Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

Foot,Stepping,On,The,Accelerator,And,Clutch,Pedal,In,Manual

I refuse to wear “driving shoes”.

Ferrari or BMW-branded Pumas give off an energy somewhere between “divorced dad” and “kid from your high school who was unnaturally good at glow-sticking”. You can practically smell the cologne from here. Don’t even get me started on wearing actual Sparco racing shoes anywhere that isn’t a race track. That’s like walking around all day in ski boots or a hockey helmet. They’re sports equipment. Not fashion.

Still, it’s been tricky to find a pair of sneakers that look dignified with a casual outfit <em>and</em> which are comfortable and communicative for spirited manual transmission driving.

Lucky for you, I’ve tested just about every usual suspect sneaker on the market (though admittedly, not every single one, you might have a favorite not mentioned here) and can make a few recommendations.

And yes, there is one I would recommend above all the rest.
<h3><strong>Honorable mention: </strong>Common Projects Achilles</h3>
<strong>Pros:</strong> Margom rubber sole. Tough guts. Works as art.

<strong>Cons:</strong> Way too expensive. Way too nice to rally.

For those in the know, the Common Projects Achilles is the king of the minimalist sneaker. High quality Italian leather ages well over time. A Margom rubber sole easily cleans away scuffs and can be replaced if needed. A steel shank, brass lasting nails, a leather cup sole, and a suede heel counter give the shoe long-lasting structure and superior comfort.

But they start at $640 for a pair. Which is a tough, tough pill to swallow for something you’re going to abuse with heel-toe power shifts. It’ll hurt way too much when you put a proper scuff in the supple Italian leather or crease the toe box with constant clutch use.

However, I’ve been experimenting with an older pair which are long past their crisp prime and I have to say, they have great pedal feel. So if you’ve got a pair of old Common Projects no longer fit for the office or a wedding, consider recycling them into driving shoes.
<h3><strong>Good:</strong> Converse Jack Purcell</h3>
<strong>Pros:</strong> Inexpensive. Toe and heel support. Double stitched toe box.

<strong>Cons:</strong> Cheap materials. Dirt and grime magnets. Seasonally available.

<img class="aligncenter size-full wp-image-176324" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/shutterstock_2181526513-scaled.jpg" alt="Converse Jack Purcell" width="2560" height="1707" />

Chuck Taylors used to be my go-to shoes for… everything. They were cheap, timelessly stylish and their basketball heritage meant they had great pedal feel for driving stick.

But I found every pair had the same failure point — a glued-on plastic outsole which ultimately split and separated at the tow box. Constantly creasing the toe box to push in a clutch pedal seemed to only accelerate the failure.

This led me to Converse’s more robust casual sneaker; the Jack Purcell as my first attempt to find a better driving shoe.

Originally developed by a Canadian badminton champion, Mr. Purcell’s shoes were designed for greater support on the court. However, they also featured a more protective, double-stacked toe cap.

Combined with a double stitch on the toe box, I found Purcells far outlasted standard Chucks when put on a steady diet of gas-clutch-gas — avoiding the failure point of the toe box separating from the outsole.

However, like all Chucks, the cheap plastic-leather on the Purcells easily flakes away and the outsole still wears away and warps in just a few short months of use. All those cheap materials are also impossible to clean. The tongue attracts a disproportionate amount of dirt and grime and the metal ringlets for the laces score the leather underneath.

Converse doesn’t always stock the Jack Purcells, but their Chuck 70 models use an identical double-stitched toe box. I’ve found the Chuck 70s perform at essentially the same level as the Purcells. Moreover, they can be had in a robust canvas material — so you might as well save a few bucks over the "mickey mouse leather" models for clutch duty.
<h3><strong>Better:</strong> Vans Old Skool</h3>
<strong>Pros:</strong> Superior materials, support, and protection. Made for abuse.

<strong>Cons:</strong> Tough break-in period. When they fail, they fail fast.

<img class="aligncenter size-full wp-image-176322" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/shutterstock_2114470643-scaled.jpg" alt="Vans Old skool" width="2560" height="1707" />

After not quite feeling like anything from Converse was making the cut for manual transmission duties, I asked myself, “When was the last time I wore an everyday sneaker that needed to stand up to abuse?”

When I was a delinquent skateboarding teen, I wore Vans.

After trying Vans Authentics, Classics, and Eras to less than desirable results, I turned towards the Old Skool model — the most robust offering for skateboard enthusiasts — and found them to be much better at clutch work.

Like the Jack Purcells, double stitching prevented the toe box from cracking. However, I also found the tougher, vulcanized rubber outsole handled clutch kicks as well as kick-flips. A rubber cup sole provided great heel support and <a href="https://www.youtube.com/watch?v=y91zIvMiOMk">slightly thicker, slightly more real leather</a> than that of the Converse and held up better to abuse over a longer period of time.

There were a couple of weak points for the Vans, however. Because their insoles are foam, and midsole is a kind of moldable plastic, it all wears down over time and eventually provides no support. Additionally, because Vans are bonded with tape when the heel or toe begins to wear down, the layers of rubber separate from one another and the entire outsole just <em>falls out</em>.

My Old Schools were fantastic up until they began to fail. And then seemingly all at once, they just <em>did</em>.

Worst of all, however, was the extensive break-in period. I found that fresh out of the box Vans cut into the back of my heel to the point of breaking the skin. A fairly tortuous experience when you’re trying to clutch your way through heavy traffic.
<h3><strong>Best:</strong> Adidas Gazelle</h3>
<strong>Pros:</strong> Inexpensive and often on sale. Superior shape, feel, and comfort. Available in suede.

<strong>Cons:</strong> Styrofoam-like materials. A more sporty, less casual style.

<img class="aligncenter size-full wp-image-176321" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/shutterstock_1188638068-scaled.jpg" alt="Adidas Gazelle" width="2560" height="1707" />

In general, I’m not a fan of Adidas shoes. Every pair of Stan Smiths I’ve ever tried has been hot garbage. The air cell-filled outsole collapses immediately. The “leather” is just compressed scraps coated in plastic and stamped to look like real leather. The tongue rides up the arch of my foot. The toe box creases immediately. The outsole, despite having a visible stitch, is just glued onto the upper of the shoe.

So it took me a while to start experimenting with Adidas as a driving shoe alternative. However, a "40 per cent off" was enough of an incentive to try a pair of Gazelles which have been, far and away, the best pair of casual sneakers I’ve ever used for driving stick.

Now admittedly, the Gazelle is cheating a little bit. It was originally designed as a trainer/running shoe and that heritage shows. But it still doesn’t look so much like sportswear that it’s disqualified from casual wear, and the benefits far outweigh the detractors.

The double-stitched toe box and cap prevents creasing and encourages using your toe to shift. A cushy, supported heel makes your foot feel locked in, while not digging into your flesh like the Vans. The bottom of the outside also provides excellent grip with its hexagonal pattern.

The lack of metal ringlets for the laces and the general softness of the materials make the Gazelles easy to clean and more repellent to scuffs — especially in suede form. The tongue does feel horribly cheap — honestly like a styrofoam cup, but I have to say it's held together well so far.

The shoe overall feels flexible, while also secure. So you get a great pedal feel, while not wearing out the arches of your feet. Their origin as a training shoe really comes in as an advantage here.

The Gazelles simply check all the boxes. They feel great as a driving shoe. They’re made to stand up to abuse. They’re not terribly expensive. And they look more like an everyday piece of fashion than they do a piece of sports equipment.

Obviously, I’ve tried a lot more shoes for driving stick over the years than what I mentioned above. Skate shoes like Supra and Nike SB. Dad shoes like New Balance Legacys and Reebok Club Cs. Even some classic sneakers like Nike Blazers. I personally found they did an acceptable job, but I never liked how trendy they were — in fashion one summer and out the next.

I landed on Jack Purcells, Vans Old School, and Adidas Gazelles not just for their ease of styling and clutch-kicking capabilities, but also because they’re all yet to go out of fashion since their inception.

And in the case of the Gazelles, they’ve been a sneaker staple since the ‘60s. Once again, making them the most favorable choice in my books.

Sneakers and stick shifts: What’s the best pair for the job?

1999-Chevrolet-Corvette612981_

Everything in the world of cars is expensive nowadays, if not flatly overpriced. Things are particularly dire if you want to drive something fun — something that lets you change your own gears, that sends the power exclusively to the rear wheels and which accelerates to 100 km/h with some excitement to the occasion.

There are of course some more obscure “enthusiast” options out there that haven’t seen an explosion in price. But there are reasons for that. In some cases, they’re simply not “icons” that have permeated pop culture — recognizable nameplates that garner a certain intangible appeal. In other cases, they were junk.

So don’t expect forgotten, alternative choices like the Dodge Stealth / Mitsubishi 3000GT or pure pain on wheels like the Pontiac Solstice / Saturn Sky on this list.

No, these are badges with some equity behind them and which the neighborhood kids will recognize. It’s just that even icons have generations that have fallen out of mainstream favour. And a lower demand, thankfully, means lower (or at least reasonable) prices.
<h3><strong>C5 &amp; C6 Corvette Base - </strong><em>(1997 - 2013)</em></h3>
<img class="aligncenter size-full wp-image-175845" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/ME_Corv09_17-scaled.jpg" alt="Chevrolet Corvette C6" width="2560" height="1707" />

Perhaps because the C8 has managed to steal all of the oxygen out of the room, or perhaps because the C7 is still so fresh in our consciousness, the market for previous-generation Corvettes remains puzzlingly soft.

The C5, the last generation ‘Vette to feature pop-up headlights, but the first to feature the mighty LS-based small block V8 can often be had for under $35,000 — with relatively low km and a manual transmission.

