Search Results

This fashionable and pretty SUV is upscale, but lacks practicality 2025 Mazda CX-70 review by The Road Beat Words and pictures: Mitchell Weitzman Another new model from Mazda in the midst of their current blitz of SUVs, this CX-70 has all the same excellent strengths of its stablemates, but also has one glaring problem that also makes it pointless. Costing about $58,000 for this highly-endowed 3.3 Turbo S Premium Plus, that's certainly a sizable dent on your bank account for 'just a Mazda.' As the pictures will undoubtedly show, though, this is an SUV that easily earns its price tag, but there is no reason to choose the CX-70 over their perpetually more practical and nigh idtenical CX-90. You might be wondering why I'm being so bluntly critical of the CX-70, especially considering just how gorgeous this machine is inside and out, boasting an unmatched level of luxury from any Japanese contemporaries sake for Lexus (an actual, and more expensive, luxury brand). The reality is that the CX-70 lacks justification and has little cause for existing, because Mazda's own and mechanically identical CX-90 is the correct choice for any practical thinking human considering this class of large vehicle. Put simply, this is a big, full-size SUV, but it doesn't have any additional third-row seating. Without those extra seats in the back, what is the point of having a vehicle so vast? We're talking about an SUV that's 201" long and 78" wide; This sucker is big . And even if you don't have kids, having those extra seats does come in handy increasingly often than one would think, like when going places with friends and being able to easily carpool. Or if you do have kids and you're driving both them and their friends around. Point I'm making is, even if you don't have immediate plans for use of that third-row, it's so nice to have just in case, and that's a luxury all on its own. Given the choice between the two, the CX-90 with three rows and the CX-70 with only two, why would you choose the 70 and limit yourself and its practical potential? There's no price difference after all, and they look nearly indistinguishable. Doubling down on my point, the cargo area in the rear is also unchanged between the two if the 90's seats are folded away flat, with each having the same 40 cubic feet of storage. Apart from obvious detractor to the CX-70, the rest of this new model is more or less identical to the CX-90. When optioned like this example, the interior looks and feel rich with attention given almost everywhere. An example would be the doors closing with a hollow knock rather than an authoritative thud are perhaps the standout way of revealing the Mazda's reasonably attainable price, but the rest is rather exquisite in what is now becoming 'typical Mazda' fashion, attention being paid to the lush dash coverings and svelte leather seats. You simply won't believe the quality and luxury Mazda offers until you try one out for yourself; You won't want to get inside a Toyota ever again. Dynamics are another continual strength of Mazdas, and just like the CX-90, this CX-70 has an athleticism that reveals itself from the moment you first turn the weighted and meaty steering. With a degree of body control and balance that defies typical convention, this is a sweetly capable and handling SUV that is simply a joy to be behind the wheel of. What's also nice is the fact Mazda engineers are again able to create a car that's fun to drive, but also comfortable without any harshness to the ride quality. To acheive this level of cornering prowess, the ride quality is firmer than rivals, but the tradeoff is worth it and the ride is still comfortable. I did think the steering on this example had a little bit of extra play right on-center, displaying a nervousness of a dead zone, but that may be down to an alignment issue. Another large talking point with the new CX-70/90 is the introduction of a new and turbocharged inline-six cylinder engine, pumping out 340 horsepower in this Turbo S configuration. This power unit revs with silky precision and makes dutiful punch to go along with the satisfying and authentic growl when you dig your right foot deep into the floor, which is far and away increasingly appealing and satisfying compared to grainy four-banger alternatives that are the unfortunate norm for others. Gas mileage is also improved upon their weaker and smaller four-cylinder engines, returning 23 MPG overall after a week, though a CX-90 with the same powerplant returned a commendable 26 MPG even during a week tour. But, and this is a rather large and possibly deal-breaking aspect, but for some and even myself, the low speed civility of this engine is compromised, with delayed responses and a gruff culture that undermines the inherent smoothness of the inline-six and luxurious nature of the car. It's just kind of sad how frequently lost the engine and transmission both get at low speed, most obviously during transitions from either braking or coasting at a walking pace, like in traffic or navigating a parking lot, but this is a trait I've noticed less noticeably at times in the CX-90 before and more prevalently in this latest CX-70. Unfortunately, this problem makes the engine and car on the whole almost seem unfinished, and it's disappointing to report because of how good the rest of the car truly is. Maybe others and yourself will never notice it and I'm just looking at it too much under a microscope, but this unfortunate characteristic needs to be ironed out to really take advantage of the potential of the inline-six. Reaching the end of this review, this really is an assessment of the CX-90 instead of the CX-70, because with its extra seats in the rear, that's the one you should be choosing. I don't know the reasoning for releasing the CX-70 since it's not any smaller, only less practical. The same strengths are there, but so are the same frustrating weaknesses, exacerbated extra just because it lacks the included convenience of the three-row CX-90's additional seating. Other brands also sell standard SUVs and then also a less practical 'coupe' version, like the BMW X5 and X6 twins, but those actually at least look different; Cover up the badges here, and most won't know they're different cars from the 70 and 90. Mazda also sells both their new SUVs as a plug-in hybrid four-cylinder, but I would best avoid that option since it doesn't achieve any noticeable gains in fuel economy and the four-cylinder is a coarse and groaning herky-jerky nightmare. The CX-70 and 90 offer a great glimpse and promise for Mazda and their next generation of vehicles, but please forget about this CX-70 and only consider the 90. The first time or even only you ever use the third-row, you'll be thankful that you did. 2025 Mazda CX-70 Turbo S Premium Plus As-tested price: About $58,000 Starting price: About $41,000 Pros: A-list interior and exterior; Inline-six noises; Deft handling Cons: Engine stutters at low speed; Huge yet no third-row Full image gallery below: Thank you for reading our 2025 Mazda CX-70 review from The Road Beat. All photos by mitchellweitzmanphoto.com . If you enjoyed our honest and unfiltered take on cars, please subscribe!

