Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

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Better late than never is a good way to sum up Toyota’s first entry into the rapidly growing high-demand BEV segment that’s poised to replace internal combustion cars as we know it. Whether you think this whole EV thing is going to succeed or fail, nearly all major automobile manufacturers have invested big money into it, and the train isn’t stopping for anyone. Toyota, one of the largest and most recognized automakers in the world is late to the EV party, especially when compared to the Koreans and Americans who already boast many excellent choices. And Toyota’s first electric car, the bZ4X hasn’t exactly enjoyed the smoothest of launches.

Now that the issues are largely behind them, what’s the Toyota bZ4X like?

<img class="aligncenter size-full wp-image-176269" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04481.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

It feels very similar to the <a href="https://www.wheels.ca/reviews/2022-volkswagen-id-4-review">VW ID.4</a> though it has less power and range. Base models get a single 150 kW motor driving the front wheels, and the bZ4X XLE, the top trim, gets two 80 kW motors, one on each axle, giving it all-wheel drive. Toyota loaned me an LE, which is a single motor trim with about 200 hp and a similar amount of torque. The dual motor version isn’t much more powerful but has 248-lb-ft of combined torque.

If you make it a numbers game, the bZ4X has less power and less range than the <a href="https://www.wheels.ca/reviews/first-drive-2022-kia-ev6">Kia EV6</a>, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">Hyundai IONIQ 5</a>, <a href="https://www.wheels.ca/reviews/2023-nissan-ariya-e-4orce-first-drive-review">Nissan Ariya</a>, and the ID.4. The Toyota can charge at a maximum rate of 150kW (100kW for AWD models) which is also slower than some of its rivals, but that’s assuming you can find a charger capable of reliably supplying that output, and in my experience that happens far less than it should.

<img class="aligncenter size-full wp-image-176270" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04482.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

I’m not a fan of the bZ4X’s unpainted fenders, but on my dark blue tester, they blended in and weren't very noticeable. Its design is definitely EV-forward with a grille-less front end and styling and proportions that sit somewhere between the Tesla Model Y and the Kia EV6. If you took the badges off it would be hard to identify what brand it came from.

Inside the bZ4X looks and feels high quality with its fabric-covered dashboard panels, large centre screen, logically laid out controls, and large windows lending to great outward visibility. The 12.3-inch infotainment touchscreen is standard equipment and runs the latest Toyota software, which is easy to use and quick to respond. A strangely placed gauge cluster high and far away from the driver is said to be better for keeping your eyes on the road but I found the steering wheel cut some of it off. It’s still better than consolidating everything into a large centre screen. Rear-seat passengers get lots of legroom and the cargo area is generous for a compact crossover.

<img class="aligncenter size-full wp-image-176276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04491.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

By Toyota’s estimates, a fully charged front-wheel drive bZ4X can travel 406 km, which is mid-pack. All-wheel drive models are rated for 367 km. My tester was at 100 per cent charge when I picked it up and the range estimate was sitting at 390 km on a chilly spring day. However, turning off the climate control system added an extra 100 km to that range, a rather shocking jump that I haven’t encountered on any other EV.

Toyota spent a lot of time making the bZ4X as efficient as it could be, so a heat pump comes standard, which heats and cools the cabin much more efficiently and also greatly conserves range in colder weather. The climate control can also be configured to only send warm or cool air to the driver when there aren’t any passengers. Then there are radiant foot well heaters (on LE and up), which I haven’t seen before. They’re basically pads affixed to the bottom of the steering wheel and where a glove box would be and they quickly warm up the driver and passenger footwells when switched on. Between these, the heated seats, and the heated steering wheel, I found little need to run the climate control system even when it was below zero outside, except for windshield defogging purposes.

<img class="aligncenter size-full wp-image-176273" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04486.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

The bZ4X isn’t the fastest EV in its class, but even with its modest power figures it feels quicker than a RAV4 or Toyota Venza, which are both similar in size. It also handles really well for what it is and a big part of that can be attributed to its low centre of gravity and a suspension that absorbs most lumps and bumps but still exhibits excellent body control through a corner. The steering has no feel but it is precise and to be fair no one buying a bZ4X is going to care about steering feel. I found it rather fun to drive and the thought of more power didn’t cross my mind. Neither did the fact that my tester didn’t have all-wheel drive. I would personally be happy with a good set of winter tires and the additional range you get with a front-wheel drive bZ4X.