Interestingly, this low interest in millennial Corvettes seems to have spread to the more recent C6 generation. While special editions like the Z06, ZR1 and even Grand Sport still command high prices, low-km examples of the base model C6, like the C5, can be had for around $40,000. Prices go down if you’re willing to tolerate a convertible, targa roof, or automatic transmission.

While the C6 lacks the pop-up headlights, it does boast 400 horsepower from its 6.2-litre LS2 V8 and 0 - 100 km/h times around five seconds. Sure, it might be difficult to find one with all the most desirable options to fit your budget. But there’s simply no getting around the value of yesteryear ‘Vettes when comparing performance per dollar.

Sure, $40,000 is a nice chunk of cheddar cheese — but that’s what you’ll pay in markup alone on a C8.
<h3><strong>SN95 “New Edge” Mustang GT - </strong><em>(1999 - 2004)</em></h3>
<img class="aligncenter size-full wp-image-175842" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2001-Ford-Mustang-GT-Convertible1110036_-scaled.jpg" alt="1999 Ford Mustang" width="2560" height="1920" />

Now two generations old, prices are starting to soften on S197 Mustangs, particularly the three-valve 4.6-litre V8 powered cars.

However, the last SN95 cars, aka the “New Edge” Mustangs (one generation prior to the S197) seem to have hit the absolute bottom of their depreciation curve.

Of course, special editions like the Saleen cars or the infamous “Terminator” supercharged Cobra Mustangs still command a high price, and presumably always will.

However, the cars powered by the reliable 2V 4.6-litre V8 and equipped with a Tremec 5-speed manual transmission can be had for around $15,000.

Why exactly? The New Edge Mustang is in a bit of a weird place — not quite possessing the desirable styling of the S197 or the raw nostalgia / kitschy appeal of the Fox Body cars.

The performance is a little dated as well. The New Edge’s 260-horsepower and 6-second-ish 0 - 100km/h times seem sluggish compared to today’s muscle cars (because they are).

But on the positive side, the 4.6-litre V8 does shine in its exhaust note, durability, abundance of cheap replacement parts and seemingly bottomless catalog of aftermarket support.

Of course, there’s always the option to swap in a Coyote 5.0 — an increasingly popular upgrade for fans of the SN95.

Some special editions of the New Edge cars — such as the ‘99, ‘01 Cobra and ‘03 - ‘04 Mach 1 — which feature a 32-valve DOHC variant of the modular 4.6-litre, producing 320-horsepower can still be had for under $30,000 in decent knick.
<h3><strong>BMW 128i &amp; 135i - </strong><em>(2008 - 2013)</em></h3>
<img class="aligncenter size-full wp-image-175843" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/bmw-135i-scaled.jpg" alt="BMW 135i" width="2560" height="1920" />

BMW never sold its full 1 Series line-up in Canada. But honestly, who cares? Because the one 1 Series we did get was the rear-wheel-drive coupe equipped with an inline six producing 230 horsepower and available with a six-speed manual.

If you’re feeling like the newer M240i or M2 is just out of reach, this is your answer. Low mileage examples are trading for under $18,000.

And if you’re really keen, there are even a few 135i models floating around for about $20,000. The 135i features the same I6 engine as the 128i, however the 135i’s engine is turbocharged for a beefy 300 horsepower and a 0 - 100km time under 5 seconds. For context, that’s about the same kind of power and acceleration you get from a brand new GR Corolla or Civic Type R.

Are you getting the headlines here? Small bimmer. Inline-six engine. Turbo. Six-Speed. Rear-wheel drive. $20,000.
<h3><strong>Mazda RX-8 Series II - </strong>(2008 - 2012)</h3>
<img class="aligncenter wp-image-175844 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Mazda_RX8_R3_273.jpg" alt="Mazda RX-8" width="2400" height="1600" />

It’s no mystery as to why people still don’t want <a href="https://www.wheels.ca/news/best-of-2012-used-mazda-rx-8-is-impractical-but-i-love-it">the RX-8</a>.

First, it’s just not and never will be the RX-7 — neither in terms of performance nor iconography.

Second because for most people after an inexpensive, compact, rear-drive sports coupe, they’re going to go for the 86 / BRZ and avoid all of the RX-8’s infamous gremlins (rotary-related or otherwise).

But if you’re someone who sees rotary-engine ownership as a plus (and yes, there are positives), then you’re in luck because the best example of the latest model of RX-8, with low KM can be had for about $15,000.

Yes, you’ll still need to top off the oil every third tank of gas. But you won’t complain when you scythe the RX-8 through corners, thanks to its low center of gravity, near 50-50 weight distribution and trick suspension geometry. You also won’t ever mind screaming the 1.3-litre rotary engine to 9,000 rpm just for the sake of daily maintenance (that’s a real thing).

A mid-cycle refresh for 2008, the “Series II” RX-8 received not only a cosmetic facelift, but also many mechanical upgrades including a trapezoidal shock tower brace and enhanced rear suspension geometry. Additionally, a more aggressive final drive ratio enhanced acceleration.

However, most importantly, an updated Renesis rotary engine included additional lubrication injectors — one more for each rotor housing — which ensured the apex seals lasted longer.
<h3><strong>Nissan Skyline R33 GTS-T (GT-R in image) - </strong><em>(1994 - 1998)</em></h3>
<img class="aligncenter size-full wp-image-175841" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/1995-Nissan-Skyline-GT-R1272030_-scaled.jpg" alt="1995 Nissan Skyline GT-R" width="2560" height="1707" />

No. Not a GT-R.

But, crucially, a noteworthy, true JDM sports coupe you can have for<em> not bonkers</em> money.

Unlike the RB26-powered, AWD GT-R, lesser R33 Skylines, such as the GTS-T were rear-wheel-drive and available with the less-powerful RB25DET engine.

Is it <em>the</em> <em>legend</em>? No. But it’s a real Skyline you can purchase and plate in Canada, with a turbocharged inline-six engine. And you can probably have one cheaper right now than a lot of other iconic ‘90s JDM cars.

Why?

Well, the R33 has always somewhat skirted under the radar — not quite achieving the legendary racing reputation of the R32 or the cultural significance of the R34. And since we’re not talking about the GT-R here, this one has just been overlooked by most.

If you were thinking of getting into something <a href="https://www.wheels.ca/vehicle-reviews/why-i-love-my-vehicle-2016-nissan-370z-sport-touring">like a 370Z</a> or maybe even a 300ZX, this could be an interesting alternative for similar money. Some searching should dig up a few desirable examples around the $35,000 mark.

Are these easy to find? No. Are they a bargain? No, not really. But this is probably the cheapest way to get a real JDM Skyline coupe right now. So take that for what it’s worth.

But, come on. Don’t you want to drive around having everyone go, “Whoa! Look! A Skyline!”?

5 Iconic Enthusiast Cars Everyone is Sleeping On

The 1,025 horsepower 2023 Dodge Challenger SRT Demon 170 makes i

Dodge’s long-anticipated final “Last Call” Challenger, the Demon 170, is badass, technically impressive, and fast as hell.

1025 horsepower. 0 - 60 mph in 1.66 seconds. An official 8.91-second ¼ mile time.

That’s hypercar stuff. But perhaps most important for the muscle car and internal combustion faithful, it means the Dodge Demon 170 is a quicker accelerating production car than the previous record holder, the all-electric <a href="https://www.wheels.ca/vehicle-reviews/review-2021-tesla-model-s-plaid">Tesla Model S Plaid</a>.

Additionally, not enough has been said about the 170’s improvements over the <a href="https://www.wheels.ca/news/want-a-demon-ralph-gilles-head-of-design-at-fca-is-selling-his">standard Demon</a> — notably that it doesn’t need a crate with drag slicks, skinny front tires and a pile of re-tuned equipment to be installed before it can unlock its full capability.

There’s a sort of vitriol to the Demon 170. CEO Tim Kuniskis' entire reveal speech seemed to centre on a general theme of edgelord, “rebel”, “in your face” attitude. And if you’re into cars, as cringe-worthy as it is, you can’t help but be won over by that sort of thing — you can’t help but want to participate in the vitriol.

The Hellcat has always had that effect. You can’t help but become irrational, even <em>delusional</em> about it.

<img class="aligncenter size-full wp-image-175292" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DG023_156CL-scaled.jpg" alt="Dodge Demon 170" width="2560" height="1707" />

Even if you’re not into Dodge as a brand or muscle cars, there’s always been something about the attitude and approach to the Hellcat that was difficult to not admire. It conjures certain raw emotions in your gut that you can’t ignore. For whatever reason, you just want to believe “that car can do <em>anything</em>.”

Like the <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-t-first-drive-review">Porsche 911</a>, you have to put the Dodge Hellcat in the pantheon of cars that you sort of <em>have to like</em> as a car enthusiast.

Which is why it’s so damn satisfying to know that there’s at least one Hellcat variant in the Demon 170 which can toss some egg onto the face of a bad-faith billionaire’s bland vision of the future.

However…

We’ve got to come back down to reality a little bit on the Demon 170. Because while this ultimate Challenger is undoubtedly impressive, there are some giant misconceptions about what it is, what it can do, and how it can do it.

Let’s start with the thing muscle car enthusiasts care about the most. Power.
<h3>The horsepower is not (necessarily) the horsepower.</h3>
The Dodge Demon 170 makes 1025 horsepower… on a 170-proof E85 tune.

On regular pump gas the car makes closer to 900 horsepower. Still amazing. But it’s not as much as a Plaid, and crucially, 91-octane won’t unlock the performance the Demon needs to trounce a Plaid down the ¼ mile or between the lights.

“Well okay, just fill it with E85 then,” I hear you say.