This luxury sedan continues to impress following a refresh 2025 Genesis G80 review with The Road Beat Words and pictures by Mitchell Weitzman Inflation has invaded numerous aspects of life, and not even Genesis, a normally value-packed brand, can escape rising price tags. Yet, in defense of the initially staggering price, there is not a nicer and more luxurious car for $80,000 than the Genesis G80, a testament to the quality and value they still deliver. Actually, it's less than eighty, ringing your AMEX Platinum to the tune of $79,780. Sticker shock aside amid interpretations of defining contemporary value, what can't be ignored is this example's ridiculous matte paint, called Makalu, already showing sections of ruinous sheen on its hood and scratches behind its door handles. Just don't do it, and please don't judge this car alone on the divisive paint finish, as that is a $1,500 option best avoided. And speaking of which, remove that disastrous paint for a standard color, and suddenly it's now 'only' $78,280. There's no mistaking the fact that this is an expensive car, but for what you're getting, it's a continued masterclass in luxury. With the effects of swelling prices across a multitude of markets and our everyday lives, there are luxuries today that used to not seem like luxuries. Take eggs, which just a few years ago, a dozen of the desirable brown, organic variety would set you back three or four dollars. Today, those same 12 eggs are six dollars. Luckily, Genesis hasn't suffered quite the same degree of price gouging, where, instead of rising 50-100%, this loaded model costs $6,500 extra compared to a similarly-optioned 2022 tester, marking an 8% increase. If you were keeping up with the S&P the last few years, though, your money would have risen much much higher than that to at least offset the increase. Still, there is no hiding the fact that a well-optioned BMW 540i isn't necessarily more expensive these days, but have you seen how ugly they've become? And they've gone away from the classically tailored cabins of yesteryear for a modern and garish techfest that will not be to everyone's favor nor fervor. Instead, when searching for the traditional, coachbuilt and classy form of luxury, Genesis continues to be a bona fide replacement. Because let's face it, this interior is exquisite . Rather than going over all the materials that are exquisite, I'll go ahead and say what is not. Let's see, there's some rough stitching at the base of the seat buckle, and the metal buttons, which there are abundant amounts of, are hot to the touch when sitting outside after a long summer's day. Really, past that, the rest is textbook superlative build and luxury, and when those metal window switches aren't burning your fingers, they operate with a surety that I didn't know I was missing in other cars. In fact, all the controls have such a quality feel and action to them that you don't want to give them up. And the leather treatment is just chef's kiss; Even the Dowager Countess of Grantham would approve of this as her daily carriage. Rear seat space is largely habitable and makes one question the need for even larger sedans like an S-Class or 7-Series, let alone SUVs (Genesis themselves also have their own and oft-overlooked G90 limo to compete with the 7 and S). And when paired to the plush ride quality and low wind and road noise, this become an exceedingly soothing form of transportation. If you want a car to put your passengers to sleep, this will do it, but for the good and right reasons inside this mobile day spa (no massaging seats, though :/ ). Changes inside are minor yet important, including a newly huge screen that now extends across as one piece from the gauge cluster in tasteful fashion, but it's in a position now that's easier to operate as a touchscreen, as the spinning wheel controller below can be fiddly at times. Better yet, Genesis finally , yes, finally has wireless Apple CarPlay here. Gone are the days of needing to plug your iPhone in to access this convenient entertainment feature, so props to Genesis for getting with the times and leaving the days of the cable behind. Other button and switches are updated that elevate general ease of use, and the result is a classy and modern interior that still looks like and operates like a car, and that's a good thing. Apart from that wonderful cabin and interior environment, what's continues to not be surprising for Genesis is just how well these cars drive. Taking inspiration from the best driver's cars of BMW's back catalogue, here we have a car that actually is a pleasure to drive and not another muted, reluctant task in your daily planner. Making this a reality are weighted steering that even has a semblance of feedback feeding through, and a balance to the chassis that engages and encourages frisky driving antics. All-wheel drive does take away some playfulness, but the neutrality underneath you can be felt from the first time you turn the wheel with any vigor. Whereas other luxury cars are purposely toned down to provide isolated experiences, Genesis leans the other way to bring and marry the idea of inclusion with luxury. The fact we're at a point now where we can safely say that BMW could take a page out of Genesis' playbook to make their cars more fun to drive, that's when we know that Genesis is doing something so obscenely correct. It's not all wine and roses, though, as you do have to deal with some less than ideal active safety features. By default, a steering assistant is activated each time you engage the cruise control, and this can be useful in situations like changing out my glasses, but in daily use, I ended up finding myself constantly correcting and fighting it to keep centered in my lane. Same with the lane departure warning, which is there to prevent you from veering out of your lane from carelessness or by accident, but it's far too sensitive and will start applying correcting steering input well before you reach the boundaries of your lane or road. On sweeping highway turns, attempting to carve and straighten the turn slightly by running closer to the inside apex was met with skepticism by the system, which then tried to jarringly re-center me, despite not crossing any lines nor lanes. So, that's annoying, and is best dealt with by disablement. Also, the key is fat. Sounds like a stupid thing to bring up, but it's weirdly and pointlessly bulbous and takes up too much space in a pocket. With a twin-turbo, 3.5L V6 engine, economy isn't exactly frugal at 23 MPG overall, but the luxury of six-cylinders is appreciated, with a noted smoothness and flexible power that downsized four-bangers simply cannot provide on their own. It's not as delicate as an inline-six that inhabits a certain few German cars, but the unit dishes out droves of progressive power that make forward progress seem effortless, with a slightly engineered rumble emanating from affront that sounds suitably expensive. 0-60 MPH needs a hair under five seconds, which while quick, can't compete with BMW's current 540i offering that does the deed a half second quicker (despite identical horsepower ratings of 375), but it's beyond enough for anyone in the real world. Imagine it in a different color, and the beauty inside and out is a smashing and winning combination for the G80. Luxurious in the truest and most classic sense of the word, this is rolling opulence that steers clear of modern vulgarity. The deal sealer for me is the fact the Genesis G80 still wants to be a car, and one that is a joy to drive and indulge in its relatively fluid and dynamic operation. BMW wishes its normal cars still drove this well, but their leaning ever and ever to their 'market research' which tells them rich people want muted experiences. Thank you, Genesis, for continuing to be you and filling that niche left vacant by others; A luxury car that's both a delight to simply be in, and also to drive. It's not the relative bargain it once was, but even at the same price as a BMW 540i or Mercedes E450, the Genesis is not only the more exclusive choice these days, but likely the choice that will also bring more smiles to you and your passengers on each journey. 2025 Genesis G80 3.5T AWD Sport Prestige As-tested price: $79,780 Pros: Amazing interior; Great dynamics; Pretty shape Cons: That paint. Intrusive safety features Thank you for reading our 2025 Genesis G80 review. If you like The Road Beat's unfiltered and honest takes on cars, please subscribe to never miss an article. All photography in collaboration with mitchellweitzmanphoto.com .