.At the end of the week, I was averaging 20 kWh per 100 km, a good figure that should only improve as the weather warms up. That near 500 km range estimate was actually pretty accurate providing the climate control was switched off, which I did about 50 per cent of the time.

<img class="aligncenter size-full wp-image-176268" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04480.jpg" alt="2023 Toyota bZ4X" width="2048" height="1365" />

Toyota’s goal for the bZ4X was to balance power, battery size, and range, and I’m fully behind it. Big batteries and big power make EVs heavier and less efficient, and they take longer to charge. Toyota wants to ensure the bZ4X is as reliable and as long lasting as its famously bulletproof cars and trucks.

Toyota may have been late to the EV game but the bZ4X, despite its initial teething problems, is a solid effort and another excellent BEV for consumers to choose from. And if you’re already a fan of the Toyota ecosystem, it’s absolutely worth checking out.
<h3>2023 Toyota bZ4X LE</h3>
BODY STYLE: 5-door, 5-passenger electric crossover

CONFIGURATION: Single motor (150kW), front-wheel drive battery electric vehicle (BEV)

POWER:  200 hp; TORQUE: 196 lb-ft

BATTERY: 71.4 kWh lithium-ion

EV RANGE: 406 km

EFFICIENCY (Le/100km): 1.8 city; 2.2 highway; 2.0 combined

CARGO CAPACITY: 784 litres

PRICE: $49,990 (base); $52,006 (as-tested)

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota bZ4X LE Review

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With 25 different variations of the Porsche 911 choosing the right one can seem a bit of a daunting task. The Carrera 4 GTS, however, is one the easiest recommendations in the lineup with its perfect mix of features and bits from Porsche’s extensive options list.

A GTS slots above the Carrera S and under the atomic-powered Turbo. It has 473 hp and 420 lb-ft of torque which is 30 more hp and 30 more torques than an S. If you want something track-capable but don’t want to step up into the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-porsche-911-gt3">racier GT3</a>, you can order a GTS with carbon bucket seats and a lightweight package that deletes the rear seats among other things. Perfect for casual track days.

The GTS gets a host of performance enhancements standard. Like a sports suspension with a 10mm lower ride height, PASM which is Porsche speak for adaptive dampers, the Sport Chrono package, blacked out trim, and Race-tex microfibre material covering the seats, lower dashboard, and steering wheel.

<img class="aligncenter size-full wp-image-176134" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04457.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176131" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04462.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Optional extras are numerous and can inflate the price quickly and my tester included quite a few of them. The lightweight package was the most expensive at $9910 and saves up to 25kgs (55lbs) of weight with carbon bucket front seats, a rear seat delete, lightweight glass, and less sound insulation. The package also includes rear-axle steering, which enhances agility even further, and front-end lift is reduced through the use of aerodynamic optimization in the front section of the underbody. You can opt to keep the more comfortable sport seats if you find the carbon buckets uncomfortable.

The Carrera GTS is a sweet spot in the 911 lineup. The optional Bose Surround sound system, a part of the premium package, was excellent and one of the best I’ve heard in a 911. Mixed with luxurious feeling Race-tex fabric surfaces and the Carmine red stitching that matched the Carmine red tachometer and dash clock and, of course, the Carmine red paint job, the 911 GTS I got to drive for a week was stunning inside and out.

<img class="aligncenter size-full wp-image-176136" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04454.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Even without the badging on the back, the lower stance and black wheels give the 911 GTS presence for days. The car has grown larger over the decades but its elegant shape and simple design are equal parts beautiful and purposeful. It’s a car that gets attention but this is still a bit of an undercover supercar (whether or not it’s actually a supercar is up for debate).

Getting in and finding the perfect seating position is easy. The hood drops down and away from sight giving you an expansive view of the road in the front of you. Like every new 911, you twist a plastic stub resembling a keyfob to the left of the steering wheel and the 3-litre turbocharged flat-6 grumbles to life and settles into that characteristic gravelly idle that could only come from the back of a 911.

