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

The older I get, the more I like minivans 2025 Honda Odyssey review by The Road Beat Words and pictures: Mitchell Weitzman Over four years ago, I tested a Honda Odyssey for the first time—the first minivan I reviewed for The Road Beat . I was unkind to the practical people carrier, but then again, I was a fresh 27 years old and couldn't understand why anyone would willingly subject themselves to such perceived shame and defeat in life. Now, closing in on 32, that narrow-minded view has changed dramatically—and that's still without children even. While the Honda Odyssey isn’t a perfect minivan, my appreciation and fondness for its charming convenience have grown remarkably in an age of endlessly complex over-complication. Picks Last autumn, I had a Honda Pilot for a weekend getaway in Carmel, California, and its large size came in endlessly handy when hauling around our seven person group with such ease. Yet, as spacious as a properly large SUV can be, the Pilot and similar alternatives have got nothing on a minivan in this department. A night out in Sacramento for a friend’s birthday dinner was followed by a group trip to a local arcade (for adults, mind you), and with parking possibly an obstacle, we decided to take just one car: the Odyssey. With every seat filled by a full-sized human, the Odyssey becomes a temporary party bus. Its sliding rear doors make for impressively easy access to both rows of rear seats, so you can climb in and out without fuss nor lack of grace. The simple fact that you can fill a car with this many actual, normal-sized adult humans—in decent comfort—is incredible. It’s also far more hospitable in this scenario than a traditional SUV. When it comes to carrying passengers, a minivan simply cannot be beat. Continuing strengths for the Odyssey are its impressive road manners. Despite looking like an ungainly, massive blob, the Odyssey steers far more competently than its shape suggests. In motion, the steering wheel has a reassuring weight and even provides some real feedback tingling through the rim. Dynamics continue to be a surprisingly strong point for Honda's minivan. What’s more, the ride quality is kind to occupants across a variety of troubled surfaces, all while remaining composed over pesky bumps mid-corner. And when the road does get twisty, you may be surprised to find the Odyssey has a relative appetite for corners (for a minivan, that is), showcasing decent front-end grip and a mild resistance to understeer. Compared to its longstanding nemesis, the Toyota Sienna, the Odyssey is easily the more satisfying car to drive both slowly and quickly. It feels like a machine of substance—not a detached toy. Despite its size, it also shrinks itself down nicely on the road and allows for easy placement. I also enjoyed the strong and fervent V6 engine when wound up. It delivers lively acceleration and a soundtrack full of gusto. 0–60 mph isn’t anything special on paper (around seven seconds), but the seat-of-the-pants feel when the V6 hits the famed VTEC variable valve timing crossover is a treat. The angry, raw sound is music to the ears, and its smooth combustion is a delight compared to the nasty and/or lifeless four-cylinder engines in some competitors. Inside, there are also a host of physical buttons that are easy to operate, and with an assured sense of control. Where many others have flocked to digital switches, the presence of real buttons you can feel and press makes daily operation simpler and more pleasant. Nicks Despite my real-world fondness for the Honda Odyssey, there are notable detractors that may or may not matter to potential buyers. While the V6 engine is enjoyable, overall gas mileage stood at 22 MPG after a weeklong test. That’s on par with SUVs of similar size, but Toyota’s new Sienna—now offered only as a hybrid (a bit slower too, mind you)—gets over 30 MPG with ease. The transmission works well enough when left to its own devices, with smooth shifts happening through all 10 gears, but there’s a pair of paddle shifters behind the wheel if you desire manual override and control. These are utterly useless, however. Downshifts—say, when trying to control speed on a long downhill stretch—are slow to execute and offer no meaningful engine braking, often resulting in gained speed rather than a reduction due to the prolonged pause in between changes. As practical as the interior is, the second-row seats could be easier to fold out of the way for third-row access, and the overall design of the cabin looks and feels quite dated. The center display screen, for example, is tiny by modern standards and oddly angled upward toward the sunroof which compromises viewing. Other physical controls may be functional, but they look old and lack the quality polish of a car built brand-new in 2025. The rearview camera is also horrendous, with paltry, outdated resolution that’s frankly inexcusable. I'm not talking old iPhone 5 level of video quality, but more like a Motorola flip phone pre- Anchorman . Interior quality is typical Honda in terms of its robust build plus a complete absence of rattles. But even on this upscale Elite version, materials on vital touch points could be nicer especially considering the $52,275 retail price. At least the seats are very comfortable, and I like the brighter color of the leather used here—it makes this Odyssey Elite feel even larger and more expansive inside, if that were possible. An Odyssey that makes journeys not an Odyssey In case you forgot—or if today’s TikTok generation is no longer required to read Homer’s The Odyssey —Odysseus’s journey home from the beaches of Troy wasn’t what anyone would consider as fun with the endless danger and turmoil lasting a decade. Fortunately, this Odyssey makes every trip easy and even enjoyable. I genuinely liked driving the Odyssey, and it made outings with friends stupidly simple. For those with multiple kids—especially those regularly driving their kids and their kids' friends around—the Honda Odyssey makes so much sense. An updated model with refreshed furnishings and modern tech would keep this sales favorite confidently at the top. And really, more Americans ought to consider a minivan in general because the packaging just works. 