The Civic Type R returns. It's mostly magnificent 2023 Honda Civic FL5 Type R review with The Road Beat Words and pictures by Mitchell Weitzman What is it? It's not every day you find yourself with the keys to one of the most eagerly-anticipated cars of the year. Heck, this might be one of the most hyped cars of the decade. Yes, it may be called a Honda Civic, but this is no ordinary commuter. A few years back, America was finally treated to the Type R treatment of the mainstream Civic, a recipe previously reserved for more appreciative parts of the world apparently - Who in America wants a performance front-wheel drive car when you can have a Dodge Challenger with a Hemi V8? I never drove the former FK8 model, but it was met with glowing praise from the motoring press, apart from the science-experiment-gone-wrong styling. Whereas other performance vehicles are going the way of the dodo, Honda has given us a new generation that looks positively awesome in person and promises an even better driving experience full of the thrills we crave. This 2023 Civic Type R (chassis-designation FL5) carries an MSRP of $44,385 as-tested and it's the car I'd buy for a sporting machine under $50K. I was hardly surprised to find that I liked it, but by how much was what I was not prepared for. What I liked Honda made news when journalists (that didn't include me :/) were treated to passenger laps in the new Type R in Texas, driven by none other than Formula 1 Double-World Champion Max Verstappen. Honestly, the Type R is so good at being a sports car, it does seem to be something designed and engineered by those who are both good at driving, and those who love driving; I can't imagine Max having had a single complaint about the dynamics and ability on track in his outing. Performance concerned, Type R strikes a righteous balance of supplying what might be the perfect and correct amount of punch for street driving. While some modern sports cars have power that can only be exploited on a race track, the Civic here can be used almost fully on my favorite winding roads and in thrilling fashion. In reality, on public roads, only a skilled driver (with a death wish) in a new supercar would be able to walk away from the Type R, such is the speed and ability that is available here. 315 horsepower doesn't sound like much, but the huge swell of boosted, turbocharged torque provides mountainous strides and the 2-liter VTEC engine pulls hard all the way to the redline. What's a good speed comparison? It's only a smidge slower than my friend's 997 911 Carrera S. It's definitely quicker than my old Nissan 370Z, too. Blasts down stretches of my favorite detour to work were met with a combination of smiles, laughter, sweat. This is a vehicle you have to work for to get the most out of, and it's then you can readily appreciate the breadth and bandwidth of its emotion and capability. Involvement is what I seek in a performance car, and the Type R has no shortness of involvement. But, what makes it so good? I said it's plenty fast, but there's more: The chassis speaks to you much like the Matrix, though no plugs to your spine are required here. If you can think it, the Type R will most likely do it, such as is the focus and razor-like tenacity of the vehicle around you. Cornering is...I don't know what else to call it because it's nigh-on perfect; It just does it. Look where you want to go, think it, and then the Type R does and succeeds. Body roll is minimal, there's grip and grip for days from all four Michelin tires with no understeer, and just neutral, awe-inspiring handling. Some like to knock FWD platforms, but the Civic handles better than most AWD and RWD vehicles. Oh, and torque steer is basically nullified, too, except under heavy throttle and bumpy roads, in thanks to the well-engineered front limited-slip differential. Coming through and out of a corner, you can be brutal on the throttle. Even if you're trying to initiate understeer on purpose, the inside front wheel just seems to pull you right through like on a zip line, holding your line right to the edge of where you want to be. The wheel will give some wriggles as the tires dig into the pavement, but it's useful information and feedback of your levels of traction. Also of note are the wide 265 Michelin tires at all four corners that signify its intent and pursuit of performance. Brakes work like they should, and the transmission has such a delightful and positive shift action. While maybe not quite as good as the S2000's precision instrument of the prior century that could double as a surgeon's tool during heart surgery, it's one of the best shifters in any new car today. So good, it's leagues better than any BMW manual shifter ever , better than any VW Golf GTI shifter, and almost on par with Porsche's prestigious six-speed manual. There is an auto-blipper for matching revs on downshifts, but it operates so smoothly in the background I actually enjoyed it. I even found myself heel-toeing with it, which is redundant perhaps, but who says you can't do that? You can also turn it off via settings, but I just left it on as it didn't hurt the experience one bit. You might notice the interior looks like a crime scene with all the red fabric (to each their own), but the highlight is the fantastic front seats. They fit my slim frame perfectly and are padded such as to be superbly comfortable in normal driving. This is the rare seat that provides superlative lateral support, like a proper race seat, while also being comfy on the daily. Gosh they're good, and really help and contribute to the driver-car connection with a desirable driving position to boot with your controls in all the right places, something Radiohead would be proud of. The rest of the inside follows the general design of the new Civic, with the Type R being based once again on the Civic Hatchback variant, meaning abundant and practical space in the rear as well as trunk space. The quality of some materials do lack compared to the more luxury-aimed Touring model in the Civic lineup, but it still has the same leap forward overall compared to past models, with softer and more elegant styling and improved materials everywhere. I like the simplistic industrial design inside that complements the tone of this model's maturity (mature design, but the dynamics are properly rowdy). Ergonomics make sense, and I like how the digital dash reverts to one akin to the classic S2000 rev counter when R mode is engaged. There's also shift lights which I enjoyed seeing light up. In normal driving, the Civic Type R is ruthlessly easy to drive, with an effortless clutch action and superb shifter. But also, when on the highway in the comfort settings, the ride quality is surprisingly compliant and the road noise is actually not miserable. I would be happy to drive the Type R miles on end to a distant track day, with full confidence that I would be fresh and limber upon arrival. And for commuting, when driven gingerly, I averaged a commendable 27 MPG. On long highway stretches, expect to see just over 30 MPG even. Another small detail I enjoyed was the fact that, at night, the buttons on the door illuminate with the rest of the cabin upon entry. This makes it very easy to see all the controls and locate the unlock button to allow passengers in. So, so many other vehicles (even some quite expensive cars) remain dark here - until the vehicle is started that is - and it can be frustrating in the night. What can be improved I do love this car, yet there are items that I didn't like. For a vehicle that handles and corners so serenely, the suspension is just far too firm on less than ideal roads. R mode is actually unusable on many roads because mid-corner bumps are met with a flying sensation, pounding into them with such authority it feels like you're actually just jumping over them. On smooth surfaces, have at it - it's great - yet the bumpy roads around me were not meant for R mode. Even after customizing the individual mode to the softest suspension, I still found the pounding just too harsh at times, mostly noticeable again over mid-corner bumps causing a pounding and skipping sensation. However, as disconcerting as it may be, it does not little to diminish confidence as the Type R relentlessly holds it line to the edge of the world. So, it does less to impact actual ability rather than mostly affecting comfort here. Smooth highway cruising is wonderful, but when at speed and with a suspension loaded and goaded, be warned. It makes me question whether aftermarket suspension companies might make coilovers that are actually softer than stock for those seeking everyday compliance. For several days I found the navigation to be stuck near Las Vegas, whereas I