To which I reply, “Good luck finding any in Canada.” There are only four E85 filling stations in the country, and they’re all in British Columbia according to a biofuels industry association.

Yes, you could probably find a way to order some by the barrel, or fill up during a trip to the States, but it’s all pretty inconvenient – and I’m sorry to say — way more inconvenient than charging your EV.

But hey, at least the Demon 170 is a performance bargain, right? Well, no actually.
<h3>It won’t cost under $100,000.</h3>
You won’t be able to breathe on this car for $100,000.

Dodge has already released the MSRP and it starts at a very plump $134,785 CAD.

That’s before any taxes or additional fees, And of course before any cursed markup. There are rumors Dodge has tried to control the dealers as best they can, but getting our hopes up seems ill-advised.

<img class="aligncenter size-full wp-image-175293" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DG023_148CL-scaled.jpg" alt="Almost everything about the final Challenger comes with an asterisk." width="2560" height="1707" />

Oh, and Canada is only getting 300 units, so use your imagination there. We all know the dealers will.

At any rate, the options list will still give your head a shake. If you want your Demon 170 with trick carbon fiber wheels, for example, that’s a cool $19,000 CAD.

Want a set of proper tires instead of those barely street-legal Mickey Thompson ET Street R drag radials? Those will be extra, too. And since those MTs are designed for use only on a prepped drag surface, a more streetable tire might be something you’ll want if you ever plan on just going for a drive.

Of course, you’re a fearless drag racing hero and would never bother with anything other than full launch rips in your Demon 170. Optional extras are for blue-blooded snots, city-slickers and people who don’t listen to Joe Rogan. All you really care about is achieving the best possible acceleration times.

Well, sorry to disappoint again, but there are some disclaimers in that area too.
<h3>The acceleration numbers are under <em>ideal</em> circumstances.</h3>
<a href="https://www.dodgegarage.com/srt-demon-170">The official, NHRA certified time is 8.91 seconds</a>. But <a href="https://www.caranddriver.com/dodge/challenger-srt-demon">Dodge claims they did one run at 8.61</a>. Which, if true… <em>wow</em>.

However, we have to understand that the sub-9-second ¼ mile time, as well as the eye-melting 1.66 second 0 - 60 mph capability, are only achievable under the best possible circumstances — <a href="https://www.caranddriver.com/dodge/challenger-srt-demon">even by Dodge’s own admission</a>.

<img class="aligncenter size-full wp-image-175296" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BU023_091EV-scaled.jpg" alt="Almost everything about the final Challenger comes with an asterisk." width="2560" height="1707" />

That means you need the E85 in the tank. It probably also means you need those $19K carbon fibre wheels. And the MT Street R drag radials equipped. And you had better be on a prepped drag strip. And you need to know what you’re doing.

I’m not saying it's not possible. I’m saying it all has to be <em>ideal</em>. And planned out.

In many ways, the Demon 170 demonstrates why ICE is an outgoing technology. Dodge needed to push the engineering so ridiculously far — to build a race car so hardcore it’s already been banned by the NHRA — and put the car in just the right circumstances, just to <em>barely</em> edge out the Tesla Plaid.

Something like the Tesla Plaid or <a href="https://www.wheels.ca/reviews/2023-lucid-air-grand-touring-performance-review">Lucid Air</a> or <a href="https://www.wheels.ca/reviews/electric-cars-can-be-exciting">Taycan Turbo S</a>, while not being quite as quick, don’t need all the prep to do what they do. You don’t need a prepared surface or special tires or a <em>special kind of electricity</em> to do 0 - 60 mph in two seconds and a ¼ mile in the 9s.

But… that doesn't mean I don’t want a Demon 170 more than I want literally any EV on the market right now. Hell, I want a Demon 170 more than I want both my kidneys. Because, like you, I am <em>delusional</em> about this car.

<img class="aligncenter size-full wp-image-175295" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BU023_094EV-scaled.jpg" alt="Almost everything about the final Challenger comes with an asterisk." width="2560" height="1703" />

The numbers, while impressive, really aren’t as important as the sensations, the emotions, the sounds, and the identity.

That’s all anybody ever really cared about when it came to the Hellcat anyway. The spirit of it. That’s the thing that always hypnotized us.

As a send-off to the ICE muscle car, that was really the only thing the Demon 170 actually needed to accomplish, and just by existing it already has. No asterisk required.

The Dodge Demon 170 Has Made Us All Delusional

2023 Honda Civic Type R

The newest Honda Civic Type R has a starting MSRP just under $52,000.

At that price point, the Type R is a compelling performance bargain, especially as far as dailable enthusiast cars go.

But unless you order one and wait your turn, you’re more likely to pay upwards of $80,000 — a <em>$30,000 premium over MSRP</em>. Sounds extreme, but a Honda dealership in Abbotsford, BC. has already sold two Type Rs at that price point.

This is a problem for the Type R as a brand.

Because at $80,000, the Type R starts to keep company with heavy sedan hitters like the Audi S4, Lexus IS 500 and Charger Scat Pack 392.

In the two-door sports car world you could have a <a href="https://www.wheels.ca/news/2023-bmw-m2-gets-m4-levels-of-power">BMW M2</a>, Mustang <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-mustang-mach-1">Mach 1</a> or Toyota <a href="https://www.wheels.ca/reviews/track-test-review-2023-toyota-gr-supra-mt">GR Supra</a> for that kind of money.

And I’m sorry, but that kind of markup does spoil the entire concept of the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>.

Because while the Type R is admittedly top tier in terms of usable performance, engagement and driving reward, the whole point of the car is being able to offer that performance, engagement, and reward in an affordable package.

<img class="aligncenter size-full wp-image-174680" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/01-2023-Civic-Type-R.jpg" alt="2023 Honda Civic Type R" width="1200" height="713" />

That’s why the car is based on one of the most affordable and popular economy car platforms, instead of being a totally bespoke sports car. It’s <em>supposed</em> to keep costs down.

The Type R is perhaps the very best enthusiast car purchase at its suggested MSRP of $52,000.

But at $80,000 it might actually be the very worst. There is simply too much healthy and in some cases, objectively superior competition at that price point to rationally purchase an $80,000 Honda Civic.

So… why is this happening? Who is sabotaging the success of the Honda Civic Type R with ridiculous over-MSRP asking pricing?

The first suspect is obviously the dealers themselves. But honestly, that’s a little like blaming a shark for smelling blood in the water and just doing what they do — especially when they start to get hungry.

Brendon Hall, general manager of the Abbotsford-based dealer in question, <a href="https://www.hondaway.com/en">The Honda Way</a>, explained that Honda does have regulations for their dealers, preventing them from selling new cars over MSRP.

And in fact the sale of the last $80,000 Type R at The Honda Way did raise a flag with Honda Canada.

However, it was all found to be “above water” as Hall explains, as these $80,000 Type Rs in question are technically “used” vehicles. And with supply chain interruptions leading to a shortage of new inventory, dealers are doing whatever they can to scrape as much meat as possible off the bones of second-hand vehicles.

The Honda Way purchased both Type Rs back from the original owners.

“We got big into used cars to supplement the decline in new cars,” explains Hall. “We sold 200 new cars less last year than we did in 2021. So we had to focus really hard on used cars.”

If I learned anything from having a life-long car salesman as a grandparent, it’s that no car dealer is your friend. They’re job is to extract as much money as they can. And they will when given the opportunity. But they’re also just people with mouths to feed at home. So they’re not looking to make enemies either. And they need to be competitive. In all fairness, there aren't exactly cheaper 2023 Honda Civic Type Rs on the market right now than you could have <em>today</em>.

<img class="aligncenter size-full wp-image-174677" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/09-2023-Civic-Type-R.jpg" alt="2023 honda civic type r" width="1200" height="800" />

Is The Honda Way skirting around a loophole? Kind of. Should Honda Canada tighten their restrictions to prevent this kind of “ car scalping”. Definitely.

But the truth is sharks are going to do what sharks do — eat as much as they can, when they can. Any of us in their shoes — including me and you reading this right now — would do the same thing as the dealers as a way to make up for the loss of the real bread and butter; new CR-Vs and Odysseys.

Still, we need a villain in this story, right? Surely we need somewhere to direct our keyboard vitriol.

How about the people who sold their brand new Type Rs back to the dealer as a way to squeeze out a little profit for themself? Neither of the cars in question even had 1000 km on the odometer. Neither had met the recommended break-in period for the braking system. It’s not like this was a trade-in after a year or two. These cars were new.

So, car scalpers artificially inflate the market. Let’s blame them, right?

According to Hall, the first Type R customer had been through a few vehicles with the dealer and had every intention of keeping their new 2023 Type R, however was forced to part with the vehicle due to a family emergency.

No word on the second customer, but regardless, people should be able to change their mind and find ways to put more money in their pockets if given the opportunity — for a million reasons, not least of which might be a significant life event.

Again, wouldn’t you be at least a little tempted to make $10,000 - $20,000 off your latest purchase if you could? It’s a far cry from the days when your car depreciated that much the second you took delivery.

How about the people who are actually buying the car at this ridiculous price point? Well, if you’re willing to pay over $80,000 for a Honda Civic… <em>any</em> Honda Civic, then one might submit that you deserve to be separated from your money.

The deflating truth of the matter is that it’s not really any one person to blame here. Everyone involved, from the dealer, to the original owners, to the buyers are just behaving in the way circumstances dictate. A $50,000 car becoming an $80,000 is the cruel result of a limited market.

“It’s simply supply and demand,” explains Hall “These cars are just so tough to get. We’re only getting one a year for the next three years.”