2025 Honda Odyssey Elite As-tested price: $52,275 Pros: Huge inside; V6 is fun; Good road manners Cons: Elite is expensive; Thirsty and dated in ways Honda Odyssey Elite basic specifications Powertrain & Performance Engine: 3.5L V6 Horsepower: 280 hp Torque: 262 lb-ft Transmission: 10-speed automatic Drivetrain: Front-Wheel Drive (FWD) Towing Capacity: Up to 3,500 lbs Fuel Economy & Capacity City / Highway / Combined: 19 / 28 / 22 MPG Road Beat real word MPG: 22 Fuel Tank Capacity: 19.5 gallons Exterior Dimensions Length: 205 in Width: 79 in Height: 70 in Wheelbase: 118 in Curb Weight: About 4,600 lbs Interior Dimensions & Capacity Seating Capacity: 8 passengers Cargo Volume: Behind 3rd row: 32.8 cu ft Behind 2nd row: 86.6 cu ft Behind 1st row: 140.7 cu ft Safety & Driver Assistance Vehicle Stability Assist (VSA) Collision Mitigation Braking System (CMBS) Lane Keeping Assist System (LKAS) Blind Spot Information System (BSI) Rear Cross Traffic Monitor Front and Rear Parking Sensors Multi-angle Rearview Camera 2025 Honda Odyssey image gallery Thank you for reading The Road Beat's 2025 Honda Odyssey review. To never miss an article or image gallery, please subscribe. All photos by mitchellweitzmanphoto.com .

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

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

This new Hybrid from Mazda hides a surprising heart 2025 Mazda CX-50 Hybrid review by The Road Beat Words and pictures: Mitchell Weitzman There are times when sharing components can reap great rewards for those involved, and Mazda has benefited immensely from this latest collaboration between two unlikely allies. "Mazda makes a CX-50 hybrid?" a friend asked, and the honest answer is a kind-of-sort-of no. Because while this is a Mazda CX-50 on the outside and inside, its new modestly beating heart comes from Toyota, sharing an engine with the best-selling RAV4 Hybrid. I didn’t see that coming, and I’m so happy Mazda made this deal happen—because if you can’t beat them, then take from them. And after all, nobody does consumer hybrids quite like Toyota. The result is a CX-50 that is the superior choice for most consumers and, at the same time, renders the Toyota RAV4 Hybrid largely irrelevant. Picks Transforming into a hybrid has lost nothing in the way of Mazda’s superlative style and interior quality. So, as before, we’re left with a sharp and stylish exterior that looks and feels increasingly upscale once you open the doors. Other mainstream brands have certainly upped their game when it comes to luxury flair on everyday cars, but Mazda still leads the way with an attention to detail on all the crucial touchpoints that are simply better. While a friend was home visiting for the holidays, on their first ride in the Mazda, they were delighted by the mechanically solid and substantial feel of the volume knob and other controls. They also appreciated how soft the dashboard was. It just goes to show that people experiencing a Mazda for the first time come away impressed by how under-the-radar and undervalued the brand remains to this day. Now that we have the powertrain taken from a Toyota RAV4 Hybrid, oomph comes from a reasonable 219 horsepower, readily available at all times. The overall economy measured out as a fantastic 32 MPG during a cold winter week with the heater on high for each drive. That may be about couple MPG less than a RAV4 Hybrid, but we’re talking over 30 MPG in a fairly luxurious and gorgeous Mazda, which is a stupendous figure and significantly better than Mazda's own conventional offerings. Toyota has also developed seamless operation and instant response in its hybrid systems, and this is no different. It’s worlds better than the plug-in hybrid unit Mazda developed for its huge CX-90 SUV, which is, frankly, a travesty in terms of refinement. Quite honestly, Mazda paging Toyota for some hybrid help is a good and powerful move. And because it’s still a CX-50, the driving experience remains best-in-class. Steering? Delightful, with meaty weighting that enhances each drive with increased confidence. Pairing with the precise steering is a dynamic chassis that makes a compelling dance partner—whether it’s a laid-back slow dance or an upbeat and energetic foxtrot. AWD adds composure and all-weather capability, but the real magic is how willing and able the nose is, ready to be guided in nearly any and all directions. Mazda built its reputation on its zoom-zoom heritage, and their pedigree of fun-to-drive vehicles continues to this day. It might not quite be a murder on the dance floor, but this remains a shockingly fun way to put on the ritz every single day in a sensible family crossover. Nicks There aren’t many issues here, and most readers will find these to be minor nitpicks. But nitpicks can’t be overlooked by those they may bother. Perhaps the most annoying quirk is the center display screen, which is only touch-capable when at a stop or up to 2 MPH, weirdly. After that, you have to use the rotary click wheel. It isn’t bad to use, but Apple CarPlay