<img class="aligncenter size-full wp-image-176127" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04466.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

The grippy Race-tex surfaces on the steering wheel and seats have become a GTS hallmark. They make the car feel a bit more special as do the Carmine red accents in this tester. It’s a good place to be with minimal distractions or gimmicks to get in your way of driving.

I’ve driven many different variations of the 911 from mild to racy, and the GTS truly feels the most balanced. It might seem like a bit of a spreadsheet car with only incremental improvements over a Carrera S but in the real world it feels like a lot more.

The Carrera 4 GTS is noticeably quicker than a 4S. So much quicker I had to check if Porsche hadn’t mistakenly given me the keys to a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-porsche-911-turbo-s">911 turbo</a>. It accelerates more brutally than the much more expensive GT3, and while it might not sound as raw, the flat-6 behind your back still generates a mechanical symphony of the highest order and it's even more audible here thanks to less sound insulation.

The 8-speed PDK is still the best automatic gearbox on the planet. In any condition, or situation it does exactly what you want it to do. It shifts faster than you can think and is always in the correct gear. If you blip the throttle sharply or pull the left paddle, the resulting downshift is instantaneous and perfectly rev-matched. This and the Carrera 4’s all-wheel-drive system work together to deliver breathtaking levels of thrust especially when blasting out of a corner.

<img class="aligncenter size-full wp-image-176123" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04475.jpg" alt="2023 Porsche 911 Carrera 4 GTS" width="2048" height="1365" />

Crisp and clear electric power steering feels alive in your hands. It’s precise and reactive and together with the perfect driving position, epic brakes, and sublime gearbox, it’s one of the best driving experiences to be had. There’s so much confidence gained through just the feel of the controls that it’s one of the easiest and most approachable sports cars to drive but in the hands of a pro it becomes a tool through its consistency and predictability. The sports suspension makes it noticeably stiffer and the ride gets rough over crappy roads but that comes with the territory.

Really, much of the above can be said of any 911, but the GTS is just a bit sharper without getting too extreme. It’s all the best bits of the 911 in one convenient package and that's why it’s one of the easiest to recommend regardless of how many other variants exist.
<h3>2023 Porsche 911 Carrera 4 GTS</h3>
BODY STYLE: 2-passenger compact sports car

CONFIGURATION: Rear-engine, all-wheel drive

ENGINE: 3.0-L twin-turbocharged boxer-6; Power: 473 hp @6500 rpm; 420 lb-ft @ 2300-5000 rpm

TRANSMISSION: 8-speed dual-clutch automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km):13.8 city; 10.1 highway; 12.2 combined

CARGO CAPACITY: 132+64 (frunk) litres

PRICE: $166,600 (base); $202,340 (as-tested) not including fees, taxes

WEBSITE: <a href="https://www.porsche.com/canada/en/">Porsche Canada</a>

&nbsp;

2023 Porsche 911 Carrera 4 GTS Review

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A pickup truck isn’t just a pickup truck anymore. They’ve evolved to do everything any other vehicle can do. And that’s why you don’t just find them at job sites but also filling up the parking lot at your local Costco.

Pickups are a far cry from the utilitarian beasts of yore they once were and can be outfitted with luxuries unheard of in the “good ol’ days”. In fact, if your truck doesn’t have an interior or tech that makes a Range Rover blush, it’s not good enough, anymore.

When GMC redesigned the Sierra, their first go at an interior wasn’t as well received as the one Ram had just installed in their own truck and so they were forced to go back to the drawing board. What they came up with was basically a brand new interior, that’s so different, it’s like it skipped an entire generation. Climbing in, it’s hard not to be impressed. The sheer square footage inside one of these behemoths makes it feel like you’ve just entered a cathedral.

<img class="aligncenter size-full wp-image-175976" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04316.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

All new Sierras get the new interior in varying levels of optional extras but the Sierra I was driving—the off-road-ready AT4X—had nearly all the goodies checked off.

And that’s another trend that’s rapidly growing. Off-roading. Nearly everyone is offering off-road packages that outfit regular crossovers and pickups with long travel suspensions and chunky tires. AT4 represents GMC's off-road branding and adding an X to it takes everything a step further.