<img class="aligncenter size-full wp-image-174678" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023_Civic_TypeR_0013.jpg" alt="2023 Honda Civic Type R" width="1200" height="800" />

Tempting here then to blame Honda themselves. This is clearly a manufacturing shortfall and one which results in undermining the market positioning of their flagship product — one which exists, as far as the bottom line is concerned, for the purposes of good PR and nothing else.

However, in comes supply chain issues once again. Honda was forced to <a href="https://fortune.com/2022/09/22/chip-shortage-honda-japan-production-cutbacks/">cut production by 40 percent in 2021</a> due to the chip shortage. Hall sighted that this “supply and demand” issue has been a factor in not just sales of the limited Type R, but indeed across all Civic sales in the last two years.

The whole situation is frustrating. And made even more so by the fact that you can’t really reasonably blame anyone.

Until Honda can ramp production back up to meeting demand, you’ll either have to pay a massive premium (not recommended) or be patient and wait for your 2023 Type R.

Who is to Blame for an $81,000 Honda Civic Type R?

2023_GR_Corolla_Circuit

Everything you’ve read or heard about the 2023 Toyota GR Corolla is true.

Which is weird. Because in today’s digital world of extreme hyperbole, tribalism and prioritization of personal preference over objective truth — the instances in which anything is ever everything everyone is saying it is are seldom.

“The best ever” and “the worst ever” are terms thrown around with such reckless abandon in an effort to generate clicks, views, and fleeting dopamine that we’ve killed the very concept of nuance. It’s been replaced with willful bias.

This lack of nuance and objective analysis is all over the car world. Enthusiasts so often boil things down to a simple good or bad paradigm that we often miss out on truly good products.

For example, I was so thoroughly <a href="https://www.wheels.ca/reviews/review-the-new-nissan-z-doesnt-live-up-to-the-hype">underwhelmed by the new Nissan Z</a> that I actually forgot I drove it. It wasn’t the experience I wanted from the Z, but it's the one I got. And now I simply can’t imagine why any person would buy one over a <a href="https://www.wheels.ca/reviews/2022-chevrolet-camaro-ss-1le-review">Camaro SS</a> or <a href="https://www.wheels.ca/reviews/track-test-review-2023-toyota-gr-supra-mt">GR Supra</a>. But because the GR Supra commits the superficially unforgivable sin of being born of a partnership with BMW, there are still those who claim to adore the Nissan Z — despite it losing every comparison test.

The Internet decided the Z was a winner and the GR Supra was a loser before they had even hit the market — before anybody had driven either of them. For certain parts of the community, that’s <em>their</em> reality. Ours be damned.

The GR Corolla’s narrative was also written almost immediately following its announcement, albeit in a much more favorable light. Minds were made up before anyone had even turned the ignition over — this was going to be a <em>great car</em>.

<img class="aligncenter size-full wp-image-174290" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Corolla20-scaled.jpg" alt="Toyota GR Corolla" width="2560" height="1920" />

You know the specs by now. 300 horsepower produced by an incredibly compact 1.6-litre, turbocharged 3-cylinder engine. Outside of Toyota developing the car all on their own, this unique power plant really was the source of the initial hype. The engine is the same racing-inspired G16E-GTS unit present in the GR Yaris — which was notably never available in North America.

There are of course more important performance improvements than just the power. The chassis tuning, sticky Michelin Pilot Sport tires, sport brakes, steering tuned to perfection, all-wheel-drive and a six-speed manual transmission.

Outside, the GR Corolla differentiates itself with widened fender flares, signature GR rims, hood vents, a gaping front facia channeling air to the intercooler, and three separate exhaust exits (one for each engine cylinder).

Inside are a variety of GR badges, including on the steering wheel. Also present are race-inspired seats — which are incidentally very well bolstered while maintaining a reasonable level of comfort — and a leather-wrapped shift knob.

<img class="aligncenter size-full wp-image-174287" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Corolla21-scaled.jpg" alt="Toyota GR Corolla" width="2560" height="1920" />

The rest of the interior is very much “just a Corolla” — like any rental car or cab you’ve ever been in. However, the GR Corolla is not assembled alongside its standard counterpart and is instead produced alongside the GR Yaris at the "GR Factory" inside Toyota's Motomachi plant, where the assembly process is more of a hands-on affair.

So the hype in this case was totally understandable. It’s difficult to not read the above and start licking your chops with dreams of corner-carving hot hatch glory for a price you could actually afford.

Not to mention the previously forbidden fruit element adding fuel to the hype fire. For a generation raised on limited-quantity sneaker and hoodie drops, this couldn't have been a more perfect storm.

Happily, in this case, the hype is justified. Because the GR Corolla is truly a great car to drive fast. And by “great” I mean, “one of the all-time greats”.

Carving up a back road in the GR Corolla is pure, unadulterated driving bliss. The car rotates like magic. There’s no nose dive. No tricky back end. It’s just point and shoot, “take the corner as fast as you can” goodness. All thrills. No chills. And lots of turbo noises.

<img class="aligncenter size-full wp-image-174291" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023_GR_Corolla_Circuit_HeavyMetal_028-1500x1000-1.jpg" alt="Toyota GR Corolla" width="1500" height="1000" />

The car makes you feel like an absolute hero. And that’s where the GR Corolla edges out competitors like the Honda Civic Type R.

Both cars are very fun and rewarding. Both imbue you with underserved levels of confidence. But the Type R feels sort of like a performance-enhancing drug to drive fast. It always feels like it’s making you a better driver than you are. And you’re always vaguely aware of that. The GR Corolla feels more one-to-one — like you’re bringing the car to its limits, not the other way around.

300 horsepower feels like a magic number for the little Corolla. With 0 - 100km/h times in the mid 5-second range, it certainly won’t make your life flash before your eyes. But it’s more than quick enough in the real world, and best of all, you can floor it <em>everywhere</em>.

Toyota’s big win with the GR Corolla is successfully capturing what’s so special about the 86 — the opportunity and ability to actually explore the upper limits of a sports car — and bringing <em>that</em> to the Corolla platform.

Hand on my heart, I had more <em>fun</em> in a 300-horsepower Corolla hatchback than I did in an <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-dodge-challenger-hellcat-jailbreak">800-horsepower Dodge Challenger</a>. Sure, the Corolla didn’t make me feel like I was <a href="https://www.youtube.com/watch?v=3edi2Wkr5YI">Major Kong riding the atom bomb at the end of </a><a href="https://www.youtube.com/watch?v=3edi2Wkr5YI"><em>Dr. Strangelove</em></a>. But it also didn’t tire me out. I didn’t have to worry about accidentally waking the grizzly bear and being mauled to death. I also didn’t have to look for places and opportunities to let the beast loose. You don’t have to plan anything in the GR Corolla — you can just go have fun <em>anywhere</em>.

Are these two cars comparable products in any way? No. But “fun” is a universal measurement when it comes to customer satisfaction.

And while all the talk is about the quirky 3-cylinder powerplant, it pales in comparison to just how damn good the transmission is. The clutch is feather-light. Butter wishes it was as smooth as the action on the gear selector. Nailing crisp, clean shifts is as easy and satisfying as sipping a fine scotch or laying in a hot bath. The GR Corolla needs to be in the manual transmission hall of fame. The GR Corolla feels so good to shift, you’d swear the transmission was less engineered and more manifested as a result of someone selling their soul.

But perhaps best of all — and a clear advantage <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">over the GR 86</a> — is that because it's a Corolla, it's easy to live with. My tester sliced through Toronto rush hour traffic, was a breeze in parking garages, did grocery runs no problem. Hell, it was even fuel efficient. Even after extreme misbehaving in the car, I averaged under 10L/100km.

<img class="aligncenter size-full wp-image-174286" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Corolla24-scaled.jpg" alt="Toyota GR Corolla" width="2560" height="1920" />

This was another one of those cars that made me think, “Wait. Why do I own a Mustang, again?”

Because the truth is the GR Corolla is more fun, more dynamic and more rewarding than my V8 Mustang, despite having five fewer cylinders and 120 less horsepower — in addition to being more convenient, more practical, and more economical.

So, based on my experience with the car, I think the hype around the GR Corolla is justified and journalists really are not exaggerating when they go on about how damn good this thing is to drive. I mean, I am one and I just did.

However, there is a problem. Because part of the hype was born from the point that the GR Corolla was supposed to be a car you could actually afford.

The base “Core” model starts at almost $49,000 and while yes, everything is expensive nowadays, that price really is pushing it. Because other than the way it drives, nothing in the GR Corolla feels like a $50,000 car.

90 per cent of the interior, for example, looks and feels like any old rental Corolla. And it all has that nasty, cheap Toyota plastic-y smell — sort of like a fresh garbage bag. I know you know what I mean.

Then there’s the lack of sound deadening in the car. Noise, vibration and harshness are prevalent. To say the least. Driving the car on the highway is like being under an artillery barrage.

Yes, some of the charm of the car is that it feels like you’re driving somebody’s tuner project — like somebody just took a regular Corolla and added a turbo and racing seats. But asking $50,000 to start just feels like a <em>really</em> steep ask.

Especially when the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a> exists.

<img class="aligncenter size-full wp-image-172999" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/DSC03988.jpg" alt="2023 Honda Civic Type R" width="2048" height="1365" />

While the latest Type R might lose a drag race to the GR Corolla, if I was going to shell out this kind of money for a fresh hot hatch, I’d still have the Type R hands down. It offers <em>almost</em> all of the same driving bliss and reward as the GR Corolla, while having an interior and driver comforts you can at least trick yourself into believing might be worth $60,000 out the door.

Then there’s the elephant in the room. The real cost of hype. Dealer markup.

There are already horror stories of the GR Corolla being marked up <a href="https://www.theautopian.com/this-dealers-20000-markup-on-a-2023-toyota-gr-corolla-equals-an-entire-base-corolla/">$20,000 over sticker</a>. And it should go without saying that paying $70,000 or more for <em>any</em> Toyota Corolla on the planet should require you to take a test for actual donkey brains.