is definitely meant to be used by touch, making this an odd design choice. A recent CX-30 now has an option to allow full touchscreen use at all times, so hopefully that makes its way to the CX-50, too There’s also the returning subject of the engine. While this Toyota-sourced four-cylinder hybrid delivers excellent fuel economy, it’s still a four-cylinder Toyota engine. In other words, it’s a coarse and groaning main act, emphasized by a CVT transmission that holds and maintains the same engine speed, making the dreary sobbing noises all the more apparent. Mazda’s own four-cylinders are smoother and produce a far more pleasing sound, but the tradeoff for this newfound economy is newfound four-cylinder coarseness. You also sacrifice the finite punch of Mazda’s own turbocharged 2.5-liter unit, which produces over 300 foot-pounds of torque and gets to 60 MPH from rest nearly a full second faster. Additionally, there were some rattles emanating from the rear of the CX-50 on rougher roads. Given the low mileage on this exact example, that would be a concern for me as a new owner—worthy of a trip back to the dealer or at least some investigation. The best crossover available? After receiving a heart transplant from Toyota’s RAV4 Hybrid, the CX-50 Hybrid is now one of the most attractive crossovers on sale today—not just aesthetically, but also in terms of its superb driving characteristics and excellent economy. For many, saving on gas is a top priority in a world with ever-rising living expenses. Before this test, choices were limited to either a Toyota or Honda to maximize savings at the pump, or commit to all-electric altogether even. How Mazda scored this deal—and how Toyota let it happen—is one thing, but what matters is that the same CX-50 is still here with all its intrinsic values. Now, it also has the efficiency trump card to play against its key rivals, and undoubtedly, this new version will attract and convert many consumers to Mazda. 2025 Mazda CX-50 Hybrid Premium Plus As-tested price: about $42,500 Pros: Excellent economy; Great style inside and out; Same Mazda dynamics Cons: Toyota engine is coarse when accelerating Basic Specifications Powertrain & Performance Hybrid 2.5-liter naturally aspirated four-cylinder engine paired with three electric motors Combined output of 219 horsepower Electronically controlled continuously variable transmission (e-CVT) Standard all-wheel drive (e-AWD) EPA-estimated 38 MPG combined Road Beat Real World 32 MPG Exterior Dimensions Length: 186.1 inches Width: 75.6 inches Height: 63.5 inches Wheelbase: 110.8 inches Interior & Cargo Space Cargo volume: 29.6 cubic feet behind rear seats Technology & Convenience 10.25-inch infotainment display with wireless Apple CarPlay & Android Auto 12-speaker Bose audio system with Centerpoint and AudioPilot Built-in Alexa integration Wireless phone charging Four USB-C ports Navigation system Surround-view monitor Full-color Active Driving Display projected onto the windshield Towing Capacity Up to 1,500 pounds Pricing Starting MSRP: $42,065 (including destination charges) More photos of the 2025 Mazda CX-50 Hybrid Premium Plus Thank you for reading The Road Beat's honest and candid 2025 Mazda CX-50 Hybrid review. All photos by mitchellweitzmanphoto.com . Please subscribe to never miss a review, published weekly.

The Sequoia SUV is now available in the Tundra's 1794 Edition trim, but the price just ain't worth it. 2025 Toyota Sequoia 1794 review by The Road Beat Words and pictures: Mitchell Weitzman $85,630. Yep, you read that correctly. And since we're already coming out of the gates swinging Thor's hammer, this latest edition of Toyota's Sequoia SUV is grossly overpriced for what it is. Not to say it isn't nice, but eighty-five grand nice? For a Toyota? No, thank you. And before you call me a hater, you being should be agreeing and thinking the same for the variety of reasons detailed below. Picks The highlight and dominating feature (besides the aforementioned price tag) of the Sequoia is the engine — a twin-turbocharged V6 hybrid power unit. Pumping out 437 healthy horsepower and a gargantuan peak 583 lb-ft of torque, this mammoth full-size SUV accelerates at a shocking pace. The 0-60 MPH benchmark takes just 5.5 seconds, which is as quick as the fastest Ferrari was during Ronald Reagan's first term. Imagine being in a brand-new Testarossa when a giant Toyota SUV from 40 years in the future rolls up next to you and dusts you at the stoplights, all while clumsily roast the clutch and miss a gear on the gated shifter. Anyway, as a replacement for a V8, the powertrain delivers impressive outright performance, with smooth pulses and seamless operation. Towing capacity is also above a substantial 9,000 pounds, which should be enough for most drivers before requiring a step up to a heavy duty diesel rig. Despite this 1794 Edition retailing for an absurd price, the Sequoia model itself starts at a far more reasonable sub-$65,000, with some decently well-equipped and furnished Platinum models available for below $75,000. In that range, a Toyota Sequoia at least begins to make some semblance of sense. Every Sequoia also comes standard with a humongous center display screen for easy navigation of your everyday tech, and all the usual bells, whistles, and safety features are present - except one glaring omission in the rear we'll get to later. Most surprisingly unexpected is that the new Sequoia drives quite well, combining confident steering for such a large vehicle with grip and handling that leaves the old model in another dimension. Hustle a Sequoia, and while it’s not happy to do so, it’s amazing how quickly