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The first major Tacoma redesign in decades has yielded an advanced and different kind of Tacoma 2024 Toyota Tacoma TRD Off-Road review by The Road Beat Words and pictures: Mitchell Weitzman Toyota has finally redesigned the aging Tacoma pickup. Literally decades since the last major overhaul, the new Tacoma has an all-new look, engine, and (unfortunately) pricing, too, in a quest to modernize this segment stalwart of midsize trucks. Faithful fans of the Tacoma may hate it, such is the departure from past popular models, but there's now reason to legitimately recommend one, too. However, through its vast revamp, some of the charming character has sadly gone missing. For those counting their beans, this TRD Off-Road model was heavily-optioned and cost a shocking $54,748. Pricing is indeed scary on the all-new generation of Tacoma. While the starting price is still below well $40,000 for basic work transit, the desirable models have seen substantial increases in retail entry, with the top-dog Trailhunter and TRD Pro models now carrying sticker prices of, wait-for-it, over $65,000. Yes, a Tacoma can now cost over $70,000 after tax and license, not to mention the markups that dealers like to carry on the special models. These trucks sure are capable and carry an armament of impressive off-road kit, but a sticker price of $65,000, for a Tacoma? You've got to be kidding me. This particular Blue Crush example has a starting price of $42,900 before the $8,800 Premium package (SofTex heated and ventilated seats, 14" center display, JBL stereo, moon roof, power open and close tailgate), a$1,230 for a sway bar disconnect system, obligatory $1,495 destination fee, and a few other hundreds of dollars of random items creeps the price right up to below $55,000. Suddenly, 55 grand for this TRD Off-Road model seems like a good deal then, even if it itself has a clinically diagnosed case of sticker shock. This does beg the question: when did affordable Toyotas command such a premium? Granted, this is a significantly more capable edition than the prior model year TRD Off-Road, being more in-line with the old TRD Pro in terms of mud-running aptitude. Okay, pricing out of the way, let's talk about the big differences you'll notice and also not notice. The look is entirely new to the Tacoma lineup and is derived from the full-size Tundra pickup. However, the new design language easily fits the proportions of the Tacoma better, though the new edgy box motif certainly isn't as timeless as the impossibly cool Tacomas of old. Inside, the cabin is heavily improved in terms of technology and quality. No longer is this a bargain basement interior of a cheap, throwaway rental car, but rather a pretty decent place to be (and more premium than the nicest Honda Ridgeline I've tested in the past). The huge screen looks nice and is easy to use, there are also a multitude of sharp and helpful cameras that can show behind, above, and in front, and there were no rattles, even when pummeling a derelict gravel and washboard-textured backroad. The faux leather seats are made from a fine synthetic, even if the seats themselves are still too flat, though not nearly as close to resembling a slab of concrete like the back seats. An unexpected positive concerning the seats? Probably the most powerful and effect ventilated seats I've ever experienced. On a hot day, these are ones you can actually feel. Not devoid of disappointment, though, there are some flimsy bits such as the rotary controller for operating the electronically-controlled part-time 4WD system. It simply feels like a cheap toy and is too loose and fragile in operation; That definitely needs attention. I also didn't use the multi terrain selector because I got a warning proclaiming it to be unavailable for whatever reason. It wasn't necessary in my exploits, so didn't explore further why it would not engage. Another thing you may notice is the large footprint, further emphasized by the TRD Off-Roads lifted ride height and large 32-inch aggressive tires. On paper, it's barely any larger, maybe an inch longer and taller than past comparable double cab models, but it looks massive in due part to the chiseled and boxy bodywork that increases surface area, not to mention the tall hood. Visually, it looks bigger than ever, yet the back seat is still only really best suited to children. What you can't see is the addition of Toyota's 2.4L turbocharged inline-four engine, of which there is an option for a more potent (and costly) hybrid model. Paired with the newly-introduced eight-speed automatic transmission, the powertrain completely transforms the traditional Tacoma driving experience. Now (finally), you have a transmission that doesn't hunt for the correct ratio and is smart enough to know what gear you actually want, while offering quick and undetectable shifts. The engine has a wave of midrange torque that obliterates the old and weak V6 of past models. 0-60 MPH might not reveal the largest of changes, shaving off less than a second, but in the open world, having that access to power so much sooner has made for an intensely faster Tacoma in all practical and non-practical situations. Even as the standard engine option here (with no additional and instant hybrid assist), the throttle response is marvelously connected and largely devoid of turbo lag even. Well done, Toyota. Will it be as reliable as the legendary Toyota engines of the past? I certainly cannot speak for that aspect. Because there are two less cylinders, you might expect fuel economy to also be more attractive, and you would be right! However, I wished for larger gains in this area, with this model returning 19.5 MPG in my daily routine, or only marginally (about 2 MPG) better than the old model. Honda's Ridgeline still has a big V6, and that recently returned 22 MPG during my same testing routine...Less thirsty, but still thirsty then when it comes to Tacoma gas mileage. When pavement does run out, the Tacoma TRD Off-Road shows mountainous prowess. South of El Dorado Hills lies South Shingle Rd, a stretch of twisting asphalt that becomes strictly dirt for several miles, and is best suited to trucks and 4WD vehicles. Crawler enthusiasts have also carved out ruts and obstacles for their own enjoyment and practice, something I took advantage of. Look, it's easy to proclaim that a Corolla could cross this stretch of unfinished road, but you'll be doing at 5 MPH or less for fear of the car rattling and shaking itself to death while it shrieks and scrapes over the imperfect earth. The Tacoma? I was flying down at a fully-confident 30 MPH+ over washboard, buckling straight sections and the cabin and chassis were a bank vault; tight . 30 MPH might appear modest, but the giant cloud of dirt behind me would argue otherwise, and I didn't feel like subjecting a vehicle that isn't mine to the hard and natural speedbump-like divots in the dirt that you can't see until you're right on top of them. Advanced Bilstein dampers did a killer job absorbing and shrugging off the terrain like it wasn't even there, working so well that it begs a question of what the fancy (expensive) spool-valve Multimatic dampers in GM's AT4 and ZR.2 equivalent models are even for. I even went down some of the steep crawler trails, and the enhanced ride height and frontal clearance (note how the front bumper is sharply angled and fitted with a skid plate to aid ascending and descending) paid dividends to keep rolling without any contact or struggle, and these were sections that a new stock 4Runner would struggle with and scrape like crazy. You can also stay in 2WD for most areas and switch off the stability controls and have some RWD sliding fun in the dirt, helped by the prodigious and predictable turbocharged punch. If there's one aspect I didn't warm to, it's that the electric power steering is too light in this terrain and driving, which makes it easy to drive, but you do lose confidence, resistance, and feedback in places where you want all of that. Yes, it's wonderful off-road, which is fitting of a vehicle with off-road literally in its name. Maybe besides wanting extra ground clearance, or fitting 33" or even 35" tires on it, this is a completely stock vehicle you can comfortably take off-road just about anywhere, which is an amazing achievement for a series production Toyota. But, some of these accomplishments don't translate as well to the road. Lateral grip is low, which should be expected, but it's less than I had hoped, wallowing in corners that are taken with increased fervor. And the steering that was too light in the dirt also lacks security on the road. Though it's more civilized than past models and therefore comfortable and easier to keep straight at speed, the lack of information is a step backward. On tightly wound stretch of backroad, the Tacoma needs lots and lots of steering input to navigate turns, and that character coupled to the light and airy nature of the steering just doesn't sit that well with me. I also hoped the off-road tuned suspension would mean soaking up bumps quite well on the street, but it actually rides unfairly firm, transmitting audible low-frequency thuds into the cabin from even minor shunts. It feels as tight and secure as always, but the barrage of intruding impact noises put me off when I was hoping for a smooth and relaxed demeanor. Reason for my optimism stems from past off-road vehicles I've driven, like a Ford Raptor or RAM TRX, which glide over pavement like a cloud. Toyota's full-size Tundra pickup also can suffer from letting low-frequency intrusions in its cabin. Despite the modernized coil-spring multi-link rear suspension, I had hoped for extra civility. Look at the spec sheet alone, and the Tacoma is a vast improvement over the archaic model it replaces. Lots of these upgrades translate well to the real-world experience, but in some ways, is this perhaps too much of a departure from the Tacomas of yesterday? Some of the charm of the Tacoma has always been in its simplicity and conquering durability and dependability; Its criticisms were also its strengths. There are also more than a few out there who won't trust the new turbocharged engine the same way they would trust the foolproof V6. And with so many advanced electronics onboard, it lacks the purity and old-school mentality. The resultant new Tacoma isn't so much different than other competitors like the Canyon and Colorado, and the price increases might be a real limitation to prospective (repeat) buyers. And then you also can't forget the all-important aesthetic factor, and the looks will not be for everyone. While objectively improved in countless ways and a clear step forward, the Tacoma might subjectively not be the improvement many were wanting. 2024 Toyota Tacoma TRD Off-Road As-tested price: $54,784 Pros: Excellent engine and transmission; Proper off-road ability Cons: Expensive price tag; Light steering; Still thirsty 2024 Toyota Tacoma TRD Off-Road review by The Road Beat. All images by Mitchell Weitzman and mitchellweitzmanphoto.com . #2024tacoma #2024toyotatacoma