live in Northern California. Responses of the infotainment on the whole were laughable during this period, but then one day it decided to snap back to consciousness. Weird. At least this daze passed and resumed normality eventually. Focusing more on the interior, the driver seat had some creaking to it, to the point where I would take it the dealer and ask for a warranty fix. In fact, following this test, a dealer did fix the creaking, so problem averted luckily thanks to Honda. The passenger seat never creaked, so maybe it's just a fluke on this example that is subject to test-fleet abuse. Also of note was the grab interior on the inside of the driver door. Each time I grasped the large handle to shut the door, it felt like the handle or the door panel was loose and not totally connected to the door, and you could even hear a slight clunking to it. Honda build quality is typically foolproof, so I'll let both these issues down to dumb and bad luck. So I wouldn't let this be a concern, but I noticed it and therefore am obliged to report. Steering can be subjective due to preference, but I found the electric power steering of the Civic Type R to be a mixed bag. I actually preferred the steering in its standard light mode, where I found it to be the most responsive and with the best on-center feel. The two heavier settings increase the weighting dramatically, but do not bring any increases in feel, making it more artificial. I guess it can help make the car feel less twitchy, but the heaviest steering adjustment also brings a lacking on-center feel. What I mean by this is that, when driving totally straight in the heavy/R mode, the steering has a couple millimeters of play in it, as is normal in most cars. But this play is light in weight, and then there's this micro threshold where it becomes heavy, giving an impression of there being a delay almost in response rate. It's less noticeable in quickened driving with lots of transitions between turns, but that on-center feel is compromised enough where I chose to leave the steering in its standard low-effort setting in my own personalized Individual mode, as it brought a confident consistency to the controls. Is it worth it? At its retail price of $44,385, yes. Oh yes. There are other FWD performance hatches and saloons with similar levels of performance for less, like the Hyundai Elantra N or Golf GTI, but neither gives the sensation and theatre of a Type R. This car is so sweet right out of the box, it's like a fine tea brewed to perfection. You could go further north and fork over an additional few grand for a Golf R, but the Type R is so much more involving and fun to drive. A Golf R is grown-up and mature, sure, but it's boring. I drove one and had little fun behind the wheel despite the capabilities being similar. Compared to pony and muscle cars, the Type R gives me the focused and resolute thrills that I crave with its unmatched precision. In the over $50K range, a Camaro SS 1LE is still probably the driver's choice or a GR Supra 3.0 with its new manual option. Is the hype real? Yeah, the Civic Type R was frankly pretty dang incredible; I loved each and every drive. The interior noises I heard did annoy me, but they did little to diminish the experience. In an age where most all modern cars can be fast, experience is as important as any aspect, and the Type R delivers. I can't wait to drive another and see how it behaves on a racetrack, and I do expect the new Type R to become a firm fixture at track days like the outgoing FK8 model. The FL5 Type R will likely join the ranks of the all-time hot hatch greats, among which usually include such giants as the legendary Renaultsport Megane R26.R (that never came to the States). It's expensive for a Civic, costing the same as a 2.0 GR Supra even, but the Type R reigns supreme even at this price when it comes to the thrill of driving. 2023 Honda Civic Type R As-tested price: $44,385 Pros: Outstanding experience and performance Cons: Harsh ride; Expensive (for a Civic) Thanks for reading our 2023 Honda Civic FL5 Type R review from The Road Beat. Photos by Mitchellweitzmanphoto.com .

A new entry from brand Nilu27, their take on the modern analog hypercar A new V12 hypercar from Nilu27 Words and pictures by Mitchell Weitzman On a beautiful summer's day during Monterey Car Week, the 18th hole of Pebble Beach was home to the launch of the Nilu hypercar from Nilu27. Founded by designer Sasha Selipanov, Nilu27 is defying modern convention. Forgoing turbocharged trickery or electric propulsion that is in the favor of established rival brands, the former Koenigsegg designer's new Nilu hypercar is a start throwback, a compilation of greatest hits that cumulatively account for an all-new and unique entry for millionaires to choose from. If it doesn't have your attention yet, this will do the trick: Manual transmission. Naturally aspirated V12 engine. 1,070 horsepower, at 11,000 RPM. 2,646 pounds dry. Those are some attention-grabbing specifications, let alone ambitious, but what can be said so far is that, for such a fresh company, the product on display at Pebble Beach was exquisitely and expertly crafted and looks much like a finished product, not the typical vaporware from other start-up brands. Now, some of the specs might remind of the Gordon Murray Automotive T.50, and you'd be correct in that. Yet after seeing both in-person, as far as where shear physical appearance and presence are concerned, the Nilu makes the GMA look like a slice of generic white bread thanks to the tasteful drama infused in all extremities. Plus, Mr. Selipanov is no stranger to hypercars, having a storied history of success for Swedish brand Koenigsegg, while he also is credited with styling the Lamborghini Huracan and Bugatti Chiron. With such heavy hitters on his resume, it's easy to want to believe in his ambition. And while the first released press photos made the Nilu (the car is named the Nilu, the brand is called Nilu27 fyi) appeared a bit too Hot Wheels for my taste, the finished result in the flesh is nothing short of breathtaking, with all the details and emotion that a supercar and hypercar are deserving of. The V12 also features exhaust above the heads and block, earning its recognition as a 'hot vee,' and the exhaust work itself looks like an art installation. For those wondering what the heck Nilu27 even means, Nilu is an amalgamation of Mr. Selipanov's daughters, Nice and Lucia, and 27 was the number of the late Scuderia Ferrari driver Gilles Villeneuve, considered by many to have been among the most talented and gifted racing drivers ever. Time will tell if Nilu27 and the Nilu hypercar will be a success, but after early first-hand impressions, it's hard not to outwardly root for and believe in their ambitions. See more at: Nilu27.com

Cadillac Opulent Velocity Concept Photos by Mitchell Weitzman Cadillac unveiled yet another electric vehicle concept this summer at the 2024 edition of The Quail, A Motorsports Gathering, in scenic Carmel Valley. As part of the yearly tradition known as Monterey Car Week, The Quail has become a hot spot in recent unveils for automakers and coachbuilders to show off their latest and greatest to the most affluent of car show goers. Dubbed the Opulent Velocity, this is a Cadillac unlike any other, though it is strictly a concept for now. Following the Sollei droptop concept reveal from earlier this year, the Cadillac Opulent Velocity throws out all preconceptions of the historic American brand in favor of a striking and futuristic design that looks straight out of Blade Runner . Of course it's all electric, and the interior is hugely spacious if also barren in a less-is-more aesthetic; Can't say the seats look very, er, comfortable. Regardless what you think of this concept, props are due to Cadillac for delivering a concept well out of their typical comfort zone, one where a Cadillac badge would be among the last you'd expect to find adorned on its nose. To read more and the official press release from Cadillac, see the following link . #cadillacopulentvelocity #cadillacconcept