it can carry speed through corners without really any kind of fuss or protest. On the highway, it tracks arrow-straight, and I like the steering weight, too, making for an easy driving experience despite its massive size. Nicks Here’s where the problems return — and there are a lot — but I’m going to go quick, relatively. First, we have the price again, because did I mention this thing costs $85,630? I know the seats are wrapped in high-quality leather, and some of that extends to the armrests and dashboard, but the rest of the cabin consists of cheap plastics with unsatisfying controls and touchpoints. The sagging glovebox, along with the release and latch for the center console storage, are particularly terrible and more fitting of a 15 year old Corolla. For such a physically vast and modern SUV, the third-row seats do not fold flat into the floor, which is inexcusable in a vehicle of this design and price point in 2025. Instead, to create extra cargo room, you have to manually remove them in an ungraceful and impractical process. Even then, the second-row seats aren’t all that spacious in terms of legroom, with Toyota’s own Grand Highlander offering a far more convenient and roomy setup for families. For measuring a Goliath-like 208-inches long, this has to be the smallest interior space to exterior dimension ratio of any new SUV. Packaging is important, and the Sequoia simply squanders this aspect tragically. For a direct comparison of interior space numbers, with the Sequoia's third row of seats folded (but not flatly), your storage capacity will be a weak 49 cubic-feet. On the other hand, a GMC Yukon with its third row of seats folded flat into the floor (and low storage bay height), packs a towering 72 cubic-feet of volume. A Yukon is only two inches longer than a Sequoia overall, but its storage capacity is nearly 50% larger. Remember the powerful engine that replaces a V8? Well, it certainly drinks like one, averaging a paltry 16 MPG during a week of mixed driving conditions — and that's despite being a hybrid . Both my passengers and I also disliked the obviously fake and synthetic V8 noises piped into the cabin to further disguise the fact that it’s a V6. It’s fine as it is—just embrace the V6 instead of pretending to be something you're not, which is what Instagram is for. While I praised the Sequoia’s handling, that comes with an unfortunate tradeoff: ride quality. With a bridge-girder strength required for its high towing capacity, the engineers seemingly couldn’t find a workaround for the stiff and jiggly ride. The suspension reacts harshly to imperfections, making for an uncomfortable experience especially at the rear end, where not even a modern and sophisticed multi-link design has reaped any rewards. Speed bumps are a particular menace, with the rear axle slamming into them even at low speeds instead of gliding over like rival SUVs or trucks. For a supposedly luxurious SUV, this lacks the comfort and refinement you would expect. It must be said this example has the TRD Off-Road package and 'off-road' suspension, but off-road suspension usually actually means softer suspension to better cope with the earth's lumpy and bumpy terrain. A past Ford Raptor I drove, for example, simply glided over pavement in soothing fashion. So, if this is the supposedly softer option, that makes it even worse. So many SUV choices There’s no hiding the fact that there is a manic abundance of alternatives in the SUV market. General Motors alone offers a plethora of options, with the Escalade and GMC Yukon standing out, and Ford has the stalwart Expedition to boot. Other choices include Lexus with the more luxurious LX 600, Genesis has the superb GV80, Jeep offers the Wagoneer, and Nissan brought out a revitalized Armada with unexpected style and chic — and that's before bringing up any of the sporty and luxurious German family haulers. Also, for families seeking a large Toyota, don’t overlook the Grand Highlander—it’s actually more spacious and practical, costs significantly less, and its highest Platinum trims are nearly as nicely furnished. Sequoias can make sense, but only at their entry-level asking prices. Besides, Toyota became the automotive giant it is for delivering quality at unbeatable value. Today, hardly any Toyotas win on the value front, often costing more than equivalents from other brands. And as for its intended purpose as a big three-row SUV, it fundamentally fails here by being pointlessly inefficient as a hybrid, and also inefficient when it comes to interior space and cargo volume. When you venture into the $80,000-and-above territory, Toyota simply has no business competing there—and it shows. 2025 Toyota Sequoia 1794 Edition Price as-tested: $85,630 Pros: Powerful engine Cons: Thirsty; Overpriced; Third row doesn't fold flat 2025 Toyota Sequoia 1794 Edition Basic Specifications Powertrain: Engine: 3.4-liter twin-turbo V6 hybrid Horsepower: 437 hp @ 5,200 rpm Torque: 583 lb-ft @ 2,400 rpm 10-speed automatic Four-wheel drive Dimensions: Overall Length: 208.1 inches Width: 79.8 inches Height: 74.5 inches Wheelbase: 122.0 inches Curb Weight: Approximately 6,150 lbs Cargo Volume Behind Third Row: 22.3 cubic feet Cargo Volume Behind Second Row: 49 cubic feet Towing and Payload: Maximum Towing Capacity: 9,010 lbs Maximum Payload Capacity: 1,410 lbs Fuel Economy: EPA Estimated MPG: 19 city / 22 highway / 20 combined Real World Road Beat MPG: 16 MPG More photos of the Toyota Sequoia 1794 Edition exterior and interior: Thank you for reading The Road Beat's 2025 Toyota Sequoia 1794 review. Please subscribe to not miss another review. Photography by mitchellweitzmanphoto.com .

