torque. Even though it's just a four-cylinder, vibrations are well restrained, making for one of the smoothest four-bangers currently available in the world. And unlike the unsettling and blender-like racket of a Toyota four-banger, the noise is refined and almost cultured even. With its instant response, duly helped by the healthy dose of electric power on tap, there are no hiccups to be found — legitimately zero turbo lag. Also, transitions between gas and electric at slower speeds are seamless, an issue I've found in their less powerful powertrains. Volvo has done a masterful job making this hybrid powertrain both potent and viable in everyday operation in what is undeniably their flagship product of the time. Gas mileage can range from 22 mpg overall to a respectable 27 mpg on a longer road trip—decent for a big and powerful car. The plug-in hybrid architecture also means you can travel on PG&E alone. Fully juiced, the modest battery pack will carry you about 35 miles in the real world, adding some versatility and convenience over a full EV. You can also just never charge it and drive it exclusively as a hybrid. Nicks While the familiar exterior design has continued to age admirably, it's the technology inside that urgently needs a refresh going into 2025. And it’s strange — because at first glance, things appear fine with its center display, which is tastefully integrated into the dash. Instead, it’s the actual usability of the onboard technology that lets you down, with the simplest and most practical needs being the most disappointing. Despite the tablet-like appearance, the screen is a relatively diminutive nine inches—lagging behind the standard set by basically every single contemporary. Rotated in a portrait orientation, it appears larger than it is, but it’s still smaller than what you’ll find in much cheaper cars. Yet, size alone isn't an excuse for not being able to see both the rearview camera and the top-view camera at the same time. Even a Toyota RAV4 can do this, but in the Volvo, you have to clumsily switch between the two views. And if you are backing out of a parking spot and using the rear camera, your passenger cannot activate their seat controls or climate settings until you’re done—because doing so will block the camera from the driver. It’s like nobody thought through how some of these basic functions would interact or could be used simultaneously. Apple CarPlay is an increasingly popular feature in new vehicles, and while the XC90 does offer this convenient smartphone mirroring, it requires a wired connection — no wireless support found here. Then there's the odd switch to turn the XC90 on and off, which is positioned awkwardly, and the button labeled "P" to engage Park requires a very firm press to actually work. Several times, I pressed the Park button, removed my foot from the brake pedal, and the car unexpectedly lurched forward as it was still in Drive - several times is too many, and I had to be sure to check the gauge cluster to confirm Park was actually engaged before disembarking. Even though comfort is impressive, there are some dynamic deficiencies, mainly in the steering department. With two modes to choose from (standard and "firm"), the steering always feels rubbery and lacks outright precision. It’s an easy car to drive, but placing it exactly where you want on the road is trickier because of the flexible, elastic feel through the wheel that feels somewhat like an approximation. And that’s a bummer because the handling and traction are great when you pick up the pace on winding roads, but they can’t overcome the disconnect between you and the front wheels. Then there’s the price — an inexcusable $92,820 for this fully-loaded Recharge Ultimate version. There’s just no way one should ever pay this much for a Volvo SUV, considering what else can be had for that price. Luckily, the sticker price was bloated by heinous options, like a ridiculous $2,445 for puny, pathetic running boards that only get in the way of your shins and feet. No thank you for that historic ripoff. Speculation is not always fair, but I can imagine a vehicle like this losing massive amounts of value from depreciation in an increasingly short time. On my drive back home from South Lake Tahoe, I picked up an unfortunate nail in a tire, and while a tire pressure warning light came on to alert me, the sensors themselves were unable to provide exact PSI readings— something so many other cars have done for years. That seems like an odd omission for a brand so centered around occupant safety. When the light first came on, I was left wondering: "Is it down by just a pound? Five? Ten? Fifteen?" I had no idea — and that makes zero sense, especially at this price point and year we're in. A new one is almost here I like the XC90 and always have, but I have too many reservations at this point in time to recommend one of these late-model 2024 and early 2025s. The good news? A widely refreshed version is arriving very soon—dubbed the 2025.5 model year. I would heavily encourage waiting for the new model, which promises major technology upgrades— hopefully addressing the frustrating tech concerns outlined above in this review. It looks as handsome as ever, so fingers crossed it’s a real through and through winner. I think choosing an XC90 with the outgoing body (and in the top Ultimate trim) will lead to severe — and I mean severe —depreciation, so consider only leasing one verse purchasing. And please, don’t bother with those awful little running boards; That money could be better spent on a trip to London. 2024 Volvo XC90 Recharge As-tested price: $92,820 Pros: Amazing massaging seats and comfort; Powerful powertrain Cons: It costs how much? Old technology inside Basic specifications of the Volvo XC90 Recharge Powertrain and Performance: Engine: 2.0L four-cylinder turbocharged engine and plug-in hybrid Total System Horsepower: 455 hp Total System Torque: 523 lb-ft Drivetrain: All-Wheel Drive (AWD) Transmission: Eight-speed automatic 0-60 MPH Acceleration: Under 5 seconds Maximum Towing Capacity: 5,000 lbs Fuel Efficiency and Electric Range: Combined EPA MPG: 27 MPG The Road Beat MPG: 22 MPG All-Electric Driving Range: Up to 35 miles Battery Capacity: 18.8 kWh Charging Time (Level 2, 240V): Approximately 5 hours for a full charge Seating and Cargo: Seating Capacity: Up to 7 passengers With all seats up: 15.8 cubic feet With the third row folded: 41.8 cubic feet With both second and third rows folded: 85.7 cubic feet More photos of the 2024 Volvo XC90 Recharge Ultimate Thank you for reading the Road Beat's 2024 Volvo XC90 Recharge review. All photos by mitchellweitzmanphoto.com with The Road Beat.