This surprisingly fast sedan is a wayward misfire from Toyota 2024 Toyota Crown Hybrid Max review with The Road Beat Words and pictures by Mitchell Weitzman I had hope for the fastest and most expensive version of Toyota's new oddball Crown, a sedan that's not quite a sedan, but not concretely a crossover either. This unique inbetweener could make sense if it did any one thing correctly, let alone multiple things, but it sadly sails wide of the goalposts. At least it's quick, but even then that's all relative because while it may be quick for a Toyota, it's not that quick for a $54,590 sedan when similarly priced competitors are considered; By that standard, it's only barely just average . Living in the greater Sacramento area, the Crown has been on sale for a year now, and I can count on only one hand just how many I've seen on public roads. People have obviously not warmed to it in this market, and after spending a week with the top-shelf product, they are right not to. Let's talk MPG, because efficiency was the only reason the entry-level Crown was ever worth considering. Averaging 39.5 MPG during my week with the base Crown, I was very impressed with how little fuel it sipped for such a spacious mini-limo. That was with its naturally-aspirated engine and 236 total system horsepower from its hybrid powertrain. Upgrading to the Hybrid MAX, like on this here Platinum model, means the engine is now turbocharged, with output rising to a respectable 340. As a result, 0-60 MPH drops from 7.3 seconds on the standard-issue car to a 2024-appropriate 5.8 seconds with this MAX powertrain. 5.8 seconds ain't setting any records anywhere, but it's one of the quickest Toyotas ever. However, and this needs to be a huge consideration with this car and configuration: Opting for the extra potent motor means fuel economy crashes down to a disappointing 27 MPG. 27 is not disappointing in this class of vehicle, but that's shockingly worse than the last Crown I tested. Looking back at past testing notes, I tested a Genesis G80 with its 2.5L turbocharged 280-horsepower base engine, and it's neither slower than the Crown with Hybrid MAX as well as no worse efficient, also averaging 27 MPG in my test without the help of any hybrid electrical assist. A BMW 330i has nearly 100-horsepower less on paper than this Crown, but it's the same story, being neither slower nor any less efficient without a hybrid. TL:DR it's an economical sedan, but it's not an entirely economical hybrid. So the advanced turbocharged hybrid powertrain only really brings it up to almost level with competitors of its space, not ahead, but maybe the Crown can deliver the goods fit for royalty on the inside? Well, it sure is spacious, with legroom to spare even in the rear seats, but for the price of nearly 55-grand and the 'Platinum' moniker to establish this example as the one true divinity in the range, it fails to convince that this is a luxury product. Again, is this a luxurious Toyota? Maybe, but is it a luxury car? No. Toyota subsidiary Lexus currently sells the same-priced ES sedan, based on the prior Avalon (that the Crown replaced), and the ES is heads and shoulders a more luxurious prospect in terms of fit and finish and materials used complete with appropriate upscale touches. You want to be wowed by an interior? Swing open the door of the aforementioned Genesis G80, even in base spec, and it just looks and feels special. I further dislike the NINETEEN buttons on the steering wheel, yes, there are nineteen to keep track of and master, but the gear lever is awkward to use at times, both the heated seats and heated steering wheel were weak (I've never once complained about any car's heated seats or wheel, but the Crown's barely heat up at all), and the trunk also creaks when opened (which my prior-tested Crown also exhibited), and not just that, but the little plastic button to open the trunk from outside is of particularly poor construct and the trunk isn't even power! I thought this was supposed to be a luxury product from Toyota, no? And at this price for a Toyota, I would hope for a trunk that opens under its own power, let alone one that creaks. At least it's well-equipped in terms of safety and basic entertainment tech, so you'll be missing nothing there, and the center infotainment display is also easy to operate. Yet the real frustration with the interior comes in the form of the outright execution. Bearing a very-much-so luxury price tag, this Crown Platinum never approaches anything resembling luxury. Again, it might luxurious for a Toyota , but it lags far behind the sumptuousness of even its Lexus ES sibling, let alone what the Germans, Swedes, or South Koreans can offer at this same price range when it comes to overall quality of its cabin. A luxury car this is not. And what's with those poorly shaped and bulging JBL speakers mounted on the A-pillars? Those are eyesores. Place your hands on the wheel, and you'll find steering that is numb and artificial, lacking any substance and forgoing confidence. Driving straight on the highway is easy enough, as it is in most any new car, but if you were hoping for a sporting edge to match the increased power of the Hybrid Max, well, there isn't any. Echoing its rounded, soft exterior, this is a wallowing creature when you get aggressive with the steering and ask for successive direction changes. Grip is enough to scare most any passenger from its big tires wrapping monstrous 21" wheels, but this one that prefers a leisurely walk in its Uggs rather than a mountain run. What's more inconvenient is that this Hybrid Max model hasn't received any apparent changes in suspension tuning, and it's pretty clear that this now has too much power for the Crown to properly handle anything other than perfectly straight freeway onramps. Competitors, even the Avalon it replaces, are more engaging to drive with far more dynamic prowess when the road is anything other than straight. It's not that the Crown is a bad car, but one that is undeniably underwhelming and overpriced. Because the prospective customers Toyota is (trying) to target with the Crown likely have little interest in the quick acceleration of the Hybrid MAX, they would be better off with the normal Crown and enjoy the nearly 50% increase in fuel economy. As for those wanting to spend 50-large on a nice car, this just doesn't cut it. Look to Lexus and the ES sedan or better yet, if you actually enjoy driving and some real style, Genesis' G80 is a formidable opponent in all flavors. I didn't even bring up the looks because I know they're subjective, but I will say several friends were quite negative towards the shape of the Crown. Applaud Toyota for trying something new that isn't an SUV, but this is answer to a question that never existed in the first place. 2024 Toyota Crown Platinum Hybrid Max Price as-tested: $54,590 Pros: Quick (for a Toyota); Spacious Cons: Interior quality does not match price; Not that efficient

A car made for economical and comfortable transportation largely succeeds, but it hasn't got a clue what fun means. 2025 Toyota Camry XSE review by The Road Beat Words and pictures: Mitchell Weitzman In some ways, the new Camry fulfills its mission to easily be the best Camry ever. If you're a Toyota loyalist, due to the tremendous trust and dependability they've built with customers through the years, you will simply melt and swoon over the new Camry. For all others, this is just another Camry, meaning an accomplished and viable form of transportation that does so without soul in a myriad of blandness. For the misfortune of the 2025 Camry, I reside firmly in the latter category, as I actually yearn for any kind of semblance of fun in my vehicles, but I at least can appreciate what the Camry can do well. And boy do those attributes come at a heightened price. This is an all-new redesign for the 2025 model year, replacing the existing version that has been on sale since its MY2018 release date. After seven years, that most recent generation of Camry now floods US motorways, signaling strong sales success. To create the new 2025 Camry, Toyota has thrown on a new face and butt, but have curiously kept the middle 2/3rd of the sheet metal exactly the same. The resulting look is one that appears to be two different cars given how Toyota has implemented its new sharp design language at the extremities, but kept the round and comparatively fat middle region. Beauty is in the eye of the beholder, but for me, this is a lazy overhaul that lacks harmony throughout the body. Some models also have this strange and garish mesh lower front fascia that doesn't work very well on bright colors I've seen (it barely gets a pass here). Inside I'm more optimistic, with a general lift in overall quality in just about every quadrant your eye passes over. Worth mentioning is the presence of the XSE badge on the rear, signifying this to be the top-tier of new Camry offerings and in turn also the nicest Camry ever. Space is accommodating in the front and rear, and the seats are comfortable, too. The leather-wrapped steering wheel feels good in the hand, and the center display screen is large and easy to use. Overall, this is a decent place to be for a Camry, and it's consistent in that there are no obvious weak points, but rather a consistent 'good.' Not great, and certainly not as luxurious as competitors like the refreshed Hyundai Sonata when it comes to materials, but good. However, the steering wheel controls are a complete mess and overdone with excessive buttons, and I also particularly don't like the shiny lower controls on it that smudge from your fingers. The digital gauge cluster is the usual mess of cluttered Toyotaness and with unintuitive means of customizing anything. And despite the tick up in outright cabin quality over previous Camrys, it is just a bit boring still, with not standout design elements that are worth talking about. You might think, "what about that venetian blind-like trim piece on the dashboard?" Yes, there is a piece of trim that charges some visual command, but not in the good way, looking out of place from another car. A curious omission and oversight is revealed when the sun is low and you lower the visors to help aid your vision. Doing so displays the mounting points for said sun visors, which feature open and exposed hexagonal screws. They're not even black to hide better given the black plastic surround, and they're rather large. I've never seen such exposed screws