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

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

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

The Jetta continues for another year, and it's aging like wine. 2025 Volkswagen Jetta review by The Road Beat Words and pictures: Mitchell Weitzman Not all cars age well. When the current Corolla debuted in 2018, it represented a huge step forward for the brand and one of its core economy cars. Fast forward to today, and the unchanged Corolla feels stuck in the last century, aging like milk instead of wine. Other models have had significant revamps, like Honda's superb new Civic and the uniquely styled and practical Hyundai Elantra—both of which I've tried and liked (or loved in the case of the Civic). Yet, in the thick of it all, the VW Jetta hasn't really changed much in the past five years, yet it has aged astoundingly well and makes a seriously compelling case on its own. The Jetta is a pretty good car, and I did not expect to arrive at that conclusion before spending a week with it. Picks For a vehicle costing $30,680 with options and destination factored in, this is a remarkably well-equipped car. Beyond the basics, here are some standout features that impress for $30K all-in: leather seats, a heated steering wheel, heated and ventilated front seats, and even heated rear seats. I can't think of another car that combines all those attributes at this price—it’s frankly astonishing, especially with real leather instead of some faux material. Of course, the usual suite of active safety systems is included, along with radar cruise control (which I actually despise), Apple CarPlay, and Android Auto. Even the BeatsAudio stereo is impressive for the price and, dare I say, beats (pun intended) the JBL-branded option in cheaper Toyotas. So, we have fantastic value with a capital F, but that's not the only thing worth raving about. For commuters, there’s the nearly 40 MPG I averaged after a week of mixed driving. Sure, 40 sounds better than 38.8, but hey, that's pretty damn close! For a non-hybrid vehicle to achieve this figure is an impressive feat, especially when recently tested Corolla Hybrids only manage a few solitary MPG more. And unlike some competitors, Volkswagen builds a much smoother four cylinder engine, avoiding the yelping coarseness that plagues Toyotas. Here, you get a low-frequency, muted tone that plays in the background when you step on the throttle—not exactly pleasant, but far from the annoying cry of competing compacts. The 1.5L turbocharged engine also punches above its weight, making real-world acceleration effortless thanks to its flexible midrange power. It doesn't require screaming at 4,000-5,000 RPM just to maintain speed up freeway grades. While 0-60 MPH in 7.5 seconds isn’t headline-grabbing, it’s still worlds better than those Corollas I keep mentioning—and notably quicker in real-world driving where it matters most. Jettas, though well-equipped, aren't going to win awards for luxury or build quality. However, on the surface, the Jetta’s interior looks decent and interesting enough—not the drab dungeon of a Corolla. The touchpoints may not impress, but the cabin at least gives off the visual impression of quality. For buyers shopping under $30K, perception can be just as important. More importantly, it never feels outright cheap, even if the leather seats can look a little rumpled at times. One thing that cannot be overstated is how roomy the Jetta is, with a deep and spacious rear seat that easily accommodates adults and a humongous trunk perfect for a Costco haul. Driving is another positive for the Jetta. It’s reasonably quiet at speed and delivers a very comfortable ride that keeps occupants happy. It’s not particularly athletic or dynamic, losing ground to Honda and Mazda on that front. However, when pushed, the front differential does an admirable job resisting understeer and tucking the nose toward an apex. Despite being turbocharged, there’s zero torque steer, and the light steering makes for effortless driving on long cruises. It’s not a party animal in the bends like a Golf GTI or Jetta GLI, but it holds its own well enough—even if it rolls a bit—maintaining control with a strong and resilient front axle. Nicks Let’s get right into it: I think the steering is too overboosted. While some drivers will appreciate the featherlight wheel that requires zero effort—you can practically drive with just a pinky—I think it dulls engagement and makes the handling feel more rubbery than it actually is. Despite my general liking for this little turbocharged engine, the eight-speed automatic sometimes shifts into second gear too early, causing it to bog down. It’s not as much of an issue as it is in other Volkswagens like the Taos (which has the same engine but far more weight to lug around), but it still happens and can be frustrating. Fortunately, you can adapt and find a sweet spot to avoid either lurching or the second-gear bog, so it’s not the end of the world. Another recent bit of big news: Volkswagen has killed the manual transmission in all Jettas except the hot GLI. It won’t matter to most buyers, but for those on the "Save the Manuals" political action committee, it’s a sad reality. I always enjoyed rowing gears in modest VWs. Most of the controls are straightforward, but there are some annoying touch-sensitive switches—most notably the sliding temperature control, which is needlessly difficult compared to a simple knob. Worse, it