I have lots of thoughts about this stunning disappointment, which also happens to be an EV 2024 Honda Prologue review by The Road Beat Words and pictures: Mitchell Weitzman In terms of initial quality, the new Honda Prologue ranks among the absolute worst of any new car I've tested. And with only a few thousand miles on the odometer, this does not bode well for how these vehicles will age—destined, most likely (and most unfriendly to the environment), to become lithium paperweights. Apart from its lacking efficiency, nothing about this car being electric is the problem. Rather, it's an overpriced tub of mediocrity, even in this top-shelf Elite trim level. Then again, is this even Honda’s fault? After all, this isn’t actually a Honda at all—it's built on a Chevrolet platform with a GM propulsion system. Hondas are typically rock-solid, so blame can at least be deferred to General Motors and the bowtie brand for this laughable attempt at a car. If you think I'm being harsh, then just wait until you watch the video below. That might just be the single most critical and vengeful paragraph I've written as a car reviewer, but when you step inside a car costing $60,000, expectations are, well, expected. And wowza, did this Prologue fail. Instead of writing out all the failing details and cheapness abound—which you probably think I'm exaggerating—here’s a video with a few key highlights to ponder: A video tour of all the problems inside the Honda Prologue Right? The plastic that encompasses the entire console between the front occupants isn’t just econo-car cheap; it’s more in line with a 15-year-old Hyundai Accent kind of economy crapbox. It’s the worst plastic I’ve seen in any new car recently, and it’s incredibly prone to scratching and damage. That plastic alone—and it’s all over the doors, too—looked like this car had years of use and miles, not just a couple of months. Adding to the highly questionable build quality is an interior with numerous noticeable rattles, despite the fresh age of this test example. The steering wheel features large metal inlays, which look nice and expensive on the surface, but they’re placed too close to the edges of the wheel. If you drive with your hands at 9 and 3, the metal impedes your palm space. On top of that, the metal gets terribly cold in the winter, and I reckon it’ll get even more unbearably hot when baking in the summer sun. And because of how wide it extends, avoiding it will be difficult if you have larger hands. And on top of that, the tailgate closes with an abundance of mechanical noise post-closure—something I’ve never heard before in a car, leaving me wondering if it was broken. I kid you not—after the abnormally hard and harsh clang of it closing, there are several more seconds of 'noises' that led me to believe it wasn’t finished shutting. Besides the cheap plastic all over inside, the front seats are undersized for even my modest 5'10", 160-pound frame, offering the support of a child’s seat or one that clearly was not designed for or tested by any man. I’m a small bloke, but my shoulders extend beyond the bolsters, and the seat feels like a small stool under me. And when driving, even the mildest of corners had my torso twisting and falling out of the seat’s confines. Resting in the center of the dash, the large infotainment display is mostly straightforward and not worth writing home about, but curiously, the seek button while listening to satellite radio changes position once you press it. So if you’re driving and change the channel from, say, 33 to 35 — bouncing between 1980s New Wave and modern indie rock like I do —the digital seek icon moves after the first press from the left side of the screen to the center. Really. That means you have to watch the screen just to perform a simple operation because why on earth would, or should, a seek button literally move? The volume controls on the steering wheel are actually behind the three o'clock spoke on the right-hand side and are easy enough to modulate once you learn they are there. The left side has a lever to pull and hold, delivering increased regenerative braking, but oddly, that same lever won’t cycle through different levels of regen. To do that, you have to click a tiny electronic icon on the center display, which is entirely unintuitive to have two closely related controls in complete opposite ends of the cabin. Another weird quirk is having the wiper controls on the same stalk as the turn signals and high beams, with two rotating switches for the front and rear wipers. They did this to make room for a stalk on the right side to operate PRND, but it becomes too fiddly, requiring careful flicks of little switches just to operate the windshield wipers and does require a learning curve. Wiper operation in cars has always been easy, yet Honda somehow made it worse. The first time I drove the car was at night and in the rain, and because none of the tiny icons