So, yes, the GR Corolla really is one of the all-time great hot-hatches and sincerely one of the most fun and rewarding cars I’ve ever driven. But you’d be an absolute fool to pay a penny over sticker for it.

And dollar for dollar, the Type R is still the better buy.

Does The GR Corolla Live Up To The Hype?

Mustang Dark Horse

I wish I could be a sensible, consumer-advice oriented auto journalist and tell you with a straight face that the cars worth looking forward to are your responsible family sedans or whatever new electric SUV is on the way.

But let’s be honest, the cars we really want to drive are almost totally irrational. The ones that get our hearts pounding. The ones we hope will live up to the hype. The ones that feel like a breath of fresh air amongst a sea of sameness. The ones that truly give us something to<em> look forward to</em>.

Like a holiday. You look forward to a holiday, “Where will we go? What will it be like? What memories will we make? How much <em>fun</em> <em>will we have</em>?”

So while you may not find an abundance of cargo space, towing capacity or tech trinkets on this list… you will find a heaping helping of excitement.
<h3><strong>2024 Ford Mustang</strong></h3>
<img class="aligncenter wp-image-174037 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Mustang-Dark-Horse-10-scaled.jpg" alt="Mustang Dark Horse" width="2560" height="1706" />

The big news with the upcoming Mustang generation is not so much what’s different, but what isn’t. Yes, the exterior has received a very modern, very angular refresh. Yes, the interior is now clad in clunky screens, with an all-digital driver interface. Yes, there are new gimmicks like being able to rev the engine from your key fob (cool?).

But what seems to have impressed most and even upset some expectations is that the new Mustang lineup will still consist entirely of internal combustion-powered vehicles. For all of you who begrudged the <a href="https://www.wheels.ca/reviews/review-2021-ford-mustang-mach-e-gt">Mach E</a> — this just might be how Ford was able to keep the V8 alive in the OG Mustang.

The 2.3-liter EcoBoost and Coyote 5.0 V8 will return, albeit with increases in horsepower. The star of the show, however, is the new “Dark Horse” which is not only the first new Mustang nameplate in decades but also features a very healthy 500 horsepower in addition to other performance goodies over the standard GT.
<h3><strong>2023 Toyota GR Corolla</strong></h3>
<img class="aligncenter size-full wp-image-174033" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023_GR_Corolla_Black_018-scaled.jpg" alt="GR Corolla" width="2560" height="1707" />

We’ve had our go at some pre-production prototypes of the <a href="https://www.wheels.ca/reviews/2023-toyota-gr-corolla-first-drive-review">GR Corolla</a> and for the most part, everything you’ve heard about it is true. Sure, the stats are neat. 1.6-litre three-cylinder engine producing 300 horsepower. Proper six-speed manual. A configurable all-wheel-drive. Pilot Sport tires. Good stuff.

What the stats can’t tell you is how responsive the steering is. Or how easy the car is to rotate. Or how satisfying the gear selector is to slam into place as you nail a crisp shift. Or how joyful the engine is to rev out. A spec sheet cannot explain how you will never, ever get tired of hearing the turbo blow off valve.

If the production versions are anything like the pre-production cars, we can’t wait to have another go. However our biggest hope is this new hot hatch champ won’t be spoiled by vicious dealer mark up.
<h3><strong>2023 BMW M2</strong></h3>
<img class="aligncenter size-full wp-image-174032" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/P90482699_highRes_the-all-new-bmw-m2-r-scaled.jpg" alt="BMW M2" width="2560" height="1707" />

It’s difficult to imagine the latest M2 not being an instant slam dunk. The lesser M240i is already receiving high praise and as the original M2 became something of an instant classic akin to the original M3 — how could an evolution on the formula go wrong? Surely the upcoming M2’s power buff up to 453 horsepower is the only thing the new car needed, right?

Well, maybe. Because while there is a lot more power on tap, BMW has also added over 300 lbs to this new car.

The issue? More talented drivers than myself have sighted this may make the car less playful at the limit — ironically mirroring grievances with newer M3 cars — and cutting against what made the original small M cars so special.

Will it be a great sports coupe? Almost undoubtedly, yes. But will it recapture the magic of the original? That’s the real question.
<h3><strong>2023 Chevrolet Corvette Z06</strong></h3>
<img class="aligncenter size-full wp-image-174034" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-chevrolet-corvette-z06-202-scaled.jpg" alt="Corvette Z06" width="2560" height="1707" />

670 horsepower. 460 lb ft of torque. A new 5.5-liter V8 that revs to 8,600 RPM. 60 miles per hour in 2.6 seconds. That’s hypercar stuff from what used to be a car most associated with golf and alimony payments.

Sure, prices will be outrageous, but if you can get one for what GM intends to charge — a base price of $128,198 — you’re talking about a vehicle which will still do the same tricks as cars with price tags worth twice, even three times as much. This is America’s answer to the <a href="https://www.wheels.ca/reviews/review-the-2022-porsche-911-gt3-touring-is-motoring-at-its-very-best">Porsche GT3</a> and mid-engine Ferraris.

Watching videos of first driving impressions, you could swear you were watching people achieve pure bliss through some kind of experimental drug trip in the rainforest. So, yeah… we want to drive it real bad.
<h3><strong>2023 Dodge Hornet</strong></h3>
<img class="aligncenter wp-image-174031 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/dodge-hornet-glh-scaled.jpg" alt="Dodge Hornet" width="2560" height="1707" />

Like Dodge being forced to make <a href="https://www.wheels.ca/news/first-look-2023-dodge-hornet">the Hornet</a>, we too had to eat our vegetables and put at least one sensible crossover on the list.

However, what’s most intriguing about the new Hornet is that it seems like Dodge at least made an effort to add a little hot sauce to their vegetables. Sure the Hornet is more or less just a rebadged Alfa Romeo. But it mercifully doesn’t look like another boring, shapeless, road-going space egg. Dare we say this crossover actually has some character, some attitude, and a little <em>meanness</em> to its presence.

More importantly, Dodge is also promising some sincere performance across the model range in the form of big brakes, sticky tires, as well as respectable power and acceleration.

The Hornet GT comes with 265 horsepower as standard. An upcoming R/T plug-in hybrid model will make another 20 horsepower — Dodge says the R/T PHEV can do 60 mph in 6.1 seconds when using something called “Powershot mode” which temporarily adds another 25 horsepower (cool).

And there's a GLH model on the way which will make… s’more power and presumably will “go like hell”.

The base GT starts at $40,000 and while that might be a notable premium over segment champions like the RAV4, it’s a small price to pay for personality.

5 Vehicles We’re Looking Forward To In 2023

2022 challenger hellcat Jailbreak burnout

There’s no point in reviewing the Dodge Challenger Hellcat Jailbreak.

Even though there are perfectly sensible alternatives and of course, natural competitors for the (presumably) swan song Hellcat, an 800+ horsepower, $110,000 + <em>Dodge</em> is either something you want and are willing to pay for… or it isn’t.

I couldn’t convince you to either buy or pass up on this car anymore than I could convince you to love a new sports team.

This is a subjective vehicle, to say the least. Depending on your personality, a Challenger (in any trim, really) is either a cog piece for tasteless simps or a working class hero, spitting in the face of the automotive aristocracy.

So instead of trying to boil down the Hellcat Jailbreak to a simple thumbs or thumbs down, I’m going to try and and answer any relevant questions you might have about it — and along the way attempt to convey the unforgiving, borderline terrifying, brutal savagery this car presents you with.
<h3><strong>How much horsepower does it have?</strong></h3>
807

That’s the same number as the SRT Super Stock and Demon (in its street setting) limited editions. Dodge starts with the “Redeye” variant of the 6.2-litre supercharged HEMI engine and through “revised powertrain calibration” adds an additional 10 horsepower over the standard Hellcat Redeye’s pedestrian 797 horsepower.

<img class="aligncenter size-full wp-image-172506" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-dodge-challenger-hellcat-jailbreak-wheel-scaled.jpg" alt="2022 Dodge Challenger SRT Hellcat" width="2560" height="1920" />
<h3><strong>What does it feel like to launch?</strong></h3>
Hold down the “launch” button just ahead of the shifter. Pin the brake to the floor with one foot and the accelerator with the other. The entire car begins to shake and rock as the tires spin into smoke.

Let off the brake and the tires continue to fight for traction. Wrestle the back-end into line and hold tight as supercharger whine fills your ears and your chest begins to feel like someone is pushing you into your seat with both hands.

The experience is violent, loud, inefficient, scary, thrilling, intoxicating and a little exhausting all at the same time. It’s like being in the middle of a mosh pit.
<h3><strong>What exactly is a ‘Jailbreak’?</strong></h3>
The Jailbreak is one trim level above the Hellcat Redeye Widebody.

Which means its full name is “Dodge Challenger SRT Hellcat Redeye Widebody Jailbreak”.

The basic premise of the Jailbreak package is to unlock everything that was previously exclusive to different trim levels, production years or special editions.

So off the hop, the Jailbreak receives a more powerful engine variant than the run-of-the-mill Hellcat Redeye (see above).

<img class="aligncenter size-full wp-image-172502" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/Jailbreak30-scaled.jpg" alt="2022 Dodge Challenger SRT Hellcat" width="2560" height="1920" />

From there, Dodge will let you totally customize the look of your Hellcat. On the outside, you can choose any paint colour, brake caliper colour, wheel and stripe combo from Dodge’s current or back catalog — and even customize the look of the badges. Inside, you can choose interior materials as well as the colour of the seats and even seatbelts.