requires you to take your eyes off the road to adjust. Thankfully, the steering wheel doesn’t have the same idiotic sliders for volume that other recent VWs have suffered from, and there’s still a normal volume knob in the center. However, the steering wheel itself is still too crowded with small buttons. The top-right switch for the heated steering wheel deserves a special callout for being awkwardly placed and tiny enough that anyone with large hands will need an angled fingernail to press it. And the largest issue with the VW Jetta? The Honda Civic, doing everything the Jetta does, but with fewer annoyances, a more dynamic and involving driving experience, and a has a further upscale interior on top trims. A solid, value-packed alternative I really expected to kind of hate this Jetta, but I came away pleasantly surprised. The gas mileage is fantastic, it has all the features you could ever want in a car, and it even slightly resembles one of its more expensive Audi brethren. Whether my nitpicks matter to you is another question, but overall, this is a seriously impressive car for the $30,680 asking price. It’s not as good as a Civic, but it’s closer than I previously thought. And for a car that hasn’t meaningfully changed in years, I actually find myself enjoying the Jetta more than before. Like finding a partner with a solid skincare routine, aging well is always a good sign for the future. Maybe not quite like a vintage Cheval Blanc, but one of Trader Joe's finer and surprisingly terrific bargains? You bet. 2025 Volkswagen Jetta 1.5T SEL Price as-tested: $30,680 Pros: Spacious interior; Comfortable to drive; Excellent economy Cons: Honda Civics exist Engine and Performance: Engine: 1.5-liter turbocharged inline-4 Horsepower: 158 hp Torque: 184 lb-ft Transmission: 8-speed automatic with Tiptronic Drivetrain: Front-wheel drive (FWD) Fuel Efficiency: City/Highway MPG: 29/40 MPG (EPA estimated) Real world economy: 38.8 MPG Fuel Tank Capacity: 13.2 gallons Dimensions: Overall Length: 186.5 inches Wheelbase: 105.7 inches Width: 70.8 inches Height: 57.7 inches Curb Weight: Approximately 3,071 pounds Interior Features: Seating: Leather upholstery with heated and ventilated front seats; heated rear seats Infotainment: 8-inch touchscreen with navigation, Apple CarPlay, and Android Auto compatibility Audio System: BeatsAudio premium sound system Climate Control: Dual-zone automatic climate control Sunroof: Panoramic sunroof Safety and Driver Assistance: Standard Features: Volkswagen's IQ.DRIVE suite, including adaptive cruise control, lane-keeping assist, blind-spot monitoring, and forward collision warning with autonomous emergency braking Wheels and Tires: Wheels: 18-inch alloy wheels Warranty Basic: 4 years or 50,000 miles, whichever comes first. Corrosion: 7 years or 100,000 miles. Roadside Assistance: 3 years or 36,000 miles. Scheduled Maintenance: 2 years or 20,000 miles. More photos of the 2025 Volkswagen Jetta Thank you for reading The Road Beat's 2025 Volkswagen Jetta review. Please subscribe if you enjoy our candid takes and photography. All images by mitchellweitzmanphoto.com .

It's still ugly, but the bZ4X is better than I remembered 2024 Toyota bZ4X review by The Road Beat Words and pictures: Mitchell Weitzman There is no sneaking around the large elephant in the room: this is one ugly car. While looks are subjective, I can’t imagine anyone with a functioning brain finding this car actually attractive. Now in its third year of availability, the styling also hasn’t improved with age—something that occasionally happens with other cars - but not with the bZ4X. Despite the aesthetic monstrosity on display, and the equally terrible name (bZ4X stands for "beyond zero," with the “4” denoting size comparable to the RAV4 and the “X” presumably indicating it’s electric?), what lies underneath is a surprisingly decent EV that performs well in many respects. If only it had the sheet metal of the sleek Hyundai Ioniq 5 instead of the face that only a blind mother could love. I'm done with the looks, but even Toyota execs can’t deny that its bizarre body is the single biggest barrier to its adoption. So instead, let’s focus on what the car gets right, starting with efficiency. Many electric vehicles competing in the same practical crossover space average between 2.5 and 3.0 miles per kilowatt-hour (the simplest stat to measure, akin to MPG but for EVs). This front-wheel-drive (FWD) model, with a modest 201 horsepower, delivered a spectacular 3.3 miles per kWh—even with the always-draining heater running. With a 71.4 kWh battery, its real-world range should theoretically reach about 235 miles, which aligns shockingly (pun unintended) well with the 236-mile EPA estimate on the window sticker (Most EVs tend to drastically overstate their range.) The highest range estimate I saw on the gauge cluster was 224 miles, but the math at least supports the EPA's claim—a rare win for an EV. Charging speeds and outdated tech Unfortunately, even if the efficiency is commendable, when it comes time to fill your tank with electrons, the bZ4X lags behind in charging speeds. While competitors like Hyundai and Kia can leverage ultra-fast 350-KW chargers, the bZ4X tops out at a mere 100 KW for the FWD model and 150 KW for AWD (why there's any difference is mystifying). This translates to longer charging times, which remain a significant deterrent for potential EV buyers. Moreover, the battery and electric tech already are outdated with its