This luxurious hybrid SUV is undone by needlessly complicated features 2024 Lexus RX 450h+ Luxury review by The Road Beat Words and pictures: Mitchell Weitzman With already plenty already written about Lexus' ability to make even the most mundane tasks frustrated, I'm frankly tired of going on about the shortcomings in the new batch of refreshed Lexus models. The fact is the cars themselves are so uninteresting, no doubt on purpose, that there isn't much else to be said about them beside complaints. This expensive SUV, a $75,755 drain on your account, might be a well-made and quality product, but it lacks the charm and moves needed at this price point against ever-impressive and increasingly captivating rivals. Strengths This is a properly luxurious car, with the term Luxury being an actual trim name for this specific RX. Lots of leather and soft-touch materials make up the cabin, and there's attractive wood adorning the steering wheel that does well to not appear dated. This is not an exciting appearing interior, but it's definitely a luxurious one at least, and that's very comfortable and hospitable. Even the back seat space isn't too cramped for longer travels for what is technically considered as a relatively 'compact' SUV. This hybrid powertrain delivers 304 total system horsepower and is the same unit you'll find in a Toyota RAV4 Prime. Power is enough for the class, but with the added weight the Lexus' luxurious nature brings, performance is less compelling than it is in the surprisingly quick Toyota. The real highlight, though, is the thriftiness of this hybrid, averaging 28 MPG during my week of driving. While that may fall significantly below the EPA estimate of 35 by a considerable 20%, as many hybrids do, 28 MPG puts it right to the top of the class when it comes to efficiency and is one of the most efficient luxury SUVs without going fully electric. Weaknesses With a focus on soft luxury, the RX is floaty-boaty when it comes to handling and dynamics. Okay, so it has no sporting intention (and neither does its customers), but Genesis can make an SUV both comfortable and compelling to drive, so why can't Lexus? I still dislike the weird exterior door handles that are not actually moving handles, but which then makes them pointless to still have such bulbous elements on the exterior. Further, the parking brake button inside is too small and weirdly stiff to press. There's now the usual array of too-many-buttons on the steering wheel, and they actually activate via the head-up display, making it more confusing than it should be and creates more problems than solves. Read my RX 500h Performance review here There are some electronic annoyances, too, like an alarm that goes off each time the car thinks you've left something behind in the rear seat. I say 'think' because half the time that the warning went off, I hadn't actually left anything in it; This is normal behavior for most new Lexus and Toyota models now. There's also the weird fact that this RX 450h+ is more expensive than the (relatively) performance-oriented RX 500h by about $5,000. There's no obvious discernable quality difference here, except this 450 is even lazier in handling and has less power. Why would you pay more for that? A new gadget (and gigantically annoying) implemented in new Lexus is this active driving assistant that means the radar cruise control is basically on all the time,. Even if you're not using cruise control, the Lexus will slow you down if it thinks you're approaching a car too quickly. In practice, it's dreadful and had me fighting it by applying throttle to keep up and defeat the automatically-insisted braking when on a variety of roads - and I wasn't even that close following another car. Luckily you can turn that feature off, and good riddance once dismissed. Does Lexus really think that little of their drivers and customers? That they can't pay an ounce of attention when behind the wheel? There's also an default alarm that sounds each time it thinks you're distracted, such as looking at street signs, or looking over toward pedestrians so that you don't mow them down like a bowling pins. A luxurious cruiser at heart While the RX 450h+ Luxury is built to a high and quality standard and is as comfortable and cushy as a Lexus can be, it's sadly very boring to drive and the switchgear and electronics are compromised to a sometimes frustrating degree. The gas mileage is at least highly impressive, but even as a luxury car, it lacks the 'wow' factor that other rivals have. Upgrading from an older Lexus will likely be met with applause, but if you shop other competing models, it's likely you won't venture back to the Lexus dealer. 2024 Lexus RX 450h+ Price as-tested: 75,755 Pros: Luxuriously crafted cabin; Great mileage Cons: Complicated functionality; Expensive for a Lexus

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

The Genesis G70 remains a top pick for drivers and those seeking enthusiast thrills 2024 Genesis G70 2.5T review by The Road Beat Words and pictures: Mitchell Weitzman If you have somehow (still) not noticed the brand Genesis and the rather fabulous cars their making, it's about time your radar is set to high alert. Over two since I last drove a G70, this most recent example, even with the basic 2.5L four-cylinder engine, serves as a reminder of just how good this luxury sport sedan truly is. I honestly don't know what else you can ask or hope for in this car, as the $46,950 sticker price on this tester seals the deal with a convincing right hook knockout you didn't anticipate. Why on earth aren't these G70s simply everywhere by now? I can't think of any valid reason. Until I read the window sticker, I thought this Sport Prestige-equipped trim level G70 would have cost somewhere in the mid fifties. The fact that I would have easily believed a price of such ambition should tell you enough on its own. In an age where a V6 Toyota Camry can cost forty-large, this is simply unreal in terms of how much quality and luxury you can have below fifty grand. What's increasingly bewildering is when you compare the equipment and adornments here to what German competitors offer at a similar price, because you won't be getting much at this cost if buying a comparable new Audi, BMW, or Mercedes-Benz. I don't even care if the seats aren't actually leather here, as the leatherette that Genesis uses in this striking red Sevilla interior is nicer than the real cow hide in other cars. This is a car that oozes class, sophistication, and style from any angle, inside or out. I'm a fan of how Genesis is refining their design language across their entire range, and instead of being some sort of copycat, the G70 now has its own unique and alluring look. If the outside doesn't convince enough (somehow), you'll be won over upon opening the doors and the properly luxurious cabin reveals itself. Not just stylish, all the controls and touch points tell the story of a car with a considerably higher asking price. It's simple yet modern, with great use of metallic surfaces to tie the room together. Even the buttons feel good to use, even if they're not the Swarovski-grade items in the G90 ultra-luxury sedan Genesis also sells. Worth noting is how clean it all looks, too, with nothing appearing out of place and simple, easy to use controls. There are some quirks, though, like doors that close on you all too easily if you're on the slightest slope. I also found I had to pull the door shut hard to properly close all the way; Having to nearly slam your door shut isn't exactly a glamourous nor luxurious point of entry. And for a modern, brand new product, the front USB connector ahead of the shifter is the old Type A connector and not the new Type C cables that most all new phones utilize and ship with. Also worth mentioning is the back seat that is a little more snug than rival sedans when it comes to leg room. Kids will be fine, but adults might not be too keen to spend much time back there. This alone might actually be the greatest single fault of the G70 unfortunately, and those wanting increased room might be better off with their larger G80 or a different make. Those character flaws aside, the real magic of the Genesis is not in its style or flashy cabin, but how this car navigates the bends. Possessing a prowess and mastery of its craft that serves as a callback to the greatest hits from Bavaria, if you miss that older feel of BMWs from 20 and 30 years ago, Genesis just might be calling your name. It's a shame most prospective owners won't ever treat their G70 as a sports car, but the simple matter of the fact is that you most definitely can. The balance is sweet, with this RWD example yielding natural results and minimal understeer when adhesion becomes thin. Composure remains high in fervent driving, showing excellent control of its mass in all directions. The steering has just about perfect everyday weight and responses, allowing for increasing confidence to just turn the wheel and go where you please; This really reminds me of E46 and E90 BMWs and their organic behavior. There's body roll, sure, because the ride still has some pliancy, though it is definitely on the firmer side given its sporting intent, but it's how fluid the G70 feels in operation that really earns its praises. So many modern cars feel absolutely dead, and the Genesis is a car that actually encourages and enjoys being driven hard. Inert this is not, and the G70 is a bullseye as a reincarnation of the luxury sport sedan proper. Four cylinders will never compare to six, but this base engine is plenty potent with its 300 horsepower and 311 lb-ft, that's actually 20 additional horsepowers compared to last year's model. 