on the stalk illuminate in the dark, I actually didn’t know how to turn on the wipers — something that has never happened to me in a car before. Wipers should be easy - don't make them harder than they should. Is there anything the Prologue does well? It looks alright, opting for a traditional SUV aesthetic rather than resembling some weird, dumb science project like the Toyota bZ4X (a car my girlfriend says looks like a USB drive lol). The wheels aren’t my cup of tea, nor is the color, but at least this is a handsome-looking Honda. Battery and range With a large 85 kWh battery onboard, the GM Ultium architecture and design, in conjunction with three electric motors, is good for 288 horsepower and a claimed 273 miles of range. Acceleration is immediate and perky when leaving stop signs and signals, and remains responsive at slow speeds. However, once your velocity rises above 50 MPH, the rate of acceleration dwindles to the point where passing on the freeway requires real-time consideration. The 0-60 MPH time of 5.5 seconds might suggest this is a reasonably quick car, but in the real world, on roads with 55 MPH and higher speed limits, it feels anything but quick. Which brings us to the claimed range figure—because 286 miles is a complete and utter lie, at least here in mid-November Sacramento. With moderate heater use and a mixture of driving conditions, my real-world range tumbled to an estimated and disappointing 220 miles. The onboard computer displayed only 2.4 miles per kWh consumed, making this one of the thirstiest electric cars I’ve tested. That efficiency figure falls substantially behind what I experienced in Hyundai’s Ioniq 5 or VW’s ID.4. And despite this being a recent electric car release, it cannot make use of ultra-fast 350 kW chargers like some rivals can, meaning longer charging times when making a juice stop. Does it drive decently at least? Hondas typically drive well, offering more engagement than comparable Toyotas or Hyundais. The Prologue, yet again, does not uphold that strength, instead delivering a supremely mundane and distant driving experience. Despite direct steering, the car feels large and wayward, not helped by the obtrusive A-pillar bases that block visibility to crossing traffic. The ride quality is fine, and it's at least quiet on the highway, but this Honda lacks any of the enthusiasm most other Hondas enjoy. What’s really telling is that the car I tested immediately afterward — a Toyota bZ4X, or, another sleepy electric transport pod — felt positively alive by comparison. It’s also significantly quicker when accelerating above 50 MPH judging by pure instinct and the 'seat of the pants.' The bZ4X is far from a shining example of a modern car, but it made the Prologue feel even worse. A prologue to a sad story As the name suggests, the Prologue serves as the intro to Honda’s (possibly) all-electric future. But if this were a book, I wouldn’t make it past the prologue. For me, this is the intro, the main story, and the epilogue all in one go—without any recommendation—given how poorly made and underwhelming to drive this overpriced example was. Initially, I thought Honda was being lazy by not developing their own electric car from the ground up, as if they didn’t care and didn’t even try. But maybe, just maybe, Honda is actually playing it smart by not trying at all. Perhaps they know these cars will struggle to sell and lose the same massive amounts of money as other legacy manufacturers. So if the cars will inevitably lose money anyway, why not piggyback off another brand that already developed the technology? Maybe Honda is just playing psychological combat so they can at least check the focus group box that says, "Yes, we do sell an electric car." That would at least serve as a silver lining. But where it really matters, skip this Prologue — it’s somebody else’s story, and it ain't a good one. To quote Taylor Swift and Bon Iver, "I think I've seen this film before, and I didn't like the ending." 2024 Honda Prologue AWD Elite Price as-tested: $59,750 Pros: Looks decent on the outside Cons: Appalling build quality and Expensive Main specifications and dimensions Powertrain : Dual-motor all-wheel drive Combined output: 288 horsepower and 333 lb-ft of torque 85 kWh Ultium lithium-ion battery 150 KW maximum DC fast charging Performance : EPA-estimated range: 273 miles Maximum towing capacity: 1,500 lbs Dimensions : Wheelbase: 121.8 inches Length: 192.0 inches Width: 78.3 inches Height: 65.2 inches Ground clearance: 8.1 inches Estimated weight: 5,273 lbs Cargo capacity: 23.7 cu.ft. (with all seats in place); 54.5 cu.ft. (maximum) More pictures of the 2024 Honda Prologue AWD Elite Thank you for reading The Road Beat's 2024 Honda Prologue review. For more of our honest and candid takes on cars and photography, please subscribe.

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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