slower charging speeds using yesterday's tech. Another example is the regenerative braking, ,another area where the bZ4X falters, offering weak regen at best and lacks the ability to adjust levels of regeneration, which rivals can do; Here, it’s simply on or off. Decent dynamics It’s worth noting that this is the FWD version, which benefits from lower rolling resistance compared to AWD models. However, I didn’t even realize this was a FWD vehicle at first as there’s no noticeable torque steer. I only experienced traction loss once, and that was during quick acceleration while sharply turning on a damp road. Surprisingly, this might be the quickest 201-horsepower crossover I’ve ever driven. Up to freeway speeds, throttle response is instantaneous and surprisingly peppy, a trait we've come to expect from purely electric drivetrains. In fact, it felt quicker above 50 mph than the dual-motor Honda Prologue I recently tested, despite that car carrying nearly 50% more horsepower. While the bZ4X isn’t "fast," its responsiveness alone punches well above its weight, and it's also significantly quicker in the real world than a RAV4 Hybrid. Handling and ride Again against my expectations, the bZ4X handles reasonably well. Steering is muted and offers little feedback, but it’s direct and accurate, and the car remains composed even when pushed past its (and your passengers') comfort zone. On a looping freeway cloverleaf, the front tires maintain grip, and I could smoothly apply throttle without the punishing understeer I expected. It’s not the best-driving EV, but it’s capably competent. The ride quality is also impressive, with a plush suspension that absorbs most road imperfections. Interior disappointments Back to its misfortunes, the interior is where the bZ4X stumbles again. This top-tier Limited model, with an MSRP over $51,000, doesn’t look or feel nearly as premium as its price would suggest. A faint rattle emanated from the center console, the interior door handles felt flimsy (almost toy-like), and the instrument cluster design is outright baffling. Positioned far away from the driver, it’s not only hard to read, but the steering wheel often blocks it from view. It’s also crowded and small, unable to display key information simultaneously, and surrounded by odd, unattractive plastic trim. At least the 12-inch center display is user-friendly, as are the climate controls. There’s ample space for adult passengers In the rear, and the cargo area offers a decent 27 cubic feet of storage. While it’s 10 cubic feet shy of a RAV4, it’s more practical than Toyota’s Corolla Cross and narrowly beats the Hyundai Ioniq 5 by a single cubic foot. Safety system nuisances A troubling trend in modern cars is the regression of their active safety systems, and the bZ4X is no exception. Features like lane-keeping assist and lane departure warnings are overly intrusive and compromise comfort and confidence. For example, when driving in the far-right lane on a freeway, the car would often attempt to follow exit ramps, requiring deliberate steering corrections to stay on course. Nagging tugs at the wheel are also common when you're near the boundaries of your lane, and can be off-putting on winding country roads. These systems used to feel more refined, but now they're just annoying and I prefer to disable them. The Road Beat bottom line It’s a shame that the bZ4X is so painfully unattractive because beneath its off-putting exterior lies a surprisingly capable EV. Its range isn’t groundbreaking, but its efficiency is respectable for squeezing decent mileage out of a relatively small 71.4 kWh battery. However, the slow charging speeds are disappointing, and it’s surprising that Toyota hasn’t addressed this after several years. When it first launched, the bZ4X languished on dealer lots. Today, it’s become a more common sight in Northern California, thanks in part to generous lease rebates. Toyota is currently offering an unprecedented $18,000 off leases on remaining 2024 models—about 33% of the car’s value—making this a highly affordable option for those seeking an easy get-in-and-go commuter. 2025 models still receive a solid $10,000 at least here in California from Toyota. However, I can’t personally recommend the bZ4X unless you yourself can overlook its looks. Toyota could easily fix the design, but given their reputation for being one of the lazier automakers in recent memory, will they bother? 2024 Toyota bZ4X Limited FWD Price as-tested: $51,893 Pros: Great efficiency and decent to drive Cons: Ugly; Slow max charging speeds Basic bZ4X specifications Powertrain: Single electric motor producing 201 horsepower and 196 lb-ft of torque. 0-60 MPH in about 7 seconds flat Battery and Range: 71.4 kWh battery pack. EPA-estimated driving range of up to 236 miles on a full charge. Exterior Dimensions: Length: 184.6 inches Width: 73.2 inches (excluding mirrors) Height: 64.8 inches Wheelbase: 112.2 inches Ground Clearance: 8.1 inches Interior Dimensions: Passenger Volume: 94.4 cubic feet Headroom (front/rear): 38.6 inches / 37.1 inches Legroom (front/rear): 42.1 inches / 35.3 inches Shoulder Room (front/rear): 57.8 inches / 56 inches Hip Room (front/rear): 54 inches / 45.3 inches Cargo Space: Behind Rear Seats: 27.7 cubic feet With Rear Seats Folded: 56.8 cubic feet Toyota bZ4X image gallery Thank you for reading The Road Beat's 2024 Toyota bZ4X review. Please subscribe for more of our candid takes on cars. All photography by mitchellweitzmanphoto.com .