in a new car interior and can't believe Toyota didn't make any attempt to cover them up. Lots of safety systems are present, as well as the kind of desirable standard equipment all motorists would expect now in 2024 and beyond. Yet, this new Toyota also receives their horrid 'PDA,' that is, an active driving assistant that behaves like radar cruise control, but it's on all the time even if you're not on cruise control. If you're on a downhill stretch of road, even a country road, and the Camry thinks you're following someone too close, it will apply the brakes needlessly, so much so to the point where it had me adding throttle to override it, which seems way more dangerous than helpful. Luckily, you can turn this abysmal feature off through the complicated and overcrowded steering wheel buttons (but curiously, not through the settings on the main display). Mechanically, every new Camry is now a hybrid, which is the correct move by Toyota. Power increases to 225 horsepower for front-wheel drive models and 232 for all-wheel drive versions. The gains are immediately noticeable and appreciated, giving the Camry some desperately needed spunk when you hit the go pedal. What is perhaps more important to me, though, is the updated engine's newfound refinement. Toyota four-bangers are notorious for their rough and crude sound, mimicking a garbage disposal at times, but this 2.5L four-cylinder plays in the background quite nicely, and when it does make its presence known, it both feels and sounds smoother and not like an auditory hernia. To keep score, this new Camry now needs seven seconds flat to reach 60 MPH from rest, aligning itself right with the Prius in terms of acceleration. But if you remember the outgoing V6 model this XSE replaces, that is a full second slower to 60 MPH. While the window sticker shows an impressive 47 MPG combined for this XSE, that number is a far cry from reality, with the XSE delivering a still-terrific 39 MPG during our week together of gentle, daily driving, but that is a significant shortfall from those promised claims. In reality, the newest hybrids from Toyota all seem to return worse mileage than their immediate forebears from just only a couple years ago, but the relative and lively upticks in performance are welcome enough to be worth the tradeoff. Concerning actual driving, a department where typical Camry drivers would overlook, the Camry is competently complacent. Don't take that as a total dismissal, because the Camry is a fine form of transportation, just one without any kind of earnest. The steering is medically deceased, without an ounce of life nor pulse to be felt, which discourages quick and enthusiastic driving, but the front wheels at least respond accurately to inputs. Ride quality is good, however, remaining comfortable enough for occupants over a variety of road surfaces, and there's little in the form of disruptive wind nor road noise. It's just that when you aim the Camry's nose for some corners, you'll find there's no appetite for apexes to be found here, lacking precision and composure when you attempt to yank and bank. Handling doesn't outwardly deteriorate to understeer until some speed is had, owing some thanks to the grip of modern tires, but the Camry is never happy doing so, preferring a leisurely trot to running. A signal of this lack of finesse can be felt during hard transitions, where the Camry will not change direction as immediately as competitors and you can tell how much weight loads up on the outside corner after the fact. Now, if you're thinking, "who cares," I'm sorry, but both Honda's Accord and the aging Mazda6 each deliver the driving goods through unexpected prowess when it comes to handling. Toyota is uninterested in such aptitude, but that's likely okay for most, if not all, of their drivers and customers. Is the new 2025 Camry an improvement? Yes, yes it is. I don't care much for how it looks nor how it drives, but it does its job of economical and comfortable transportation quite well. Toyota knows its customers, and if this is what they want, then fine. Be happy. Yet, I don't think anybody can be happy once they see the price tags of some of these new Camrys, with this range-topping XSE model coming at a whopping $42,195; That is a lot for a Camry. If you're the type that doesn't settle, I would easily look at alternatives that more fun to drive, or come with a more enticing and luxurious interior. Refreshed, but not revitalized, the new Camry is still bland, but it's at least a better bland. 2025 Toyota Camry XSE Price as-tested: $42,195 Pros: Typically impressive hybrid fuel economy; Improved interior Cons: Mismatched exterior; Expensive; Lacks dynamic verve

My love for the Mazda3 has waned with this 2024 model's surprising faults 2024 Mazda3 Hatchback review by The Road Beat Words and pictures: Mitchell Weitzman What is it? It's no secret I have a general love for Mazda products, being everyday vehicles that have a real sense of fun as well as upscale interiors that outshine rivals. The 3 sedan and hatchbacks have been no different in past experience, but this 2024 model has me scratching my head as to what has gone wrong. Did I get a bad test unit? I hope so. Buy it for.. With a window sticker for this fully-equipped AWD turbo model reaching a steep $38,410, the quality better be there for this compact hatch, but Mazda delivers again on this front, furnishing this 3 with a bona find luxury interior that matches some German offerings. Seating features comfortable leather, but what's more impressive is the lush, soft-touch materials covering the doors and dash. It's tightly wrapped and styled in a simplistic yet swooping architecture that says more about class rather than solely a visual stimulant. Switchgear impresses, too, and it's after spending just a minute in this 3 Turbo Premium Plus that you realize just how much nicer of a car on the inside it is than any competing compact car from either Honda or Toyota. Then again, it also costs quite a bit more than either, but this is also equipped with luxuries like a panoramic sunroof and 360-degree parking cameras, items you will not find available on a Civic or Corolla. Overall, for a mainstream and still-affordable car, this is an elevated luxury experience. Mazda has outfitted this turbo model with their familiar 2.5-liter inline-four that's good for 227 horsepower and 310 lb-ft of torque on regular 87 gasoline. If you have access to 93, those numbers will swell to 250 and 320. Even on lowly 87, this Skyactiv engine scoots this svelte hatchback from 0-60 MPH in just under 6 seconds. What's more is this four-banger is uncharacteristically smooth and has a decent if artificial growl, without much of the harshness commonly associated with this cylinder configuration. The transmission might only feature six forward gears, but it's transparent in operation and perfectly serviceable due to the strong and wide powerband. Skip because... This hurts to write, but while Mazda has typically produced the best-driving vehicles one each of their respective classes, this particular example had appalling steering. A hallmark trait of Mazdas before, the steering in this AWD hatchback had zero feel and a dead spot in the middle that made for wandering at speed. Slight adjustments were met with skepticism as the wheel provides no feedback, but what's worse is the dead spot then quickly builds up weight like a tensioned spring, resulting in a lack of confidence. I've driven this exact same configuration of Mazda3 before and it was brilliant in this regard, so I'm uncertain what's wrong besides a possible alarming alignment issue. Trust me, I'm not enjoying writing these negatives, and I do sincerely hope the car was out of whack. Mazda has successfully taken the crown now for the most annoying beeps and bongs in the industry, with not the standard five beeps upon entry, but now eight, and by default they are set to bullhorn volume levels. Luckily, these can be adjusted, but there are beeps constantly each time you get in and exit the car. I also had numerous audible warnings for leaving things in the back seat, except there was never anything actually left behind. Even more annoying was that I would get the same warning when I entered the car. What? And still, nothing - the seats were empty. I also encountered, on each and every drive, a warning that the rear safety sensors had problems, always after about 10 minutes into a drive, so that's worrying. The electronic parking brake randomly decides to automatically disable itself when you select drive, and other times it stays on. Again, with zero consistence or pattern to follow, I can't trust it. Either it turns off automatically every time, or never at all; intermittently is not acceptable today. For a small car, fuel mileage isn't all that great, returning 24 MPG over the course of a week. 24 might not sound bad, but a Golf R, an AWD pocket rocket with 90 more horsepower got better mileage during my test. A BMW 330i with AWD and similar power also achieves better mileage. In fact, until I drove the 3 on a longer freeway drive to Sacramento and back, I was averaging a paltry 23 in mixed driving. Shoot, even a manual transmission and 382-horsepower Toyota GR Supra averaged over 26 MPG in the same conditions; its just a bit of a thirsty four-cylinder in this Mazda. And also, even with big horsepower and torque numbers, the 3 Turbo just never feels all that quick. It's not slow by any means, but for those expecting a proper hot hatch will be disappointed. I o reckon an eight-speed transmission would help both performance and fuel mileage. And, to further my suspicion about this 3 being a problematic example, there was a low-frequency and cyclical rumble at speed. Honestly, it sounded like a subwoofer on the freeway, with each one second interval having a roaring boom coming from somewhere in the car. I turned the radio off, climate off, and still this noise persisted, and it's not quiet either. I pointed it out to passengers and they immediately became aware of it. This is a problem that would result in me taking the car straight back to the dealership. And it couldn't have been tires, because again, it would only happen about every second, of which tires spin much faster. I'm so confused When I saw a Mazda3 turbo hatchback on my list of upcoming test cars, I was excited. However, after just the first drive in this handsome hatch, I knew something was up. "What happened?" I thought, and then the rumbling sound, safety system warnings, the beeps and fake you-left-your-belongings notifications, all had me shaking my head in a shock disappointment. Despite the horsepower rating, it also just never feels that quick, as a VW GTI (rated for 241 horsepower) is miles quicker in the real world. A hot hatch this is not, leaving me with sadness. Hope to try another one and see if it improves upon this Soul Red example. 2024 Mazda3 Hatchback Turbo Premium Plus As-tested price: $38,410