The biggest and most noticeable change is the Multimatic DSSV dampers paired with longer travel springs. The Multimatic dampers use spool valve technology and were originally developed for racing but they’ve been designed here to work on a pickup. On the highway, you get a comfortable and stable ride as the dampers smooth out even the biggest impacts but they work just as well and smoothly off-road allowing lots of wheel travel. The AT4X gets a 2-speed transfer case, 18-inch wheels with Goodyear Wrangler Dura Trac Mud tires, and front and rear e-locking differentials for those technical off-road sections, which no one else in the class offers.

<img class="aligncenter size-full wp-image-175970" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04322.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

The Multimatic dampers can be felt working right away. I covered nearly 2000 km in a couple of days and I had to remind myself I was in a big body-on-frame truck. Most body-on-frame pickups shimmy when driving over uneven surfaces or railroad tracks and generally don’t ride very well on rough broken roads, but the AT4X was composed at all times. There was no excessive bobbing or bucking and even in the corners, body roll was impeccably controlled for a big rig like this.

The 6.2-L V8 makes 420 hp and 460 lb-ft of torque and is mated to a 10-speed automatic. It's the only choice here but it's a good one. It’s not a Raptor or Ram TRX in terms of brute force but the big 6.2 is torquey and sonorous and it still offers more than enough power when needed. Towing is rated at a respectable 5488 kg (12,099 lbs).

On the open highway, the Sierra AT4X was smooth, civilized, and stable but was just as confidence-inspiring on the snow-covered trails found throughout Northern Ontario.

<img class="aligncenter size-full wp-image-175966" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04331.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

Off-road and Terrain modes make it easy to configure the AT4X for duty when the paved roads end. There’s even a 1-pedal mode that allows you to crawl over the really technical sections on an off-road course.

From the driver’s seat, the AT4X feels just as capable as the mega off-roaders like the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-ram-1500-trx">Ram TRX</a> and <a href="https://www.wheels.ca/reviews/2023-ford-f-150-raptor-r-review">Raptor</a> but is more approachable and practical than either of those. With mostly highway driving during my time with the AT4X, I scored just under 14L/100km, a good figure considering its chunky mud tires and how this truck is set up.

The eminently useful Mutlipro tailgate is standard here too but so is almost everything else. The new dashboard with its large colourful centre screen and array of buttons angled towards the driver is ergonomic, well laid out, and feels richer than it should in a pickup but now also makes much more sense when associated with its six-figure price tag. It’s also cavernous inside with storage spaces and cubbies to stash anything you bring along.

<img class="aligncenter size-full wp-image-175964" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/DSC04334.jpg" alt="GMC Sierra AT4X" width="2048" height="1365" />

All this tech doesn’t come cheap but the AT4X feels just as capable as a Raptor but undercuts it in price. It’s not as powerful but the 6.2L V8 sounds better and has more character than Ford’s turbocharged V6.

The GMC Sierra AT4X is an impressive bit of kit, inside and out. The Multimatic dampers are near magic in their ability to balance on-road comfort and handling, with off-road capability. It truly is a truck that does it all.
<h3>2023 GMC Sierra AT4X </h3>
BODY STYLE: 4-door,  5 passenger full-size pickup

CONFIGURATION: -Front-engine, four-wheel drive

ENGINE:  6.2-L V8; Power: 420 hp @ 5600 rpm; Torque: 460 lb-ft @ 4100 rpm

TRANSMISSION: 10-speed automatic

TOWING CAPACITY: 5488 kg; Payload: 880 kg

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 16.7 city; 14.0 highway 

PRICE: $ 98,703 (base MSRP not inclusive of fees, freight and taxes)

 Website: <a href="https://www.gmccanada.ca/en">GMC Canada</a>

&nbsp;

2023 GMC Sierra 1500 AT4X Review

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EV tech really shows off its advantages when applied to the ultra-luxury class of sedans and SUVs. Rolls Royce, a marque that only makes cars for the one-per cent recently announced that all their vehicles would be electric after 2030, which makes complete sense. The new 7 Series arguably one of the finest executive limos out there also has a new battery electric version called the BMW i7 and it goes head to head with Mercedes’ latest EV flagship, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-mercedes-amg-eqs-4matic">the EQS</a>.

In this upper echelon of vehicles, cabins are not merely places to sit and drive, they are rolling sanctuaries where quietness and isolation are key factors. The large engines traditionally mounted in the front of these heavy cars have always provided engineers with the challenge of making their noise, vibration, and harshness disappear, and that’s no easy feat.