Admittedly, it is kind of neat to think there may be some “one of one” combos out there. Who knows, maybe you’ll end up with the only Jailbreak of its kind?
<h3><strong>How fast is it?</strong></h3>
On the street? From a dig? It’s not as quick as you might think.

The absolute best time to 100km/h that I — or apparently any test driver who had the same presser from Dodge, as times were all stored in the car’s SRT Performance Pages — could manage was 4.1 seconds.

That’s not slow. But it’s literally the exact same time I clocked in the Durango Hellcat last year — an SUV with about <em>100 less </em>horsepower.

And in fact, it’s about as quick, on paper, as a modern Mustang GT or Camaro SS with a 10-speed automatic. A new GR Supra or C8 Corvette between the lights? Forget it. You’re losing.

<img class="aligncenter size-full wp-image-172504" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/Jailbreak33-scaled.jpg" alt="2022 Dodge Challenger SRT Hellcat" width="2560" height="1346" />

Don’t even get me started on EVs. A Porsche Taycan Turbo or Tesla Plaid would simply humiliate this thing from tree to tree.

Things weren’t much better from a roll, either. Hammer the throttle at any speed and the Challenger’s 305-inch tires scream and fight for traction. The ass-end flies out on you, and you have to wrestle the <em>4,500-lb</em> car back into a straight line. Anything more than a half-throttle pull feels like getting into a fist-fight with an actual grizzly bear. If you’re picturing THAT scene in <em>The Revenant </em>right now, then you’ve got the right idea.

Sure, things are probably very, very different on a prepped drag strip and over say, a half mile, the Jailbreak should be able to outmuscle… <em>anything</em>.

But in the real world? On the street? Well, as they say, “spinin’ ain’t winnin’”.
<h3><strong>So is the Jailbreak worth it?</strong></h3>
On paper? Not really.

You know how boring people who aren’t into cars project their fear and insecurity onto you by saying things like, “What’s the point of all that power? It’s not like you can use it.”

Yeah, those people are the worst. But I have to admit that in this case, they’re kind of right.

You can’t just light up 807 horsepower whenever you feel like it. Even while on the highway. My first day with the Jailbreak, I tried to gingerly overtake with a half-throttle pull, only to find myself having to catch a wave of snap-oversteer. That’s no joke at 100 km/h. 800 horsepower isn’t just unusable, it’s fully dangerous.

For this reason, the best buy in the Dodge lineup remains the 392 Scat Pack. 480-ish horsepower is<em> very usable</em> on the street. And in fact, the Scat Pack cars are only a few short fractions of a second slower to 100 km/h than this car, despite having just over half the power.
<h3><strong>You’re saying you wouldn’t buy one, then?</strong></h3>
Oh, I didn’t say that.

Yes, the car is an axe murderer. But it’s a predictable axe murderer. And even a pretty cool guy, sometimes. Like <em>Dexter</em>.

The Jailbreak did flat out scare me… for about 12 hours. Then it started to hypnotize me. As soon as I felt like I could predict when and where the tires would break loose, I knew how to correct and even manipulate the snap oversteer. That’s when the car stopped being a haunted house and became a Halloween party. Complete with all the smoke.

Burnouts and drifts became on demand. I stopped caring about the numbers or the zero - 100 times, and instead became obsessed with the sounds, the sensations and the experience.

The sound of the supercharger whine. The smell of roasting tires. The rollercoaster-like thrillride of the acceleration. It is one of the most intoxicating driving experiences I’ve ever had, and that’s a really hard thing to put a price on.
<h3><strong>Does it handle?</strong></h3>
Amazingly, yes. Kind of.

305/35ZR20 Pirelli P-Zero tires on all four corners work like magic to reduce body roll and glide the lumbersome Challenger through twisties. Sure, they won’t help you under a full throttle launch, especially when not properly warmed up. There are hundreds of YouTube videos of Hellcat owners learning that fact the hard way. But with so much grip and weight to drive the tires into the ground, this Challenger is actually quite a bit of fun through back roads.

<img class="aligncenter size-full wp-image-172507" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2022-dodge-challneger-jailbreak-engine-scaled.jpg" alt="2022 Dodge Challenger SRT Hellcat" width="2560" height="1920" />
<h3><strong>Could you use one every day?</strong></h3>
I wouldn’t drive this one in the winter. Or even just in the wet. It was completely unruly in even a light drizzle.

Also the gas mileage in traffic is hilarious. About 18L/100km. And you have to feed it 94 octane.

Speaking of traffic, the engine gets very, very hot at idle. Sit at a set of lights for too long and you can watch the temperature gauge slowly creep up and up until a cacophony of fans kick in to help cool down the enormous, supercharged V8.  You’re quickly reminded how incredible it is that Dodge will sell you one of these with a warranty.

Outside of that, the Challenger is incredibly dailable. It’s very comfortable. It’s easy to see out of. It’s easy to park. It has an enormous trunk and a usable backseat.
<h3><strong>But should I just wait to see if Dodge announces an even more powerful version?</strong></h3>
Despite the rumors of a final, 900-horsepower version, I’m dubious that it will actually come to market.

Besides the reliability factor, and the fact you would have to fill it with E85 to see the benefits, <em>and</em> the fact it would irritate every customer who went out and bought a Super Stock or a Demon, it just wouldn't be any faster on the street.

I think if you’ve been waiting for the “ultimate” Challenger, this is probably the one to get — the level of customization and power simply won’t disappoint.

Everything You Want To Know About The Dodge Challenger Hellcat Jailbreak

2023 nissan z front 3q

This shouldn’t come as a surprise.

If you were curious enough to read the fine print — or if you were zen enough to not be seduced by the legion of hivemind, groupthink clickbait articles — then you were probably able to predict, as early as its announcement, that the new Z would be nothing more than a warmed over stew of leftovers.

As a result of the Z’s parts bin approach, I felt pretty confident from the start that the new Nissan Z wouldn’t be as fast or fun to drive as the <a href="https://www.wheels.ca/undefined/opinion-is-a-toyota-gr-supra-worth-it">Toyota GR Supra</a>. And I’m very disappointed that I was right.

Honest. I wanted the new Nissan Z to be a great car as much as anyone else simply because I want more thrilling, engaging, fun-to-drive sports cars on the market.

Reading the specs on paper, you would be forgiven for thinking the new Z isn’t just that. Its twin-turbo 3.0-litre V6 makes 400 horsepower. It’s available with a 9-speed automatic or a proper 6-speed manual transmission. It’s rear-wheel-drive only. It only has two seats. It takes just over 4 seconds to snap to 100 km/h and it will zip through the quarter mile in the low 12-second range.

Besides being marginally, albeit notably, slower than the GR Supra 3.0, that all sounds like a recipe for a great, fun sports car.

<img class="aligncenter size-full wp-image-171960" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/Z6-scaled.jpg" alt="2023 Nissan Z" width="2560" height="1920" />

And there’s more to like. The exterior harkens back to classic Zs of old — from the original 240Z’s silhouette and halo front headlights, to 300ZX-inspired tail lights. The interior even takes cues and actual materials from the GT-R — namely the striking and very well contoured tri-spoke steering wheel, paddle shifters, and suede inserts for the seats.

Speaking of the seats; they’re very comfortable and well-bolstered. Nissan re-designed the seating position specifically to accommodate taller drivers. I’m about 6’3” and I have to admit that getting in and out of the Nissan Z, compared to the GR Supra, is a much easier and more dignified experience. The Z is also much more comfortable over long drives than the Supra.

<img class="aligncenter size-full wp-image-171955" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2023-nissan-z-dash-scaled.jpg" alt="2023 Nissan Z" width="2560" height="1920" />

Forward and rear visibility are simply excellent in the Z — I’d go so far as to say “best in class”. And despite its massive b-pillars, blind spots are fairly minimal. Oh, and when you roll the windows down at speed, there’s no god-awful wind buffeting pounding into the back of your skull like a death metal kick drum.

The Z’s equipped Bridgestone Potenza tires also feel like a better all-rounder than the competition’s choice of Michelin Pilot Sport 4s.

Even on a greasy, wet track (I had the opportunity to test the new Z on Circuit Mont-Tremblant after some heavy rain) the Potenzas kept the Z fairly planted, controllable and undramatic. In the real world, the Potenzas were much quieter and softer than any Pilot Sport tires I’d ever driven.

As just a car to live with every day — or perhaps something to take on a long road trip, I would choose the Z. Hands down. However, in every other regard, I would take the GR Supra.

Not just because the GR Supra is the factually better performer, but because it’s a lot more fun and thrilling to drive in the real world, too.

<img class="aligncenter size-full wp-image-171962" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/Z2-scaled.jpg" alt="2023 Nissan Z" width="2560" height="1920" />

The Z’s biggest issue as a driver’s car is that everything is soft. The suspension has a lot of travel and the chassis feels underdamped. While it may feel planted with its healthy amount of grip, getting the car to rotate under cornering can be a challenge, and that might be okay if you could have fun and hang the ass-end out around corners… but that’s easier said than done. Overall, the Z is too buttoned up to be fun on the street, and too soft to be serious on the track.

Then there’s the power. Yes, 400 horsepower sounds like a lot in a car this small… but it sure doesn’t <em>feel</em> like a lot. From a dig or from a roll, the Z just fails to give you that feeling of slight terror you can get from so many other members of the “400 horsepower club”. The Z’s advertised 400 horsepower feels much closer to 300 horsepower and that might be okay if there was some drama or personality to the whole affair… but there isn’t.