The Arteon might be pretty, but it's being discontinued, and a second go has revealed why 2023 Volkswagen Arteon review with The Road Beat Words and pictures by Mitchell Weitzman How did we get here? News recently broke that the rather pretty Arteon four-door coupe will hit the chopping block soon due to slow sales figures. That made me think and realize, "You know? I can't remember the last time I saw one." And it's true: I don't think I've seen more than two or three in the past year besides when I tested one previously. Sex sells, but apparently not well enough in the case of the Arteon. There's no mistaking that the Arteon remains a gorgeous shape; It's easily the best-looking car bearing the VW badge and even nicer appearing than some upscale Audi cousins. But, there's so much going underneath that has made the Arteon one of my least favorite cars I've tested this time around. This will likely be the last Arteon I ever test, and I really won't miss it. So what's so wrong with the Arteon? For starters, it's nearly $50,000, for a Volkswagen. Would anyone consciously choose to spend this much on a V-Dub when an Audi can be had at the same price? Brand snobbery and recognition is real; People don't buy vulgar Louis Vuitton purses because they're the best bags, rather, they buy them because it says LV and you want others to know. This is the price of aspiration, but not a badge most aspire to. And besides the point, I don't think the interior is up to snuff considering the price. It's a step up from a Golf, but it's still too cheap inside with chintzy buttons and hard materials that only look decent until you touch them. I question the overall build quality because on the incline up my driveway, that transition from flat to hill, you could hear the door seals as the car went up it, like the chassis and/or doors are flexing. I think I've only heard that on a handful of cars, but not on something this expensive where there is enough flex for the door seals to audibly lose pressure against the door and then regain. A trademark trait of all new Volkswagens is the insane amount of beeps and bongs. And it's not just how many there are, but how loud they are. Opening the driver's door while in park (with the engine running) emits an endless loud buzzing, and this is when stationary and the transmission is in P! If you open any other door in the same scenario, there are no beeps, so if it's a safety thing, only the driver gets a warning. Anybody else? Who cares about their safety - do you see what I'm getting at here? These are small details that have received zero thought from product managers and engineers. Just about all modern cars bong when you start them up without your seatbelt fastened, but none act like a bullhorn in your ear like a Volkswagen. More electronic woes, the haptic and touch sensitive controls on the steering wheel are a solution to a problem that never existed and are more frustrating to use than not. On the subject of that, there's literally 19 buttons on the steering wheel - remember when cars had zero controls on the wheel? The infotainment system is easy to use, but accessing certain safety features can only be done when parked. Another large demerit is found in the shoddy implementation of this potent turbocharged inline-four and dual-clutch transmission. Performance is there, with 0-60 MPH taking 5 seconds thanks to 300 horsepower and all-wheel drive traction. However, the drivability in normal conditions is frankly bewildering how it was signed off at the factory like this and deemed acceptable. Dozens, and I mean multiple dozens, I found that when setting off from a stop, there seems to be no power available as you ease onto the throttle. Then, the turbo decides to wake up and spool boost, causing an uncomfortable surge and lurch, behavior that is absolutely unacceptable in this day and age; Even a Car & Driver review noted the lurching character in their review. VW helped pioneer the modern and European-standard 2.0L turbo inline-four with a dual clutch, yet it seems to have gotten worse than the first iteration back in the MKV Golf GTI. On slight hills, the nearly bucking lurching became more apparent as the engine just refuses to give you anything off the line and then you suddenly get more than you asked. A dual-clutch transmission is normally a welcome additive, and this trans shifts cleanly when under heavy acceleration, but again the programming and logic leaves so much to be desired. Upon normal acceleration, after the lurching, the transmission upshifts far too early, only for the driver to have to press the gas pedal further to compensate, and then the transmission downshifts right back to where it was. This is a sign of lacking intelligence, and to make matters worse, manually downshifting the trans results in near-zero engine braking. So, if you're driving spiritedly, using the gears to help control your speed won't do a thing, basically coasting as if you're in top gear even if you shuffle down to 5,000 RPM; so strange. Also, the paddles are cheap plastic that discouraged me from wanting to even use them. This is all rather a shame as the chassis of the Arteon is admirably accomplished. Don't mistake this for a sports car and instead accept its role as more of a grand tourer, and the Arteon steers superbly and has a chassis that both changes direction well and has lots of grip for the bends. Traction is also a strong point due to the all-wheel drive and smart distribution when laying the power down leaving corners, remaining neatural without dreaded understeer. I did think the ride quality was on the firm side, but it's far from uncomfortable and yields favorable control over the car when at a hustle. The skeleton and body are both quite nice; it's all the rubbish in the middle that detracts from what could have been the best overall car VW has made since the Phaeton. Am I a cynic? Sure, but that doesn't mean I'm wrong here or overreacting. Think of this for perspective: Volkswagen is one of the largest carmakers in the world, producing around 10,000,000 cars a year...and this is the best they can do? Throw an engine and transmission programmed together so badly it's like an engineer never took it for a test drive? Same in regards to the haphazard controls on the inside. The apparent lack of effort is appalling from a brand this old and large; This not some tech startup ironing out its bones, this is Volkswagen. For the reasons noted, the Arteon could be a fabulous machine, yet it isn't, and that's why I won't be sad to see the model range go the way of the Dodo. 2023 Volkswagen Arteon 2.0T SEL R-Line As-tested price: $48,390 Pros: Beautiful to look at; Roomy interior and hatch Cons: Not a $50K interior; Driveability problems 2023 VW Arteon review.

While a lovely car to drive, the CX-5 does have more nitpickings than it should 2023 Mazda CX-5 Turbo Signature AWD review with The Road Beat Words and pictures by Mitchell Weitzman What is it? Crossovers have become one of the largest segments of vehicle sales by volume throughout the world, a class dominated by the Toyota RAV4 and Honda CR-V in the United States. Mazda has always offered an alternative choice aimed at those seeking more nuance and driving connection with their models, such is the case with the CX-5. Priced at $41,655 as-tested in flagship turbocharged Signature AWD form, the point of entry is competitive, but it's a game of checks and balances that will ultimately make the best decision for yourself in the end. Some will love the CX-5, others won't. It's this divisive nature that is welcome in an age that dismisses creativity, yet I find the CX-5 to be lacking as a complete package due to an everyday user experience that is often lacking. Strengths Obvious positives that are essential traits to the Mazda brand include dynamic and engaging driving methods. Unlike dull compatriots from Japan, CX-5s, especially with the stonking 2.5L turbocharged engine (more on that later), move you in a way that is just not felt in rivals at this price point. Steering is tactile and responsive with small doses of feedback even. With AWD, handling is naturally neutral, and doesn't fall apart when you push it. If anything, the CX-5 begs to be driven rudely. This truly is an awakening of sorts for the senses when it comes to driving what is, in essence, a completely normal vehicle. You can easily trace the lineage that has influenced this crossover, from the same company that has built esteemed driver's cars like the MX-5 and RX-7; zoom-zoom is not just marketing fluff. Squeeze the throttle through a turn, and instead of falling over like Humpty Dumpty, poise is retained and the tires dig in to the pavement as you aim towards your apex and exit. You know what's indicative of proper handling? The fact that on a sharply looping freeway onramp that I test most vehicles on, pushing the CX-5 to the breaking point yielded no traction nor stability control intervention. Seriously, I didn't see the light flash once, whereas a RAV4 will blink like Christmas lights and cut power on you abruptly. Here, though, the CX-5 has such composure that active chassis intervention is simply not needed. To quote Kimi Raikkonen, "leave me alone, I know what to do." Power comes from a 2.5L turbocharged four-cylinder that resists the grainy and coarse nature that ruins other small engines, and also brings notable power gains when compared to rivals. This is an optional mill, noted by the Turbo nomenclature attached to the name, but the grunt of 227 horsepower and 310 pounds of torque are hard to resist. 