0-60 MPH isn't particularly blazing at 5.7 seconds, but the delivery is strong from anywhere in the rev range, and the eight-speed automatic does a good job at keeping you where you need to be and without endless hunting due to the strong low-end pop. If you want proper blazing, there's still the V6 version with its 65-horsepower increase. What I did find surprising was how thirsty this Genesis is, or rather, its lack of thirst. Over a week together, I averaged a stupendous 28 MPG in my daily driving and errands. On the highway, you can expect to see 35 MPG even when cruising on level ground, pretty dang impressive considering the relative performance available. Downsides? The engine is a little loud and clattery at idle, but sounds decent enough under load at least. Look, there's no way of hiding how charmed I was by the G70. This is a car that's enjoyable to be in and drive due to its comfort and lavish interior, and an enthusiastic driving demeanor. I'm still nearly in disbelief of the asking price, because at $46,950, it's kind of a steal for what this delivers. For easy comparison, a BMW 330i has a starting price that's only a solitary $1,000 less, but yes, that's without a single option fitted, and you know how Germans like to price gouge when it comes to options. Considering how well-equipped this G70 is, how well it drives, and how well priced it is, Genesis' G70 comes highly recommended. 2024 Genesis G70 2.5T Sport Prestige As-tested price: $46,950 Pros: Style; Luxury cabin, Fun to drive Cons: Snug rear legroom

Some fussy controls blight the stylish and luxurious 35 MPG NX 350h 2024 Lexus NX 350h review with The Road Beat Words and pictures by Mitchell Weitzman Undeniably pretty, the Lexus NX is also a mainstream luxury crossover with a surprising amount of quirks and character to it. Unfortunately for its own sake, these are not quirks for the better. Even despite some problematic controls, the NX is a beautifully finished, styled, luxurious, and crazy efficient when equipped as a hybrid like so. In fact, the gas mileage is so good, you might be left wondering why to even bother with a fully-electric vehicle. Spoiler, it gets 34 MPG overall . Gone are the days of the awkwardly placed 'Predator' face (yes, like the movie villain - or hero to some - Predator ), and in it's place is, well, still a Predator grille, butt it just works now oddly enough. Predicting Lexus to come through with some of the best styling of cars in the 2020s was not on my bingo card 10 years ago. With tightly wrapped panels tapering to its nose, what once was ugly is brilliantly attractive now thanks to constant refining every few years, with proportions and angles massaged into sharp cohesion. Besides the also beautiful Genesis GV70, this is probably the most aesthetically pleasing crossover on sale today. And when it comes to luxury products, looks do matter. Though people are actively still buying BMW 7-Series, so what do I know. Inside is the expected level of quality and luxury one would expect from Lexus, with exquisite finishing and no rattles whatsoever in daily operation. It's appropriately quiet and comfortable to boot, too, and I like the size of the NX, bearing enough space for most rear passengers and has a usable, if modest, cargo storage. However, it's the luxury that has likely inspired the electronic gimmickry presented here that follows. Confidently I can say that it wasn't just me that as left cold by its odd exterior and interior door actuators, but several passengers commented on it as well. On the surface, there's an exterior door handle that looks like a regular door handle, only it doesn't move, instead just sensing your hand being placed around it. Though, despite not being actual, moving mechanical door handles like we're used to, they're excessively bulky and cumbersome items visually and lack confidence in use. Look, if you're going to try and reinvent entry into a car, don't take the common practice and make it worse. Why have those big handles at all? And inside, there's a push button release that's puzzling to say the least because the doors don't naturally pop out enough upon release couple with a lack of any mechanical feedback. Placed next to the release button is a backup lever, almost as if Lexus knew people would prefer that method. In 2005, Chevrolet introduced push-button items as a means of exit in their then-new C6 Corvette, and nearly 20 years later, these buttons are just plain worse to use. The quirks extend to the heads-up display where unlabeled steering wheel switches operate your common controls in the HUD, such as operating cruise control and skipping to the next song on the Mark Levinson stereo. To engage in their lousy functioning, you have to first rest your finger on the buttons to even bring up the digital menu ahead of you, and then there's even a 'more' button to see all your options. The idea that this is less distracting is a fallacy, as it's only needlessly complicated and requires a too-steep learning curve. Again, reinventing something simple by making it harder. If people start having crashes in their NX because they're too busy trying to figure out the cruise control, I would not be surprised. Also worth mentioning is the difficulty of even seeing the HUD if you wear polarized sunglasses like myself, which in certain lighting conditions, will become completely invisible and thus inoperable. At least this otherwise mainstream product has some real character to it, even if that character is represented by quirky, but real-world inconveniences. Still, it's nice to see some different thinking; it's just the wrong thinking in this instance. These issues don't take away form the fact that the NX 350h is a very pleasant car to get in each and every day and drive. Though I was left literally cold and curious why this particular example didn't have a heated steering wheel in a rather frigid California December, but this is a nice car and environment to be in. Plus, I rather like red interiors. That said, the piano black trim pieces are prone to smudges and the emergency brake button is oddly small and can be difficult to press unless you touch the very edge of it. Get it out on the road, and you'll find the steering is nicely judged and accurate, making for confident placement on the road. The chassis might lack enthusiasm and motivation for cornering, but it does at least have decent composure when carrying speed above the suggested velocity signage in turns. It's unfortunate that something that looks so sharp and tightly wrapped possesses no sporting inclination, but it at least does a great job for the everyday commute. If you want a driver's luxury crossover, you'll want to look elsewhere, specifically the Genesis GV70, but a GV70 can't deliver over 30 MPG like this Lexus can. Which yes, back to that power unit: it's a 2.5L four-cylinder mated to a three electric motor hybrid system for 240 total modest horsepower. As a result, pace is not it's forte, needing almost eight seconds to do 0-60 MPH, and the combustion engine is a bit coarse and loud when wound up. When it comes to transitioning between electric propulsion and hybrid combustion, it's smooth in operation without any hiccups and is a clear class leader for hybrid tech and implementation. Like other testers have commented, though, I did notice the brakes took some acclimation at slow speeds, where some of the hybrid regenerative braking can be unpredictable when slowing for stop signs, where the use the actual actual brake pedal is needed for the final slowing effort. Not a problem per se, rather just some character. Lexus has done the unpredictable by giving a strangely quirky car in a highly mainstream and competitive segment. Quirks can be welcome, but I found myself mostly annoyed by the quirks in the NX 350h. If you can greet its characterful gimmicks with open arms, then it's a spectacularly efficient hybrid with a predictably luxury flair and quality inside. Not many cars of this size can average nearly 35 MPG, offering an orderly option as an alternative to the rise of fully-electric vehicles. And besides, this Lexus at $56,430 is a heck of a lot more luxurious than what a similarly priced EV would provide. 2024 Lexus NX 350h Luxury AWD Price as-tested: $56,430 Pros: Tight looks; Luxe interior; Exceptional MPG Cons: Weird electronic controls