<img class="aligncenter size-full wp-image-171957" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/2023-nissan-z-engine-bay-scaled.jpg" alt="2023 Nissan Z" width="2560" height="1920" />

The Z’s 3.0-liter twin-turbo V6 doesn’t have a particularly memorable engine note. It doesn’t distribute power in any particular fun way. It’s just a very long, sensibly mapped powerband which goes about the business of bringing the vehicle up to speed.

Sorry, but give me the “snap-crackle-pop”, “hold onto your butts” angry terrier that is the B58 inline-six any day. It is infinitely more exciting and memorable to drive than Nissan’s turbo V6.

Ah, but what about the manual transmissionl? Surely that’s enough to liven up the experience, right?

Meh. Kind of.

The six-speed manual unit itself is really quite nice to use. The clutch is very light with a high, proper sports car bite point. The shifter feels great in your hand and rowing through the gears very much gives you that “rifle bolt” feeling that you so often hear about.

However, the whole experience is completely let down by the Z’s clumsy and spongy drive-by-wire throttle. Combined with the engine’s numb powerband, nailing crisp shifts takes some getting used to. In fact, for any kind of real driving, I found I had to keep the Z in “S-Drive” mode to give the throttle enough weight to create precision in my shifts.

Moreover, because the powerband is so elastic and because the gears are so tall, you can essentially just leave the Z in third gear while on the track or on the back roads. Because you don’t <em>need</em> <em>to</em> shift, you don’t <em>get to</em> shift. As a result, you’d have much more fun in an <a href="https://www.wheels.ca/vehicle-reviews/review-2021-mazda-mx-5-gs-p">MX-5</a> or<a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-toyota-gr-86"> GR 86</a>.

Maybe this squishy throttle and under-engaged manual experience is fine for retirees. But if you’re someone who likes spirited driving? It’s just not stimulating enough. And crucially, it’s just not as good as the GR Supra.

<img class="aligncenter size-full wp-image-171954" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/Z29-scaled.jpg" alt="2023 Nissan Z" width="2560" height="1920" />

For the record, I don’t keep bringing up the <a href="https://www.wheels.ca/undefined/opinion-is-a-toyota-gr-supra-worth-it">GR Supra</a> because I think it’s a good comparison to the Z. On the contrary, I think the GR Supra is in a totally different league than the Z. The GR Supra is a hardcore, enthusiasts sports car. Where the Z is a soft, spongy, grand tourer. The GR Supra feels youthful, playful, excited, and wants to overachieve, constantly. The Z just sort of feels like it's for old people.

But actually, I think the fairest (and I wasn’t the only journalist to draw this conclusion coming out of the Nissan Z press event) cross-shop for the Nissan Z is the Ford Mustang. While a Mustang GT would still blow the Nissan Z out of the water in terms of performance, the everyday usability and <em>accessibility</em> of the performance, for the average joe, are quite similar. And then it just comes down to a preference of personality and attitude.

Of course, if what you really want is a cheap, 400+ horsepower driver’s car at the best possible price, then the Camaro SS (or better yet, the often overlooked LT1) is the real way to go.

However, Nissan insists that Camaro and Mustang simply aren’t on their radar. Instead, the Z’s mission, according to Nissan, is to present itself as a bargain over the GR Supra or even the Porsche 718.

And true enough, the Z is much cheaper than both of those options — certainly at a starting price of around $46,500, you should theoretically be able to get into a Z for at least $10,000 less than a GR Supra (we’ll see what dealer markup has to say about that).

<img class="aligncenter size-full wp-image-171961" src="https://wordpress.wheels.ca/wp-content/uploads/2022/10/Z5-scaled.jpg" alt="2023 Nissan Z" width="2560" height="1920" />

But then again, if price is your big concern within this segment, I would walk right past the new Z and go for something much slower — the Toyota GR 86. You’ll save some money, and while you might not win any races, you will enjoy your driving experience so, so much more.

The Z is not a bad car by any definition. The big problem with the Z is not that it isn’t as fast as the GR Supra. Or as much fun as the GR 86. Or not quite as good of a bargain as the Mustang or Camaro.

The problem is that it’s not <em>any</em> of those things. It has no party piece. Nothing you can discernibly look at and say “that’s why you should buy a Z.”

Beyond the price point, Nissan thinks their big ace in the hole is the heritage of the Z — the nostalgia and the fact that theirs is still a totally Japanese product. That might work on some brand loyalists, and it might be enough to earn some ink in the short term. But in the long term? The Z needs something real, something tangible to be competitive in this segment. Especially amongst buyers who value experience over everything else.

So, A for effort, Nissan. I’m glad the Z is back. But if I were you, I’d get started on a NISMO version ASAP. Because hype will only take you so far.

Review: The New Nissan Z Doesn’t Live Up To The Hype

620783

Everybody dreams of owning an expensive car. But building high end, exclusive vehicles is not always a pathway to profit. Just ask Lamborghini, Maserati or, even at times in its history, Porsche.

Too expensive. Not practical. Difficult to drive. These are the factors that have traditionally limited sales for luxury auto brands. The solution has always been to use the equity in its desirable badge to sell cars the average person can afford – or, in the case of some supercar manufacturers, vehicles that are just easier to drive.

Sometimes this strategy has been an effective way to allow more customers to experience a brand while increasing sales. For some luxury automakers, moving to more accessible vehicles is simply how they survive and reinvent themselves for a new generation.

For others – those brands founded for nothing more than a passion and love of driving — it’s difficult to see their expansion into the mainstream auto market as little more than a cash grab. Here is a look at five high-end brands that have made the move to commuter vehicles.
<h3><strong>Porsche</strong></h3>
<img class="aligncenter wp-image-171714 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-BrandEvalution-Porsche-Sept24.jpg" alt="Brand Evaluation" width="1600" height="1067" />

Perhaps no brand has shifted its focus quite like Porsche. A brand that exclusively made two-door sports cars for hardcore enthusiasts less than two decades ago is now ubiquitous in the world of commuter sedans and SUVs.

However, you can’t call its Cayenne, Macan or even Panamera simply a rebadge job. Even though modern Porsches share much in common with their Audi and Volkswagen counterpart, anything with its iconic badge still manages to feel like its higher end offerings – even its new electric vehicle lineup.

When the Cayenne arrived on the scene back in 2003, its success was anything but guaranteed. However, Porsche soon found that SUVs were its new meal ticket, as sales easily outpaced the Boxster — the brand’s previous attempt at creating an accessible product.

In 2021, the brand best known for manufacturing the classic 911 sportscar sold far more luxury, commuter SUVs than any of its other models. Almost two out of every three Porsches sold that year was either a Macan or a Cayenne. The truest sports car Porsche still makes, the 718, accounted for roughly one in 20 cars sold.

The whole situation seems like a win-win. Anyone buying a Porsche SUV will still feel like they’re getting the Porsche experience. And because Porsche can sell five times as many SUVs as 911s, it means the automaker can finance more specialized sports cars for the true enthusiasts.

&nbsp;
<h3><strong>Lamborghini</strong></h3>
<img class="aligncenter size-full wp-image-171712" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-BrandEvalution-Lamborghini-Sept24.jpg" alt="Brand Evalution" width="1600" height="1067" />

You would be forgiven for thinking at almost all modern Lamborghinis are just wide-bodied Audis. What was once a symbol of rebellion and bravery in movies like “The Cannonball Run,” the Lamborghini badge now stands for capitalism.

In Lamborghini’s defense, the brand was never actually profitable before the Volkswagen group took the reins of the company in the early 2000s and had Audi engineers tackle all the noise, vibration and harshness drivers of its sportscars needed to contend with.

The result was the Gallardo, which is said to be Lamborghini’s best-selling car. The effort combined Lamborghini flamboyance with Audi sensibility and the result was a successful moneymaker – for the first time in the history of the brand.

The downside of the Gallardo, because it was no more difficult to drive than an Audi A6, was that it opened Lamborghini up to non-enthusiast — who no longer needed to suffer through heavy clutches, poor visibility and drivetrain issues for the thrill of the ride. The Gallardo effectively turned Lamborghini into a fashion statement.

The brand’s latest, the Urus SUV, is essentially an Audi Q7. It’s as about as normal as a vehicle can be and borrows many components from multiple brands under the Volkswagen umbrella — including Porsche. There’s nothing particularly brave, unique, cool or Lamborghini about the Urus apart from its exterior styling.  It feels more like something Ford or GM would create.

&nbsp;
<h3><strong>Maserati</strong></h3>
<img class="aligncenter size-full wp-image-171713" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-BrandEvalution-Maserati-Sept24-scaled.jpg" alt="Brand Evaluation" width="2560" height="1707" />

Maserati has the misfortune of being the Italian sports car brand you think of right after Ferrari, Lamborghini and maybe even Alfa Romeo come to mind. While enthusiasts are more familiar with the company’s supercars or GTs, Maserati has attempted to build more commuter friendly sedans for several decades.

The first Maserati Quattroporte arrived on the scene in 1963. And while there have been some notable gaps in production (in no small part due to Maserati ownership changing hands frequently) the version of the Quattroporte we know today arrived in 2003.

While it may have depreciated like a stone, by 2005 the new Quattroporte had almost doubled Maserati sales in the U.S. When the smaller Ghibli version was introduced, sales in America tripled in 2014. Since then, the brand has continued to see sales growth with the introduction of the Levante SUV, and the upcoming Grecale compact SUV should continue this trend.

Maserati currently produces only one two-door sports car, the MC20.

&nbsp;
<h3><strong>Ferrari</strong></h3>
<img class="aligncenter size-full wp-image-171711" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-BrandEvalution-Ferrari-Sept24-scaled.jpg" alt="Brand Evaluation" width="2560" height="1810" />

It’s hard to imagine that anything could make Ferrari feel less special. Even when the brand ventures into the everyday, like with its California or Roma models, the cars still have an air of prestige and exclusivity about them. But there’s nothing pretentious about a Ferrari. It’s not pretending to be anything. Every Ferrari, good or bad, is declarative, particular and purposeful.