0-60 MPH takes 6.5 seconds, nearly two full seconds quicker than a RAV4 for example. If you test drive both back to back, it'll be hard to not be corrupted by the relative shock of performance. Cabins are another common Mazda strength, and this Signature trim is no exception, trouncing recent efforts from Toytoa and Honda when it comes to craftsmanship and quality of materials. Sharp edges and cheap plastic mouldings are far scarcer here in this application, which really signifies what Mazda stands for. I'm not going to say it's as nice as a Mercedes, but it surprises for both the money and segment. Weaknesses And this is where the songs of praise come to an end, and a laundry list of compromise begins. In reality, if this was a perfect vehicle, it would have to cost much more than it does, but there are still annoyances that ought to be figured out elsewhere. If you're concerned about gas mileage, this is not the vehicle for you. There's lots of power and it sure is fun, yet the result is one thirsty four-cylinder. After a week with the CX-5, my average fuel economy stood at a shade under 24 MPG, several less than a RAV4. If you choose a RAV4 Hybrid, you can get an additional 10 miles for every gallon of petroleum even, but lose the Mazda's fun nature; You can't have both performance and economy for the money. If you do spend extra, you can have both in the shape of the RAV4 Prime plug-in hybrid, yet that lacks handling chops; Again, cost restrictions introduce compromises. If you want power here, you sacrifice some efficiency, so ask yourself, is that what you want? 24 is still decent, but it is the bottom end of the class, even if the performance is the top end of the class. The transmission is Mazda's six-speed automatic, which has served its purpose over the many years, but that's just it - it's been many years. Shifts are smooth, but also glacial, with a noticeable pause between upshifts. Where eight-speed autos have become the norm, Mazda is languishing with this old and sturdy choice; It's time for a new transmission that will surely also bring economy gains besides performance. Another odd trait is upon startup and selecting drive, the CX-5 has such a high initial idle speed that it often defeats light brake pedal pressure - be very mindful if you're parked facing downhill!. I also noticed it would often automatically apply the parking brake upon exit, but then it won't subsequently undo the parking brake automatically when setting off again. CX-5s are not known for abundant space, losing out to the new CR-V and RAV4 in terms of volume on the inside. It's large enough for most, though, but if you want the utmost in cubic feet in this class, you won't find the maximum here. Going along with that are front seats that are too small and hard. They hold shape over longer drives to give decent support, but they're just not the comfy supple chairs you might expect when they're covered in genuine Nappa leather. Let me be clear- the leather is soft, but the seat itself has little give to it. They lack lateral support as well, so when you're barreling down backroads like they're the Porsche Curves at Le Mans, you'll be holding on tightly to prevent falling out of your seat. I also didn't like how excessively high you sit in the CX-5, even with the seat at the lowest altitude possible. Beeps and bongs are an annoyance, too, with the CX-5 beeping at you loudly if you don't put your seatbelt before starting the engine. You get a couple seconds grace period, but then you get dinged, even if the car is in park. I usually like to start the car and immediately adjust my climate and get my entertainment sorted, but here you do have to immediately fasten your seatbelt to avoid the beeps. Many, many other cars have embraced this dumb adoption, but the Mazda I found to be extra intrusive. I also don't like the lack of a method to close the tailgate and lock the vehicle at the same time. Some vehicles have a dedicated button to do both these at once, but the CX-5 has just a control for closing the liftgate. No matter, I'll walk to the door and press the handle-mounted little switch to lock the vehicle while it slowly closes. But no, you can't. Doing so is greeted with a series of consecutive quick beeps, so you have to wait for the tailgate to fully close before locking the car and walking away. Odd locking behavior continues in another specific scenario. While taking pictures, I parked the car with the engine still running, got out, and proceeded to the passenger side to open a door for an interior angle. Except the passenger door was locked. Oh, okay, let me unlock it - should be easy, no? Can't be done. I pressed the door handle-mounted switch again here and it beeps and does nothing. That switch is sensitive to the proximity of the actual car key, which happened to be right in my pocket. Even pulling the key out and clicking unlock on the fob itself yielded no joy. I walked back to the driver's interior door switch and unlocked it that way. This might not seem like a big deal, but this is so outrageously stupid. I had the key with me, so why would it not let me in? This is completley childish programming and oversight. Locking and unlocking doors should not be difficult, especially when you have the key to your with you. The driver's (slightly annoying) choice The CX-5 is still one of the best driving and impressively crafted crossovers in this field, but there are compromises to be had. If you don't care about absolute space or gas mileage, then great - you'll be able to appreciate the mighty strengths of the CX-5 Turbo while enjoying a luxurious interior. However, there are aging aspects such as the transmission, and annoying grievances in the electronics. I make the weaknesses listed appear like this is a terrible car, yet it isn't; It's a stupendous compact crossover, but it lacks in the way of user experience. Mazda has figured out the way to make superlative driving and crafted cars, but that's where the next leap is needed in not just this, but all new cars: user experience, to refine how we interact with our cars each day.. The other glaring issue is the CX-50, Mazda's other crossover that improves upon the CX-5 in basically every single way to me (lower, longer, wider looks with an even nicer interior, panoramic sunroof, and 3,500 vs 2,000 pounds towing to name a few ways). If you want the best Mazda crossover, the truth is the CX-5 is not it - that would be the CX-50. So much so that I honestly don't know why the CX-5 hasn't been superseded and discontinued. 2023 Mazda CX-5 Turbo As-tested price: $41,655 Pros: Luxurious interior, driving dynamics Cons: The Mazda CX-50 does basically everything better

Throwing some eye candy at a basic RAV4 could be a recipe for success 2024 Toyota RAV4 Hybrid Woodland Edition review with The Road Beat Words and pictures by Mitchell Weitzman What does Woodland mean to you? For me, it's the 60,000 person town northwest of Sacramento that is ironically absent of trees and anything resembling a 'woodland.' Most will imagine a thickened green forest, so it's appropriate that this new RAV4 Hybrid Woodland Edition was equipped with a rather fitting coat of Army Green paint to blend in. I recently tested a Sienna 'Woodland' that came in Cement, the exact antithesis to a woodland. Perhaps that one was more akin to the eponymous Northern California town, but at least this one actually evokes imagery of an actual woodland. For Toyota, the Woodland Edition is a bit of a value-added package designed to make the lower-tier models more appealing and desirable. With a suggested retail price of $36,545, this green aspiration sits right in the middle of the two extremes when it comes to RAV4 pricing. Normally you'd have to size up to an SE or XSE at least to gain some visual stimulation for this popular crossover, but the Woodland Edition does convincingly spice things up with its green paint option and glowing bronze wheels wrapped in capable tread-laden tires. Other desirable features include LED headlights, all-wheel drive, all-weather floor mats for those woodland-themed adventures, Toyota's smart key proximity-sensing keyless entry, and what Toyota calls TRD-tuned suspension. All the normal Toyota safety items are included as on all models as is convenient wireless Apple CarPlay. However, one huge omission is a leather-wrapped steering wheel. Instead, we're treated to Toyota's poverty-class wheel which is among the nastiest in any new car today. It honestly feels like it's made of rough cardboard, and with a large visible seem where the plastic is fused together around the outer rim. An awful steering wheel that's highly unpleasant, and unfortunately it's the one item you literally can't avoid touching when driving this RAV4. I actually forgot how bad the basic Toyota steering wheels were and I regret I had to be reminded. Previously tested RAV4s all were well-optioned models that included leather steering wheels. The rest of the Woodland Edition is pretty consistent with the rest of the RAV4 Hybrid range. Gas mileage is excellent as expected, sipping fuel to the tune of 34 MPG. Despite fabric seats, it's a comfortable car for long periods of time and has generous space in all seats and an impressive cargo volume. It's even reasonably quiet inside at speed. This is far from a luxurious interior, and nor would I expect it to be for the price, but it's quite utilitarian and robust without any rattles even on rough roads. In other words, it's a solid build, if a bit uninspired and dated. On the road, the RAV4 Hybrid Woodland Edition drives just fine with smooth everyday operation. Steering might be numb (and that ghastly wheel), but it's at least accurate, responding surprisingly well to inputs and can easily be hustled down country roads at an alarming pace which most all new cars are capable of. Grip is okay, and understeer will prevail and upset the electronic driver aids, but for the casual driver, this is a fairly competent crossover. Not quite approaching the dynamics of Mazda or Honda, but it's easily good enough for the larger audience of consumers who will find it an upgrade over past Toyotas. With some aggressive-looking tires and all-wheel drive, you can have increased confidence through mud and snow, but don't go expecting this to replace Jeep Wranglers or even a 4Runner any time soon. Also of note is its 8.1" of ground clearance, which is disappointingly the same as other RAV4 Hybrids and a half-inch less than the RAV4 TRD Off-Road. What becomes the biggest single appeal of the RAV4 Woodland Edition is the appearance, especially configured in this choice of this military-inspired paint and catchy bronze wheels. Some will hate the bronze wheels and call them trendy, but others might enjoy the different look they bring. After that, there's not much else going for the Woodland Edition given its cheaper interior furnishings and terrible steering wheel. The steering wheel alone would be all the reason to want a different model if I'm being completely candid. Seriously, if the wheel was better this would be a decent value-added package, but it's that bad to use; I'm tempted to lather it in coconut oil because of how dehydrated the surface feels. It's nice Toyota is trying different things and spicing up some more entry-level trims, but it's not enough to substitute for either another brand or simply a nicer RAV4 Hybrid. Price as-tested: $36,545 Pros: Eye-catching paint and wheels, MPG Cons: Terrible steering wheel, Not really an off-roader