This highly affordable city box has style that outreaches its price. 2024 Hyundai Venue Limited review with The Road Beat Words and pictures by Mitchell Weitzman $24,595. With destination charges. As so many cars fall victim to the creeping effects of inflation, it's comforting that Hyundai's Venue, even in its top Limited form, still can be bought for under $25K. And quite frankly, this car has so much more style and character than what this price buys you in Toyota-land, because that's only going to get you a barrel-bottom Corolla these days, and you don't want a barrel-bottom Corolla. Starting from its entry point of just around $21,000, the Venue is a winner for being among the most affordable new cars on sale today. If there's one area where the Venue seriously struggles, it's highway cruising. 121 horsepower is never going to win you any races, except maybe against a 20-year-old Prius, but the lack of power becomes increasingly apparent at highway speeds, especially uphill. Around town and in a city environment, the Venue excels with plentiful and practical perkiness thanks to an eager throttle pedal. As aerodynamic and rolling resistance rise, though, like when trying to pass on a highway, you do need to be careful in planning out your maneuvers. It's not a huge hindrance among daily commuting, but the lack of speed is something to be aware of. Even climbing 10% grades on the freeway requires the continuously variable transmission to reach for 4,000 RPM of poke just to maintain 70 MPH. And because it's a little four-cylinder, it's a trashy racket when wound up, which happens often. At least this is not unique to the Venue, as many other cars in this price bracket all suffer the exact same issue. Like I said, as a city car in urban environs, it's delightful! As for gas mileage, it's good at the 29 MPG overall I averaged, but I also hoped for considerably more given how slow this engine is; perhaps it's constantly being worked too hard. Speaking of driving in the tight confines of a modern, busy city, the Venue is splendidly tiny and makes navigating through congested areas a breeze, not to mention an aptitude for fitting into a plethora of parking spots. At only 159-inches long, it's positively diminutive, yet it's surprisingly spacious on the inside. As the driver, I was always comfortable, as most new cars can provide, but even throwing some adult passengers in the rear seats for short drives, they were fine, not particularly happy as if they were being chauffeured in a Mercedes-Benz S-Class, but gratefully fine. The cargo storage arears also has ample space for most grocery shopping. While it may be subject to a shrink ray outside, the Venue does take advantage of its boxy shape to maximize interior volume, and it's airy interior design inside helps further strengthen that feeling. Despite costing so little, all Venues are well-equipped with safety and tech features, and this Limited trim was missing absolutely nothing besides that of a heated steering wheel. The 8-inch touchscreen is easy to use and navigate through, there's Apple CarPlay (though it does require a wired connection), blind spot monitoring, a decent rearview camera, collision avoidance, lane keeping assist, and bright LED headlights even. Like, this is a really well-equipped car and value proposition for having, relatively, all the bells and whistles most drivers could ever want in 2024. I will say that in light of the roominess and the options available, it's not luxurious in any way, with hard plastics used abundantly. But, at least it does give the impression of sturdiness in overall feel on all the touch points, and the steering wheel feels great in the hands. Unleash (in relative terms again) the Venue on some corners, and the shrunken footprint and lack of weight pays dividends in creating a playful and fun attitude. Even at moderate speeds, the Venue enjoys being tossed around aggressively and copes decently well with a balanced and light-on-its-feet feeling. The steering is subject to more vibrations and knocks through the wheel, but I rather like that element of it feeling, well maybe not alive, but just not dead . If Hyundai were to subject the Venue to the N treatment, with 200 horsepower and a manual gearbox and a honed chassis, this could be the bones of a sensational micro hot hatch. This is a slow car, but it's rather fun to wind out and extract the performance it can offer, and it seems like the Venue enjoys doing so as well. I first sampled the Venue four years ago and liked our time together. Fast forward an election cycle, and I still found the same positives to be present. This is not the dream car of really anybody, but as far as being one of the cheapest new cars you can buy today in America, you could very well do much worse. With lots of safety features for today's newer and seasoned drivers, and consider Hyundai's 10 year 100,000 mile powertrain warranty for the original purchaser, and this is a seriously good value proposition. Honesty is something that is becoming all too rare in modern times, and the Venue is an affordably honest and earnest form or transit. 2024 Hyundai Venue Limited 'Denim' Price as-tested: $24,595 Pros: Attractive design; Fun demeanor Cons: Slow and loud engine; Lots of hard interior plastics

This CX-50 Meridian Edition reinforces and diversifies the CX-50's perch on the throne 2024 Mazda CX-50 Meridian review by The Road Beat Words and pictures: Mitchell Weitzman For the money, Mazda's CX-50 is the best driving everyday crossover. While the price is very much not premium, the CX-50 does a brilliant job in still providing a premium experience; Toyotas are dour and dreary in comparison when the CX-50 exists. The Meridian is more or less a style and appearance package for the majority of consumers, but it's a utilitarian look that will appeal to those who have only ever considered Subaru in the past. In all frankness, some of the inclusions of the Meridian actually make it worse for me, but this is an achingly good car despite some minor annoyances. What do you mean by annoyances? Mazda is the bread winner now when it comes to beeps and bongs galore, blaring like an alarm for any reason possible. Door locks are odd, too, unable to unlock an exterior door while the engine is running, even with the key right in your pocket or by pressing the buttons on the remote, not to mention the outside door handles feeling too hollow in operation. Some of the infotainment can be annoying and is reliant on you setting up favorites/presets, which is not just recommended but mandatory with its operation. Gas mileage could some improvements, drinking gas to the tune of 22 miles for every gallon, which is worse than the larger and more powerful CX-90 even. You might also have noticed the aggressive, all-terrain tires this Mazda is wearing, and while they do lend a hand to off-roading ability, they do lessen efficiency. And while the roof rack looks cool on here, it creates a vortex of wind noise. Oh well, we can't all be perfect. Pros? Many, chiefly the swell driving dynamics of this attractive, AWD crossover. With talkative and direct steering, the CX-50 has the bones of an enthusiast's car. In other words, it's easy to tell this comes from the same people that make the MX-5. Despite such accomplished control over its chassis and eagerness for corners, the ride quality is never uncomfortable either. There's few other ways of saying this: the CX-50 drives sweet . And this is done despite having an 'archaic' live rear axle, which gives it extra towing capacity (3,500 pounds here) over its CX-5 stablemate and other chief rivals. Even with its older rear suspension layout and those tires that give up grip in exchange for off-road performance, the CX-50 handles possessively well and runs rings around its direct competitors. Paired to that tight chassis is a turbocharged, 2.5L inline-four that makes 227 horsepower on regular 87, but can churn out 30 more if you fill up with premium. Torque is a towering 310 lb-ft, making this a highly flexible and satisfying mill in daily driving. 