A surprise wagon that never excels 2025 Toyota Crown Signia review by The Road Beat Words and pictures: Mitchell Weitzman In the midst of a vast and vastly needed model refresh across their range, Toyota has also snuck a new model bearing a returning nameplate. Called the Crown, it's an oddball pick for anyone, mostly undone by its exceedingly strange aesthetic that isn't really a car, but isn't really a crossover either. A spinoff in name and concept, Toyota has now released the Crown Signia, which fills another oddball niche mashup of wagon and SUV. It's a decent enough car on its own, boasting a hybrid-only powertrain and nice interior (for a Toyota), but the looks miss the mark (to my eyes at least), and the dizzying price leaves the Crown Signia stuck between the trenches in no man's land. Don't be too tempted by the 37 MPG promised on this tester's window sticker, as the real-world mileage returns a still-reasonable 33 after several hundred miles of mixed conditions. What's very curious is the onboard range estimate, initially showing a staggering 591 miles with a full tank when I first received the Crown Signia. However, on a short road trip to Donner Lake, the final estimate (adding remaining range to miles driven on the trip computer) did not even total 400 by the end of my test term. How can a range estimate be so wildly untrustworthy? To be off by over 30% is painful for such a simple calculation in the present day. Speaking of the hybrid powertrain, while Toyota continues to be the leader in seamless transparency among hybrids, exhibiting zero hiccups nor any herky-jerky hesitations, the combustion engine itself is a nasty little moaning and groaning four-cylinder unit. It's loudly apparent at all speeds, and undoes the apparent luxury that the Crown line is striving to perpetuate; Both my friend and his wife commented on the sound even, that's how obviously unpleasant it is. While 240 combined horsepower is hardly worth shouting about over $50K, the Crown Signia at least labors its way to 60 MPH from rest in seven seconds flat. With the responsive nature of the power unit and CVT transmission, passing is easily done at your command, but it sounds terrible while doing so. The good news includes the usual suite of Toyota safety systems that work mostly well, and the intrusive radar cruise control can thankfully be disabled if you (including me) prefers resorting to manual control. There's a big 12-inch display that is among the easiest in the business to navigate and use, and I appreciate the presence of physical buttons for the climate that are welcome in a sea of digital capacitive alternatives. As far as the cabin goes, this is among Toyota's nicest work ever, with soft and plush materials meeting the usual Toyota solid-build quality with nary a rattle nor squeak to be heard. For the carnivore crowd, the seats on this Limited are genuine leather, too. Road noise isn't particularly appropriate for a library, but this is a comfortable car overall for longer drives with good rear legroom for passengers courtesy of its long 194-inch total length. Comfortable as it may be, the Crown Signia is uninspiring and unengaging to drive with it muted steering and rubbery handling. Granted, a car like this is not meant for carving canyons, but I still would like more composure and willingness instilled, a formula that brands like Mazda and Genesis have perfected in the past few years. Honestly, this is such a boring car to drive that there really isn't much else worth mentioning. Then again, it's not exactly designed nor made to thrill, with the emphasis on effortless and numb transportation being top priority. When you do enter turns with higher velocity, there is lots of mass heaving about causing body roll and lessening its grip on the road. It may look like a normal wagon, but it's lazier and more dynamically inclined to a lumbering SUV. And then there's the price, which starts at $52,565 for this Limited trim and poses a tough question: who is the Crown Signia for? If you want a big Toyota SUV, there are better choices like the Highlander and Grand Highlander, which offer convenient and useful three-row seating. But the real kicker with the Crown Signia comes from within Toyota, by swapping the Toyota badge for a Lexus. Currently, the price of the Crown Signia overlaps with the Lexus RX 350h, which features the same engine, has more attractive looks, and boasts an even nicer and increasingly upscale luxurious cabin. If they're close enough in price, why would you choose a Toyota over a Lexus? They're both the same 194 inches long, too, and the RX has five feet of additional everyday storage volume behind its rear seats. And then Lexus offers the slightly smaller NX 350h, too, which drives quite a bit better with its tighter body control. Sense should not be taken for granted, and maybe there are the few people out there for whom the Crown Signia is their perfect car. But, with so many alternatives from Toyota and Lexus, not to mention all the other crossovers from other brands, there isn't a reason to choose this one unless the admittedly subjective looks completely win you over. As for me, I don't like the squinty eyes that look sleepy (like pop-up headlamps that aren't raised all the way) and out of place, not the rest of the the exterior aesthetic. It's a bold and brave move from Toyota, but Toyota is not a brand known for carving niches, and there's little reason here to deserve and establish its own. Bottom Line Get the Toyota Crown Signia if you desire a Toyota with a nice cabin and unique look. But for over $50,000? There are more compelling choices that go further on luxury for the dollar. 2025 Toyota Crown Signia Limited Price as-tested: $52,565 Pros: One of the nicer Toyota interiors; It's a wagon Cons: Moaning and groaning engine; odd big-wagon looks; Overlaps with Lexus RX 350h More photos of the Toyota Crown Signia Thank you for reading The Road Beat's 2025 Toyota Crown Signia review. For more honest takes on cars, please subscribe. All photos by mitchellweitzmanphoto.com .