With electric motors, this isn’t necessary. There is no noise, no harshness, and no need to balance champagne glasses on the hood to demonstrate smoothness (<a href="https://www.youtube.com/watch?v=32w76TaRaRY">sorry, Lexus</a>). EV motors are silent, powerful, and efficient, the perfect recipe for a luxury vehicle.

<img class="aligncenter size-full wp-image-175884" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04423.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

The i7 xDrive60 has two electric motors, one on each axle, and combined they make 536 hp and 549 lb-ft of instantly available torque driving all four wheels. Feeding those motors is a large 101.7 kWh (usable) battery that lives under the floor. A heat pump is standard and makes heating or cooling the cabin of the i7 much more efficient. Total range is 498 km but that’s dependent on a variety of factors including weather, and driving style.

With a maximum charging speed of 195 kW, BMW says that you can top up your i7 at a rate of up to 128 km every 10 minutes when connected to a capable DC fast charger. Level 2 or AC charging maxes out at a respectable 11 kW. While it would be nice to have seen something remotely close to those charging speeds, the Electrify Canada station I tried, supposedly rated at 150 kW, only put out about 45 kW and it still charged me by the minute.

<img class="aligncenter size-full wp-image-175887" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04451.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Frustrating charging experience aside, which was not the fault of the car, the BMW i7 is everything you expect from a 7 Series. You can also get the 7 series as a 760i xDrive with a 4.4-L twin-turbocharged V8 that also makes 536 hp and while it’s a great engine the electric motors offer a better experience and in this class, it’s the experience that counts.

It starts with getting in because this i7 has power-operated doors, a $2000 option, and worth every penny. Pull on the fixed door handle and the door pops open, move out of its way and it will continue to swing open fully. Ultrasonic sensors will stop the door from contacting other cars, pedestrians, and cyclists. Inside there are touch buttons to open and close the doors and you can even control them from the infotainment screen.

<img class="aligncenter size-full wp-image-175874" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04438.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-175877" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04432.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Once seated a large curved display houses screens for the driver and centre console but the most striking aspect is what BMW calls the interaction bar. It’s a backlit clear strip with a polygon design that runs the length of the dashboard and changes colours depending on the drive mode you're in. There are capacitive touch controls built in for the defroster and defogger and to open the glove box. Most everything else is controlled through the infotainment system, including the climate control but iDrive remains one of the best systems in the business, not only because of its cutting-edge graphics and snappy responses but because it still uses a rotary controller which makes interacting with the screen easier on the move.

There are more screens in the i7. Rear passengers each get one embedded in their door armrests. These 5.5-inch screens control the sunshades, entertainment, and the climate control of which four distinct zones are available. But the real party trick and a 7 Series has always been about party tricks, is the Theatre Screen, a $4900 option. For that not-insignificant sum of money, you get a 31.2-inch 8K screen that drops down from the roof at the touch of a button and is controlled by either those rear passenger screens or the main infotainment screen.

<img class="aligncenter size-full wp-image-175871" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04443.jpg" alt="2023 BMW i7" width="2048" height="1365" />

It’s got Amazon Fire TV built-in and that means you can stream video from Netflix, Prime, or your most of your favourite services. You can even play games, stream music, or connect your Playstation to it. And since the i7 is fully electric you can charge the car while catching up on the latest episode of “Beef”.

The i7 I was driving also had the Rear Comfort Package ($4700) and the Executive Lounge Package ($2800), which adds a reclining rear seat and leg rest behind the front passenger. When you lower the Theatre screen all the sunshades also extend and with the brilliant 36-speaker, 1965-watt Bower and Wilkins Diamond Surround system ($5900), you get the full IMAX experience in a car. Not only did I watch TV while charging, but I also did it with my legs stretched out while getting a massage. It was the best charging experience I’ve had so far.

One problem with the Theatre screen that’s hard to overlook is that it completely blocks the driver’s rear view when extended, and there’s no option for a digital rearview mirror which would render that issue moot, a bit of a miss there.

Seats are epic. Big, coddling, and supportive with a built-in massage function and buttery Merino leather upholstery. They make long drives feel shorter. A 7 Series has always been a quiet and serene car to drive, but the i7 is in another league. Once the door is powered closed, because you couldn’t be bothered to close it yourself, the outside world is effectively muted and you can enjoy a relaxing escape wafting along riding on a cumulus cloud.