However, Ferrari just released its very first SUV, the Purosangue, and it does feel less special because it is difficult to imagine the company making an SUV for any reason other than because it has to. You can imagine company founder Enzo Ferrari turning in his grave at the idea of slapping the Ferrari badge on a compact SUV just to sell more cars and make money.

&nbsp;
<h3><strong>Cadillac</strong></h3>
<img class="aligncenter size-full wp-image-171805" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2023-cadillac-xt4-001.jpg" alt="2023 Cadillac XT4" width="1280" height="853" />

Many American car enthusiasts of a certain age will have an anecdote that ends with the line, “That’s when a Cadillac was a Cadillac.” It seems cliched, but there is some truth in the comment. Today it is hard to imagine a time when Cadillac had a strong brand identity, but in 1967, for example, an entry-level Cadillac Coupe deVille was roughly 20 per cent more expensive than a base Corvette.

To buy something like a high-end Cadillac Fleetwood, you were spending a Rolls Royce-level of money – you could buy two Shelby GT500 Mustangs for the price of just one Fleetwood in 1975.

While Cadillac was a near-unobtainable status symbol for decades, the brand failed to appeal to Generation X in a meaningful way and still struggles to remain competitive and relevant to younger buyers.

The introduction of the Escalade around 2000 helped Cadillac claw back some of its upscale image, and in 2003 Cadillac introduced the CTS — a genuine sport sedan intended to compete with German and Japanese imports. Since then, the Cadillac line has extended to include the CT4.

<strong><em>Chris D’Alessandro is a Toronto writer who grew up in a family of used car dealers and mechanics.</em></strong>

Five luxury automakers that made the move to commuter vehicles

Porsche-Art-Battle dimitri taycan turbo

EVs have an image problem. Especially amongst traditional car enthusiasts.

Because EVs lack an engine note, they’re seen as a digital substitute to an analogue experience. They’ve traditionally been associated with humdrum, shapeless econo-boxes, and because enthusiasts simply don’t like change (despite demanding progress), even the best EVs often receive the cold shoulder from the old guard.

This is a real conundrum if you’re Porsche — a brand built entirely around sports car enthusiasm, but one which has also committed to producing an almost entirely EV lineup by the end of the decade.

So if I was the marketer who received this particular brief from Porsche, outlining their problem, perhaps I too would have proposed a collaboration with Art Battle — an event that garners praise from cultural arbiters like <a href="https://www.vice.com/en/article/mb9aqn/the-underground-art-battle-scene-is-more-than-just-speed-painting">VICE</a>— in order to shift a perception.

Many EVs are shapeless, function over form, bland eggs-on-wheels which often ditch many traditionally attractive elements of automotive design. So how do you liven things up? Turn them into literal rolling art murals, then hand them over to journalists to drive around and show off to the public.

This past July, ahead of the Art Battle Canada finalists live art competition, five of the artists had the opportunity to each paint a Porsche Taycan, which were used as art displays for the event.

Porsche offered me a choice of any of the ''art cars” to drive for a week, but I was most drawn to the Porsche Taycan Cross Turbo, coated with the thunder and lightning bird mural painted by Art Battle finalist, <a href="https://dimitriartist.com/">Dimitri Sirenko</a>.

<img class="aligncenter size-full wp-image-171666" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/taycan-turbo-art-battle-lightning-1.jpg" alt="Porsche Taycan Art Battle" width="1365" height="1024" />

“It was definitely nerve-wracking at first. I was applying spray paint on the most expensive canvas I have ever worked on,” Sirenko explains the complexity of the challenge, “I needed to juxtapose the smoothness of the glow with the sharpness and geometrical nature of the lightning itself. I used my flat brushes and freehanded the center of the lightning streaks.”

Driving Sirenko’s work around downtown Toronto attracted a lot of attention to say the least. People (including fellow drivers) whipped out their camera phones for videos and pictures. I couldn’t park the car anywhere without somebody asking me about the artwork. I even had a few random people on the street ask me for a ride, “just down the street”  (sorry, no sale).

It was the sort of thing that just made people’s day as you drove it around. Including mine, if I’m honest. Every time I walked out to the car for a drive, I couldn’t help but grin.

Almost everybody took a beat to recognize the enormous bird on the hood. “I wanted that part of the design to be a bit more surreal and somewhat subtle - something that you may not notice right away but then it hits you,” says Sirenko, who also notes the bird itself is inspired by Greek mythology — with the god of thunder, Zeus, often being associated with an eagle. But because I’m a ‘90s kid (and nerd), it made me think of Zapdos from Pokémon.

But all show and no-go simply won’t satisfy true auto-enthusiasts. And part of what Sirenko was trying to convey with his artwork was the absolute savagery of the Taycan Turbo.

<img class="aligncenter size-full wp-image-171668" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-07-15_Porsche-Art-Battle_1261-1-1.jpg" alt="" width="1365" height="1024" />

“My intent was for people to see the car and get a sense of that raw power of nature,” explains Sirenko. “I want people to associate that car and the design with clean but extremely powerful energy.”

Let’s talk about that “extremely powerful energy.”

You, yes you, reading this right now, have no concept of how fast the Taycan Turbo is. Sure you can read the stats. 670 horsepower. It doesn’t sound like a lot when compared to something like a Hellcat Redeye in terms of power. But raw power isn’t everything. Because this unassuming, mostly silent station wagon will do zero-100 km/h in just about three seconds.

<a href="https://www.wheels.ca/vehicle-reviews/review-2021-dodge-charger-hellcat-redeye-widebody">Dodge Hellcats</a>. The Nissan GT-R. Even Ferraris. Nothing I’ve driven has ever felt this terrifying or thrilling during acceleration.

It’s instant. Ferocious. Faster than you can react or think. A launch can and will hurt your neck. It will suck all of the oxygen out of your lungs and strain your eyes to keep them focused on the road. Your organs all jump into your throat, providing a sense of weightlessness.

Letting off the accelerator, you can actually feel a great pressure being relieved from your chest. I noticeably grunted, “Ooof” after getting off the “throttle” of every launch control test.

However, the Taycan’s launch control really is best experienced with friends. Passengers screamed for their lives while laughing uncontrollably — as if they were on a rollercoaster. One seasoned bracket drag racer, who has sworn by and prayed to the altar of Chevy V8s his entire life, was made an EV believer in… well, <em>under three seconds</em>. He simply could not believe how fast this electric station wagon was.

<img class="aligncenter size-full wp-image-171662" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/TaycanTurbo-art-car-interior-scaled.jpg" alt="Porsche Taycan Art Battle" width="2560" height="1920" />

Other good stuff? I drove the Taycan from downtown Toronto to Fort Erie and back (lots of attention on the highway) on a single charge, with range to spare. And while finding a charging station was sometimes a drawn-out process, charging sessions themselves were fast and inexpensive — in one instance a 65 per cent charge only cost me about $20 and took around 20 minutes.

Also, this Porsche is a Porsche. Which means the interior is immaculate — from the quality of the materials, to the construction, to the ergonomics. It may not be the most luxurious or exotic interior I’ve ever sat in, or the most “sporty” or the most practical, but I would argue that it’s the overall best. It’s as comfortable to sit in during long road trips or in heavy traffic as it is supportive whilst hooning the car through backroad twisties.

Speaking of twisties, holy <em>steering</em>. It’s responsive, communicative, sharp, but never twitchy. Also there’s copious amounts of grip and the exact right amount of dampening for performance driving, without excessive stiffness. Caning this enormous station wagon through backroads is like watching a rhinoceros do a seductive belly dance. It shouldn’t be possible. And you can’t help but be amazed.

Back in winter 2021, I <a href="https://www.wheels.ca/news/opinion-is-this-the-future-of-sports-cars">spent some time with the standard Taycan Cross</a>. I enjoyed it so much that I boasted that if I could buy any car as a daily driver, I would choose a Taycan. However, I also bemoaned the fact that despite the Taycan’s capabilities, it really didn’t feel like a proper successor to an ICE car in terms of engagement and excitement.

It’s not that it wasn’t reasonably fast or capable through the corners. It’s that I didn’t feel <em>anything</em>. No excitement. No sense of fun.

But the Turbo? It’s like putting suicide-inferno hot sauce on a piece of cauliflower. There’s no getting away from the power, from the intoxicating thrill of the acceleration. I never, ever, wanted to stop driving it.

<img class="aligncenter size-full wp-image-171663" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/TaycanTurbo-art-hood-scaled.jpg" alt="Porsche Taycan Art Battle" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-171661" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/taycan-turboart-car-rear-3q-scaled.jpg" alt="Porsche Taycan Art Battle" width="2560" height="1920" />

But I did eventually stop. And after putting all of my organs back where they should be, I was to get out of the car and admire the most absolutely bonkers (in the best way) paint job I’d ever seen on a car.

Finally, I was having fun with an electric car.

Yes, the Porsche Taycan Turbo starts at over $177,000. And that really is borderline unobtainable, <em>fantasy car </em>stuff. But technology will trickle down. Today’s supercar is tomorrow’s sports car. This is a sign of what’s to come in the near future.

Is the EV experience in its current form a totally seamless one? No. But we’re getting close. Very close. And in the meantime, at least the EV experience can be thrilling.

What this Porsche Taycan Turbo convinced me of is this; If you don’t like other-wordly acceleration, or fantastically fun paint jobs, or flawless interiors or just general driving bliss… if that isn’t <em>enough</em> to get you excited, maybe it’s not EVs that are boring.

Maybe it’s you.

Chris D'Alessandro

Articles by Chris D'Alessandro