This newly improved Miata can't show its real talents because of its (and thankfully optional) automatic transmission 2024 Mazda MX-5 Miata RF review by The Road Beat Words and pictures: Mitchell Weitzman I've been here before, and most regrettably, Mazda has the ignorance to continue diluting their press fleet with automatic transmission-equipped Miatas. This car might as well have had the grave misfortune of being on the receiving end of a dementor, because sadly, vast quantities of soul are lost here in application and limit my ability to properly judge the revised ND3 MX-5. It's true that the 2024 model is improved in a variety of the subtler ways. On the surface you wouldn't know it, but the bones have seen enough reworking to warrant a new internal model designation, dubbed the ND3 now. However, the changes are not all that plentiful, including some freshened headlights and wheels outside, some added center console padding (which, granted, is actually noticeable), and an updated and larger 8.8" infotainment screen with Apple CarPlay. Mechanically, top manual models gain a revised differential (not applicable here), but all models gain revised steering that should improve on-center and overall steering feel, increasing driver connection further. Are said changes noteworthy? Yes and no. The center infotainment screen is definitely larger than before, but it's still lags in operation at times and is not a touchscreen, which many prefer. Interestingly, Apple CarPlay can be used as a touchscreen, but touch operation is restricted to speeds under 3 MPH. I'm not even kidding as I tested this: CarPlay was only functional via your finger either completely stopped or when at a walking pace. Idle too fast and the touch function ceases to work. Amazingly annoying, Mazda; Good job. The interior on this Grand Touring model is a very nice place to be, with soft materials all around that give it a luxurious vibe to it, minus the fact that the driver's interior door grab handle was clearly loose each time I reached for it, not boding well for the build quality of a brand new car with under 1,000 miles. So, when on approach, it appears like a genuinely nice car inside, and it's definitely increasingly upscale compared to, say, a Toyota GR86, but it's more visual stimulation than anything. For example, there's still next to no storage inside including no glovebox, the cup holders are in strange and inconvenient locations, and the center storage is nestled between and behind the seats, taking yoga skills and flexibility (which I lack) to open and close, and it's flimsy at best. Then there's the road noise, which there is plenty of. You might hope that a folding hardtop model like the RF would be quieter than a ragtop roadster, and indeed it is, but it's also like the difference of first standing next to a jackhammer and then covering your ears with your hands; it's still going to be damn bloody loud. There was also a constant rushing of turbulence behind my left ear, almost as if the little quarter window isn't sealed properly. Unfortunately, I don't think the RF gives a very authentic convertible experience, even after the top automatically folded away. Resembling more of a 'targa top,' you don't get the same wind-in-your-hair event as the standard and cheaper soft top Miata. Instead, you're left with mostly just light rustling of your top hairs coupled to nigh-unbearable wind noise over 50 MPH. It's so loud with the roof off that, on my first drive home on the freeway, I immediately regretted it; I couldn't even hear the music without blasting it (which the stereo sounds pretty poor anyways), and then it's all made worse if you're next to other cars, as the roar of their tires are at ear level given how low the MX-5 sits. Oh, and you cannot hear any exhaust or engine noise with the roof off at higher speeds as well, something I find rather disappointing in a sports car. On slow country roads, under 50, it's very nice, as you're not having to bump the stereo to oblivion, the wind dies down, and you can talk to passengers without having to shout. So on tighter (slow) mountain roads, it works as 'vert, but even at a light trot, the wind noise picks up in multiples. To ward off fears that I must just hate convertibles, I don't; I've driven plenty of other drop tops that are perfectly bearable at higher speeds with the roofs removed. Those same cars are also considerably more expensive and have clever ways of mitigating buffeting and excess turbulence. So, maybe it's just too expensive to fix, or Mazda could hopefully just gain more time in the wind tunnel on future models. Put it this way, I've driven other convertibles that have less wind noise with their roofs folded all away than the Miata RF does with its hardtop in place . On a happier note, the good news is that the MX-5 Miata drives better than ever. Are the steering changes actually detectable? To most people, probably not, but I do find there to be a slight improvement in overall tactility and during transitions. The most simple result is a car that's easier to go straight now as you're more aware of nuanced corrections, but the adjustments do pay dividends elsewhere, too, and for the better. Body roll is still wildly present when you get frisky with the wheel, but I also have liked this about Miatas, as this gives extra visceral feedback and confidence by allowing you to really lean on the tires and understand the grip available to you. Despite soft suspension, the ride quality is still choppy and unpleasant on even lightly imperfect roads, but it's fitting of a supposedly raw and analog sports car. Look, get past my previous complaints and I'm here to tell you that, when a road gets twisted like one of Wetzel's best, there are few other cars that deliver thrills and connection in the real world that a Miata can. Fantastic fun doesn't even begin to describe the simple joys a simple car like this can produce. With such sweet, playful balance and handling, how is that so many cars have forgotten how to be truly enjoyable when driven? But (and this is a big but), is where things implode on this particular test example: the price and the wretched automatic transmission. This Grand Touring RF costs an eye-watering $39,895- for a Miata . I'm sorry, but that's actually absurd in all sense of the word. Luckily, you can have a cheaper manual transmission soft top for nearly $10,000 less, and that's definitely the one to get over this bloated and blasphemous incarnation of one. Concerning the transmission, if you're already going to willingly deal with the space constraints, the noise, and overall impracticality - if you're already putting up with all that - why would you neuter the experience and poor car with an automatic? That makes no sense to me, and nor it should to you. And it's not like the automatic is some quick dual-clutch unit, but rather a measly six-speed slush box with far too long gearing that hinders performance from the two-liter four-cylinder. It might rev to a convincing 7,500 RPM, but with second gear maxing out at nearly 65 MPH, performance never feels anything more than typically tepid. A high-revving and small capacity engine begs for quick, short gear ratios in any circumstance (which the manual helps with), but this automatic does the opposite. At least it averages over 30 MPG in daily driving, but the last manual Miata I tried also enjoyed over 30... I'm not here to hate on Miatas because I can really, really , enjoy these fun roadsters. However, this RF Grand Touring with an automatic is literally the worst spec you can possibly have in a new Miata, ironic that it's also the most pricey. It's far too expensive for what it is, and that transmission just zaps the fun like a mosquito. Besides, with the manual transmission that's available being so dang good, you have literally no reason for choosing an automatic MX-5 other than literally being a heretic due for exorcism. Take the pureness out of a Miata and you're sadly left with something that is in all essence not a Miata anymore. And last I checked, that inflated price tag now places the Mazda perilously close to a whole other realm of sports cars. Are there improvements to the Miata? Yes, but for the love for all that is holy, just get the cheaper soft top with a proper manual and have fun the way the MX-5 Miata was truly destined for. 2024 Mazda MX-5 Miata RF Grand Touring As-tested price: $39,895 Pros: Still looks good; Deft and accessible handling Cons: Expensive; Automatic transmission; Noise 2024 Mazda MX-5 Miata RF review by The Road Beat with Mitchell Weitzman.

This luxurious and dynamic SUV has the making of a star, but it's not without issue 2024 Mazda CX-90 review by The Road Beat Words and pictures: Mitchell Weitzman Mazda may be late to the big SUV game, but this crowded and competitive field now has a surprising and viable alternative. Bearing the distinction of flagship for the famed brand that brought us 'zoom-zoom,' the CX-90 expands and improves upon their aging CX-9 in all the right ways while doing so with a unique engine configuration, boasting six cylinders arranged inline . With few other ways of saying it, the CX-90 is a brilliant car, but it's not free from flaws, and because how brilliant it is elsewhere, these annoyances become increasingly apparent and frustrating as it prevents the CX-90 from reaching its potential as everyday perfection. We do live in a highly aesthetic world, and luckily for Mazda, they have nailed the exterior design of the CX-90, appearing with all the same striking freshness two years on. Crafting an elongated, elegant shape that is understated by modern standards, the biggest Mazda SUV is a design triumph and looks great on the road. Another superlative is to say that it looks rather expensive, which is good for a luxury-oriented car that doesn't have to luxury bucks. Open the doors on this Premium Plus example, and you'll find yourself treated to a wonderfully lavish cabin that leaves other Japanese and American rivals far behind in the proverbial rear-view mirror. The leather is frankly exquisite for what you would expect from a Japanese car (that isn't a Lexus), and all the touchpoints and controls feel high quality and easily fitting of the price tag attached to this Premium Plus edition. Also, I applaud Mazda for continuing the understated elegance to the cabin, where there are no "look-at-me!" gimmicks or vulgar eyesores; all is neatly integrated and share an equal turn in commanding attention. The gearknob is strange at first, but I have acclimated somewhat and it felt more natural with time, but it's still among the worst in any new car unfortunately. Yet, it isn't perfect, like the interior grab handles have large, vacant seems that shouldn't be there. Or how the exterior door handles make a hollow sound upon opening, something real luxury brands do not overlook. Similarly, the center display has a confused operational interface by means of a rotary dial, but is not a touchscreen, usually . I say usually because, if you connect your phone to Apple CarPlay, the display suddenly is touch capable...if you're stopped. The