0-60 MPH also blitzes most all other contemporaries, taking a shade over six seconds. Yeah, it's thirsty, but the power is fun and the CX-50 has the handling to utilize and take advantage of its inherent pace. I do, however, wish the six-speed automatic were both quicker shifting and had two additional gears, which would hasten it further and likely improve the fuel economy. What many will find unexpected is the relative luxury of its interior. Sumptuous leather and other soft-touch materials adorn the cabin and makes for a classy and hospitable environment. Again, think your RAV4 is nice? It's a dungeon compared to the Mazda. Granted, this does bring another point of concern: price. At $44,010 as-tested, I wouldn't exactly call it affordable, but given the luxurious nature and gifted dynamics, you could go so far as to call it decent value if you compare it more to the glamor end of the market, like Mercedes and BMW. Would I recommend the Meridian Package? Only if you live in a climate that frequently gets snow or mud, as that's where those all-terrain tires will pay dividends. But for the most of us, the Meridian sacrifices function for form, and especially the (optional) noisy roof rack above. If you care about driving and want a modern and quality cabin, any flavor of CX-50 ought to be at the top of your shopping list for consideration. Comparison to CX-5 You might be wondering what the differences are between this new CX-50 and the older CX-5. Don't worry, you're likely not alone. The CX-50 is longer, wider, and lower by a couple inches in each direction for better looks, but apart from the exterior, they are difficult to tell apart. Both have luxurious interiors, the same engines, same deft handling properties (despite the CX-5 having independent rear suspension and the CX-50 missing this modernity), but the CX-50 can tow 3,500 pounds vs 2,000 pounds thanks to that stronger rear end. Further, the CX-50 has increased versatility thanks to its subtle capabilities when you venture off fresh pavement. After trying both in close proximity, I would lean to the newer CX-50 without a doubt, if anything for just the looks alone. 2024 Mazda CX-50 Turbo Meridian Edition As-teste price: $44,010 Pros: Nice interior and excellent performance/dynamics Cons: Not the most spacious; Power requires fuel unfortunately

This attractive sports sedan is less sport than its moniker suggests, but makes a capable grand tourer minus some frustrating electronics 2024 Acura TLX Type S review by The Road Beat Words and pictures: Mitchell Weitzman If you're thinking this is some kind of cut-price BMW M3, then walk away now; It just ain't that. Sorry to be the bearer of bad news, but the reality is that, despite the same Type S nameplate bestowed on the fabulous new Integra Type S, or Acura legends of the past, this hopped-up TLX is more of a luxurious grand tourer. Now, that's no bad thing, but keep in the mind the expectation given by its appearance. Take that metaphorical and physical step back and then you can appreciate the talents this sedan does possess, but even then, it comes across as confused and made for an audience that might as well not exist in the first place. Questionable electronics only further diminish its point. Don't get me wrong, there are plenty of areas where the TLX Type S excels. For example, its 355-horsepower turbocharged V6 makes easy and convincing power. 0-60 MPH, aided by all-wheel drive grip, takes just 4.5 seconds. But, more importantly, this TLX feels properly quick through the gears. The noise isn't terrible either, with a grunty grumble even if it does sound a bit synthetic. Back off for long cruising and the TLX can nearly get 30 MPG on a level highway, and I even averaged 25 MPG overall during a week together. As mentioned prior, with the TLX Type S better suited to a grand touring role, you might be inclined that that implies some degree of comfort, and you'd be right; The crimson leather seats are highly accommodating over longer periods, the road and wind noise levels are low, and the suspension soaks up most imperfections well while retaining positive control. With the practicality of four doors and a large trunk for luggage, the TLX can be an excellent long-distance tourer. And, when you do want to venture down a winding canyon road, you can turn a knob to sport, take control of the transmission manually, give it some revs, and proceed at a great pace despite this model wearing modest all-season tires. If you want sticky summer rubber, it's an option, but an expensive one. Brakes works well and boast a strong pedal feel, with the binders working well to slow pace when needed. You know, this seems like a pretty good car, until it just kind of isn't. Where does the TLX lack? Well, as a sports sedan, it's never exactly involving, coming across as rather inert and without character. Performance cars are supposed to be fun as well, and the TLX Type S is missing that all-important ingredient. It's not like a similarly priced BMW 3-series offers any increase in the fun department, because it definitely does not, but a Genesis G70 V6 certainly does so, with a properly organic chassis and natural rear-wheel drive playfulness and balance. There's a similar theme here with so many new cars, and the TLX Type S falls victim to it like so many others; Performance without any soul. Effective, yes, but it's not far off from playing a video game. And I'm not referencing a fancy sim set-up featuring iRacing, but more like Forza using an Xbox controller. Another demerit comes against the 10-speed automatic transmission, which can at least reel off rapid full-throttle upshifts, but it's easily too lazy in all other circumstances. Downshifts, especially in spirited driving where you want to use a lower ratio to provide engine braking and help control the chassis and your speed, are particularly woeful, being too long and with free-wheeling pauses in-between downshifts. The less said about Acura's horrendous trackpad infotainment system the better, but I am obliged to tell you how awkward and finicky it is in actual use. Instead of really ever having to utilize it, I just left it on a single satellite radio station the entire time to avoid any such headaches. And then there's the adaptive cruise control, which is - and I do not think I'm underselling this - the worst cruise control of any new car I've driven. How can this be? I mean, it's cruise control, cars have had cruise control for over 30 years now, yet this is appallingly in application. The problem here is that, with so many gears, the TLX is constantly changing to different ratios. As a result, speed can be lost on uphill sections of freeway as the tall 10th gear bogs the engine down, thus necessitating a downshift and then a subsequent burst of acceleration to make up the lost speed. But that's not even the worst bit. Because, once the road transitions to a downward slope, the Acura has an inkling to go above your set speed, before harshly applying the brakes to slow you back down. And no, these weren't even steep hills where the car can naturally just coast out of control and gain speed on its own. No, these are downhill grades that would still require a slight amount of throttle to even maintain your speed. And what's the Acura TLX Type S do? Gain speed, and then brake to rein itself back in. On my continuously up and down section of freeway on my daily commute, I couldn't take it and just never used the cruise control; it was that bad and annoying. It's one thing for it to relax the throttle to coast back down to your set speed, but to actually brake and cause discomfort? Awful! Not to mention the safety implications, because there were multiple times the Acura sharply slowed down with cars behind me who probably were thinking, "who the heck is this idiot?" At initial glance and acquaintance, the cabin is a well-made luxury environment, but the more time spent in it, it has an aged design to it with overly large plastic buttons in the center that cheapen the atmosphere. In short, a Genesis G70 is a nicer place to be, and I would know because I only just tested one a couple weeks prior. Further, I think a Lexus IS has a higher quality to it. At least the red seats look pretty rad. Look, I don't hate this car, but the cruise control alone would be enough reason to never want one. There's another issue, and that's the just mentioned Lexus IS, because I'm not talking about a pedestrian IS 350, but rather the V8-powered IS 500. The IS 500 has a starting price as good as exactly the same as this TLX, but has a raucous and charismatic V8 with more power, and the neutral, involving handling that a well-balanced RWD sports sedan can give you. If you're looking for a fun sports sedan, that's the clear winner here, and you'd be mad to choose this TLX Type S over it any day of the week. Does the TLX Type S warrant any kind of recommendation? Maybe over an Audi S4, because at least this is somewhat interesting. This is an effective and practical car with aggressive looks, but it does little truly, truly well and misses out on the fun factor. Oh, and that cruise control is a nightmare. Did I forget to mention the cruise control? 2024 Acura TLX Type S As-tested price: $58,795 Pros: Good looks; Attractive price Cons: Not engaging enough; User interface; worst cruise control ever tested 2024 Acura TLX Type S review by the Road Beat. All photos by Mitchell Weitzman Photography.