moment your speed reaches above 1 MPH, you lose touch capability and have to resort to the dial of which Apple CarPlay was clearly not designed to be used with. What crazy, obscene restriction is this? The traditional oversight committee strikes again. To keep costs attainable and competitive with their main rivals, sacrifices had to be made, which is all the more unfortunate. For years, no, decades, Mazda has separated itself from rivals by providing superlative driving dynamics, hence the zoom-zoominess of their past ad campaigns. Somehow, despite being a huge, 200" SUV with three rows of seating, the CX-90 drives fantastic and is easily the best in class when it comes to handling and dynamics. The steering is precise and bears real proper weighting for increased confidence, but there's also a sense of feel, too, reneging on the ever-present trend of numbness affecting so many other new cars. But, turn the wheel and chuck the CX-90 into corners, and it just goes , and willingly, happily. A big SUV that doesn't have a Porsche or an M badge on its hind should not handle this good, but Mazda has once again cracked it. Understeer is largely absent at reasonable paces and expectations, and in spirited driving down winding roads, the front end is connected and willing to change direction. And yet, the ride quality is also very good, shrugging off and absorbing bumps at all speeds and rarely exhibiting choppiness. The brakes are even solid. Really, I don't know how Mazda continues to do so, but they really do make the best driving everyday cars at approachable price points. A headline feature of the CX-90 is one you cannot see, and that is the turbocharged, 3.3L inline - six cylinder engine under the hood. Unlike the common V layout, an inline-six is an inherently smooth form of combustion, with none of the coarseness nor harshness that the typical V6 provides (let alone the moaning and groaning nature of inline-four engines). Even if you think a V6 is smooth, that's because you haven't experienced an inline-six. Inline-six engines also are renowned for making a good noise, and when you do accelerate, there is a pleasing and authentic growl emanating from beneath the hood. Speaking of accelerating, this engine rips once you give it some revs, charging to 60 MPH from rest in six seconds for some surprisingly capable and easy passing power. Horsepower ranges from 280 on the standard Turbo model up to 340 for the Turbo S. Interestingly, this new powertrain is also a hybrid, though of the 48-volt-mild-hybrid variety to give subtle boosts to response and efficiency. In practical terms, this means the meaty CX-90 delivers surprisingly excellent fuel economy, burning gasoline at a rate of only 26 MPG during my week of daily driving. For those keeping score, that's significantly better than what the 2.5L inline-four turbo found in the smaller CX-9 returns. However, in practical application, this efficient and smooth-spinning powertrain comes with drawbacks, like hiccups and hesitation at slow speeds. Say you're slowing down for a red light, and right before you come to a complete stop (still rolling at one or two MPH), the light turns green. As you switch from the brake pedal or coasting to the gas, there can be a delay and even a slight shake as the CX-90 transitions back to power. Toyota and Honda hybrids don't do this, as you would expect from brands that pioneered hybrid technology over 25 years ago, but there's just something not quite right with this powerplant when total drivability is concerned. For a first time application, Mazda does need some work done to bring some culture and eliminate the sometimes-gruffness of this new and otherwise amazing engine combination. When looked at as a whole, the inline-six is too impressive to be blighted by low-speed tendencies. Another scenario that can use improvement is when maneuvering in a parking situation, like trying to creep forward those couple inches further. Release the brake and there is a delay before CX-90 actually starts idling ahead, so it's easy to jump the gun and press the throttle in anticipation, but if you do this, you might be greeted to a lurch. So, be patient when parallel parking or other similar situations. It's because of how good the rest of the CX-90 is that the few faults become all the more frustrating. Like, this car is really quite close to perfect. Remap the ECU for the slow-speed engine characteristics, new door handles, and full touchscreen operation and bam, it's perfect. The rest of the CX-90 gives such a premium experience compared to any rivals that it comes highly recommended. And besides, I'm literally a professional nit-picker; Most consumers and drivers might not even notice or care about the items mentioned, but I wouldn't be honest if I didn't point them out. That said, the CX-90 is one of my favorite new cars on sale today and fully deserves your attention and consideration. 2024 Mazda CX-90 Turbo Price range: About $39,000 to $60,000 Pros: Beautiful exterior and interior; Inline-six engine; Handles well Cons: Frustrating electronic quirks; Some low speed throttle issues 2024 Mazda CX-90 review with The Road Beat. Photography by mitchellweitzmanphoto.com

This electric crossover from Lexus is luxurious alright, but it's so meanderingly average everywhere else 2024 Lexus RZ 300e review by The Road Beat Words and pictures: Mitchell Weitzman Lexus, a longtime purveyor of hybrid vehicles in their lineup, has been quite late to the world of purely electric vehicles. This is also true of Toyota, the parent company of their premium Lexus brand. I previously tested the headlining RZ 450e last year, and this slightly more affordable version both improves and retreats in several areas. Unfortunately, the improvements still make this a lame duck for when choosing a brand new electric vehicle, and unless you can score one with some great rebates or lease promotion, I would steer clear and choose the plug of another EV-maker. See also: 2023 Lexus RZ 450e review What has been worth keeping is the star quality of the RZ's cabin. Featuring rich suede and all sorts of soft materials and exhibiting no rattles to be found nor heard, the RZ is a proper luxury car. And while the design flare isn't nearly as high as the eye candy that Genesis bestows upon their GV60 EV, the Lexus does give the impression of a higher tactile quality on many important touch points. The seats are great, too, and passengers in the rear have adequate leg room to not warrant complaint. Lexus consistently does nice and secure cabins, and the RZ holds up that strong standard. Well-equipped is an additional plus point that pairs with the nicely furnished interior, but also, what new cars aren't well-equipped these days? What used to be a strong suite of Toyota and Lexus cars, others have simply replicated, and often for less. Still, all the modern amenities and safety items are all present here, and the large center screen is easy enough to learn and use on the daily. With less power than the 450e model, range increases to a real world 200 miles on this model. And also unlike the quicker 450e, I didn't see alarming drops in estimated range from simply turning on the cabin fans or air conditioning. Weirdly, the new and slower 300e has a larger battery pack, now rated at 72.5 kWh (verse just 62.5 on the former MY23 450e), thus helping contribute to the increased driving range. In 2024, being to travel at least 200 miles between charges should be the bare minimum, and even then I would (and many others) wish for anything extra to make daily driving and any kind of trips less of a worry and hassle. Worth mentioning is that this 300e version is front-wheel drive, unlike the all-wheel drive of the faster RZ 450e. Over $60,000 for a front-wheel drive vehicle might sound strange, and I would agree to say it's not fitting of a luxury car at this retail price, but due to the apparent lack of power, you would rarely ever notice the burden placed solely on the front axle. Horsepower is a paltry 201, and while the instant response of electric motors make it perfectly adequate in urban environments, the passing performance at freeway speeds is terrible, and it's here where 201 horsepower in a heavy electric vehicle is all the more unacceptable with this steep of a price tag. 0-60 MPH might happen in as little as 7.2 seconds, but after 60 MPH, the Lexus falls off a cliff with worryingly waning acceleration. It's at this point where the 200 miles just isn't enough still given the relative lack of power and front-wheel drive drivetrain. Hyundai's and other cheaper EVs often pack 100 or more AWD horsepower while offering 10-25% extra range, so the 200 miles is frankly disappointing. Also worthy of head shaking is how mundane and boring the RZ 300e is to drive. Other electric cars can be very fun to drive, but the RZ 300e does not possess any resemblance of the word fun in its vocabulary. The RZ 450e may have 50% extra horsepower, but it too suffers from the same lack of enthusiasm, as if the engineers behind the RZ (and the Toyota bZ4X on which it's based) do not understand passion nor have desire to embrace passion and what can make a car joyous to drive. At least it's quiet and the ride quality is decent, but turning the wheel reveals no such hidden talents. With the RZ 300e, taking the 'long way home' simply is just a waste of time due to the slow and delayed reflexes and dead steering. To keep things short, I see little to no reason to consider any kind of Lexus RZ given the price premium they command over other EVs that perform admirably better, can be driven farther, and can even charge far quicker (350 KW fast charging vs only 100-150KW on the RZ twins). Yeah it's luxurious on the inside, but why not save thousands and go for the 30+ MPG Lexus NX 350h instead? That's just as nice when it comes to quality, gets fabulous gas mileage, and it can be quite cheaper. Moreover, Hyundai's ever-popular Ioniq 5 can be fully-loaded with 320 horsepower and AWD for considerably less (though less interior flair), and then the ubiquitous, but great Tesla Model 3 or Y would also be superior choices for the same obvious reasons. Unless you can get some screaming deal on one (Toyota's bZ4X was offered with a $16,250 in lease cash rebates at one point, which points to both how desperate Toyota is to move them), I'd readily avoid the RZ 300e and any current EV offering from Lexus. They're sadly an entire generation behind, and the RZ is (barely) living proof, clinging on to life support so suddenly following its release. 2024 Lexus RZ 300e As-tested price: $63,390 Pros: Typically solid Lexus luxury and build Cons: Weak performance; so-so range; too expensive; Lots of alternative EVs 2024 Lexus RZ 300e review and photos. Images by Mitchellweitzmanphoto.com .

The Tiguan is an accomplished, but unexciting crossover 2024 Volkswagen Tiguan review with The Road Beat Words and pictures by Mitchell Weitzman While there isn't a whole lot to be excited about with the Tiguan, a crossover that does nothing exceptionally well, it does at least accomplish nearly everything pretty well. Resultantly, the Tiguan earns consistent high marks from a multitude of reviewers because of its evenness across so many areas. This makes it appealing on multiple levels, but it also does mean there isn't a single attribute the Tiguan does the best among its varied peers. Still, this accomplished and modest people mover has legions of fans, so there must be a reason for it. Let's talk GPA: would you rather have a student who gets half As and half Cs, or all B grades? This is the all-B machine embodied in car form. Ain't nothing wrong with a 3.0 GPA after all, but I do wish there was a metric that stood out more . Then again, I hated seeing the one C+ I accrued from Econ 10A at Santa Barbara. Anyways, besides being physically rounded, Tiguan is a constant scorer. The looks may be a bit tired now as it's the same shape and language I've seen on Volkswagens for the past decade or so, but then again Germans do typically like sticking to what works, and it's still a handsome shape. This particular example is an R-Line, which does add some subtle tweaks and pizzazz to it in efforts to look increasingly Audi-like, or in other words, more expensive. And it succeeds for the most part. The interior has seen notable upticks in quality over the years, now hosting softer materials that give a tiny aura of luxury, but this is still a ways away from best-in-class, the Mazda CX-5 and CX-50 if you're wondering. Space is highly generous in all reaches of the cabin for occupants, though the rear seats are a little flat (particularly the bottoms) and not the most optimal items for longer journeys. VW has introduced several haptic-touch controls on models, and the Tiguan receives this unwelcome tapeworm as well, implementing sliding controls on the steering wheel that just make things worse - Hopefully those are eradicated in the future. Other annoyances are the extremely loud beeps and bongs that go off each time you've started the Tiguan without your seatbelt fastened, or when opening the driver's door even if the the transmission is in park (like one does when getting their mail). Other passengers can open their door when parked, but no warnings will sound, but the driver's door rings. So, if the beeps are a safety item, I guess Volkswagen doesn't care about your passengers? Yet, at least the center display is easy to use as are most of the other controls. When on the highway, the interior is also reasonably quiet. As befitting of the narrative so far, this is a convenient interior given the space, but one that won't ever warrant a "wow." On a postive, this does trounce the dour dungeon that RAV4 interiors are modeled after. Performance is the usual for this class, with the weak two-liter turbocharged engine needing 8.5 seconds to reach 60 MPH from rest. There's also a lack of smooth throttle response from a stop, as too little throttle application simply won't move you, but too much can result in a jolt; For a company that made modern turbocharging mainstream over 20 years ago, I would expect better. At least this Tiguan doesn't hunt for gears like other VWs have recently done, where they upshift too early and then have to downshift immediately after to make forward progress, so it's an improvement there in shift logic. Gas mileage comes in at 25 MPG, which is fine. Other competitors achieve better, while others achieve less; just middling and disappointing for such a relatively slow vehicle. Average and mundane acceleration and fuel mileage also aren't likely helped by the 4,000 pounds of mass being hauled around at all times, which seems excessive. On the road, the Tiguan is mostly indistinguishable from other crossovers, with a general lack of enthusiasm, instead prioritizing ease and comfort. Owing to its light steering, this is a very easy car to drive and for long periods of time at that, but despite being finger-tip light, the steering is never darty on the highway and remains calm and confident, and I rather like that aspect. However, this isn't a vehicle that lives for the twisting sections of tarmac, and while composure is generally there, and 4Motion all-wheel drive ensures decent traction at nearly all times and bandwidths, this just isn't a fun car to drive and hustle around. For that purpose, if you like a seasoning or two of vigor added, Mazda is again the target to beat with their exemplary CX-5 and CX-50 crossovers. Even if there isn't anything truly standout or excellent about the Tiguan, the consistency of which it tackles a large portion of needs does elevate it to being an above average choice in the segment. A competitive price that undercuts the upper-tier Toyota RAV4s also helps make its case. For those seeking passion and actual driving fun and luxurious interiors should be steered to Mazda (as is the usual case in mainstream cars), but there are many that want a car that simply isn't Japanese, and Volkswagen being a German brand does make it more prestigious in the eyes of many the consumer. Despite not having a single attribute to lust after, I do like the Tiguan nonetheless, and judging by the sales success, so do millions of others. 2024 Volkswagen Tiguan SEL R-Line 4Motion Price as-tested: $40,250 Pros: Spacious; Consistent Cons: Weak engine; Fussy steering wheel controls

This new EV sedan is here to change perspectives 2024 Hyundai Ioniq 6 review with The Road Beat Words and pictures by Mitchell Weitzman This is not my first try at testing an Ioniq 6; The prior attempt lasted only but a weekend, as the center screen was completely inoperable and it went away for a fix. This second try was much more successful, if not without the occasional quirk, but what we should be focused on is what this car represents to the entire industry: our possible future. EVs have become increasingly mainstream in recent years, but most are all in the shape of practical crossovers. For those wanting an entirely electric sedan, your sole choice was Tesla's Model 3. Now, a rival has arrived from the Korean brand that has done wonders to change its image this past decade. With so many betting on a future powered by electricity, this Ioniq 6 and the promises it brings could stand as the turning point in Hyundai's hereafter, and the future of the mainstream appeal of the EV and sedans in general. Unfortunately, my most telling test whether this EV succeeds was compromised by weather that never reached over 45-degrees Fahrenheit, or about 7-degrees C for those in other parts of the world. You don't need to be a scientist to know batteries are not as efficient in cold temperatures, never mind the simple fact that I had the heater on high on every journey, which is known to be very unfriendly towards your range. Despite these influential obstacles, this 320 HP Ioniq 6 Limited AWD dual motor (with large 20" wheels no less) still achieved an average efficiency of 2.8 miles per kWh. Not bad for the temps given and considering this is also the most inefficient version of this model possible. For those seeking maximum range and efficiency, a RWD version will be most the desirable. With 77 kWh of possible storage, expected range can be estimated at 215 miles, which is some ways short of the 270 miles estimated on the window sticker by the ever-so-truthful EPA. Still, it was cold as already discussed, and the range during more hospitable climates would likely yield more impressive results. Another contributing factor to the Ioniq 6's promised efficiency is the low drag coefficient of just 0.21, which makes it extremely slippery and understandably quiet at freeway speeds. I can't hide the fact though that given this low drag shape, I still hoped for higher range even with the tough climate faced during testing. I'd love to try a RWD model in the spring or summer to see just how far one can go. When it comes time to charge, the Ioniq 6 (like its Ioniq 5 sibling) can take advantage of 350 KW chargers for conveniently speedy electric replenishment. If you can locate one these ultra-potent chargers, you can expect to recharge this sedan from 5-80 percent battery in just 20 minutes. Be warned that not all chargers are this capable, with many being of the 50 or 100 KW variety that will make for slower charging, not to mention the widely-reported unreliability of many charging stations. But, as it stands, this is one of most quickly charging electric cars on sale today. When utilizing all 320 horsepower and AWD traction, this Ioniq 6 can dispatch 0-60 MPH in a scant 4.5 seconds. Acceleration does taper off slightly after, as is typical of single-speed EVs, but the rate that speed accumulates can be quite fun. The powertrain itself is conceptually smooth in delivery and operation, with none of the coarseness or unpleasantry of a cheap and boring four-cylinder combustion engine. Are there faster Teslas? Yes, but it also really doesn't matter whatsoever in the real world. This as quick to 60 as a Corvette from 2003 - isn't that quick enough? With no combustion engine or large gearbox to house, interior room is impressively generous. Simply put, this is a really pleasant car to be inside, with a cabin roomier and more atmospheric than most other cars that are of the same 191-inch length. My 6' 2" friend had no qualms with the rear seats and even had loads of legroom, more in line with that of a Mercedes S-Class. Some disappointments include a USB Type A port front and center in the dash rather than the newer Type C variety (which seems weird in a technologically advanced car) and the need to connect your iPhone in order to use Apple CarPlay instead of simply wirelessly. The center screen is eye-catching to look at, but it's a busy mess of icons that make acclimation a chore. Also, some physical keys are present for climate controls, but not all of them, so you have to use a strange combination of both physical keys and then the digital screen for simple climate adjustments. A good example would be accessing the heated seats and heated steering wheel; Annoying, but you do get used to it. What cab be easily complimented is the overall interior quality of this Limited example. It's not yet a properly luxury car, like a Genesis G80 from its sister brand, but this is a nice car without any of the cheapness usually associated with Hyundais of old. I also like the cool textures on the door panels, and with the window switches being placed in the center, that means the doors look more streamlined and sculpted. As mentioned previously, it's also very quiet with no engine noise and a pronounced lack of wind roar owing to the slippery shape. This is an easy car to drive with minimal effort required on the daily. You can adjust the levels of brake regeneration so you can do one-pedal driving that's easy to predict and acclimate to. The steering is expectedly numb, but it's accurate and easy to control and place on the freeway. This is not a car that exactly begs to be driven hard, nor is too eager for cornering, but lateral grip levels are enough to make passengers wince on command. A sports sedan this is not, neither is any aspect particularly engaging besides the fun acceleration, but it's a perfectly pleasing machine to be inside of and drive on an everyday basis. Also built-in are several semi-autonomous driving systems that work surprisingly well on the highway. Concerns? Not many. The weather meant I didn't get the most accurate representation of range, but I did wish for more despite the frigid air as a way of justifying the aero prowess. I did have many instances where, upon startup at night, the center screen and gauges were momentarily bright, blinding white before going to their automatic dark mode, which was annoying. The wipers also behaved intermittently badly, one time refusing to wipe off the brief amount of snow that fell at one point (even though they were in automatic mode), and then when they resumed working, they went absolutely haywire at full speed for a minute even after the windshield was cleared. That was just once, but it's still not without the occasional quirk or annoyance. What could be harder to explain is the $58,425 asking price for this top-tier model. That's not unreasonable for the equipment onboard, but it doesn't sound all that attractive at first glance, and possibly even alarming for a Hyundai. Another issue is the Hyundai Ioniq 5 hatchback, a mostly identical sibling with a cool 1980s Lancia-tribute design that is arguably more attractive and practical. Truth is, not everyone will be sold on the looks of the Ioniq 6. While certainly better looking than a Tesla Model 3, it's a shape that some might not be too fond of and can look odd from certain angles. Unless you need the AWD traction (depending where you live and what weather you endure), I think a RWD model makes the most sense to maximize efficiency. Do I like the Ioniq 6? Yes. The fresh and funky design appeals to me just for being different, and it's enjoyable and hospitable to be in and drive. It signals both a strong future for Hyundai and as an exciting innovation for electric vehicles to follow. 2024 Hyundai Ioniq 6 Price as-tested: $58,425 Pros: Unique looks and spacious cabin; Fast charging Cons: Not that efficient despite aerodynamic shape