Cramming all this technology into a car means the i7 is monstrously big and heavy, but the electric motors make it feel weightless. And with active 4-wheel steering and active roll stabilization it still manages to balance the athleticism a 7 Series has always been known for with a magic carpet ride courtesy of the standard air suspension and adaptive dampers. BMW even puts the more powerful of the two EV motors on the rear axle giving this i7 a playful rear-wheel drive feel.

<img class="aligncenter size-full wp-image-175880" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04428.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

My last experience in a 7 Series was in the last-generation M760Li, which was powered by a 600hp V12. I missed that car and its 12 sonorous cylinders when I had to return the keys to BMW but this i7 felt even better. There’s just something so cool about being able to accelerate so quickly and so smoothly in complete silence. I might not want that in a sports car but in a luxury sedan like this, it feels perfect.

The i7 is less a car and more a full-fledged luxury experience on wheels, though with its powerful motors and sharp handling it’s also a lot of fun to drive. And if you can get over the looks, mainly the front, which is kinda hard to love, the new i7 is everything a 7 Series is supposed to be and then some.
<h3>2023 BMW i7 xDrive60</h3>
BODY STYLE: 5-door, 5-passenger full-size sedan

CONFIGURATION: Dual motor, all-wheel drive battery electric vehicle (BEV)

MOTOR: Dual current-excited electric motors, Combined Power: 536 hp; Torque: 549 lb-ft

TRANSMISSION: Single-speed direct drive

EV RANGE: estimated 496 km (21-inch wheels) from a 101.7 kWh (usable) battery

EFFICIENCY: (Le/100km); city: 2.8 ; highway: 2.6; combined: 2.7

CARGO CAPACITY: 501 litres

PRICE: $147,000 (MSRP); $194,200 (as-tested not including freight and fees)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

&nbsp;

2023 BMW i7 xDrive60 Review

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Compact and mid-size pickup trucks have made a big comeback in the last five years with all-new entries like the <a href="https://www.wheels.ca/truck-reviews/2022-ford-maverick-xl-hybrid-review">Ford Maverick</a> and the quirky <a href="https://www.wheels.ca/vehicle-reviews/review-2022-hyundai-santa-cruz">Hyundai Santa Cruz</a> joining the fold. But the Toyota Tacoma has been doing it for decades now and even after all this time it’s still one of the most versatile and robust trucks you can buy.

Over the years the Tacoma has gained legendary status. A reputation it’s garnered from doing duty all over the world in some of the most inhospitable and punishing environments. It’s been called indestructible and it retains its value long after the warranty runs out meaning that finding a “deal” on a used one can be tough.

<img class="aligncenter size-full wp-image-175714" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04414.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

A sound principle which Toyota has clearly employed with the Tacoma is “if it isn’t broken, don’t fix it”. It’s why the truck has barely changed over the years and can trace its underpinnings back to the second-generation Tacoma, which was first sold in 2005. In automotive terms the Tacoma is ancient but it works so well that any drastic changes would have likely driven Taco loyalists directly to Toyota’s headquarters with pitchforks and flaming torches. Taco owners stick by their trucks and there are large communities and discussion forums that have built up around it.

Typically the cars loaned to us to test drive are loaded with all the optional extras and the kitchen sink, which is why I was pleasantly surprised to find my tester was a humble Access cab TRD Off-road with a 6-speed manual transmission (that’s right, you can still get a manual Tacoma). It’s about as bare bones as a Taco gets but that means it boasts the highest towing capacity of 2948 kg (6499 lbs) and the second highest payload of 571 kg (1259 lbs), bested only by an Access cab truck with the automatic transmission.

<img class="aligncenter size-full wp-image-175725" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04400.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

Access cab Tacomas only come with the 6-foot bed and rear suicide doors that open up to reveal a rear seating area best reserved for child seats or pets. I tried sitting back there and while the legroom wasn’t the biggest issue, it was the total lack of seat comfort and the upright seating position that became agonizing after just a few minutes. It’s a good thing then that the bottom cushion flips up providing extra space for cargo. If you need to carry passengers with any regularity, a Double Cab Tacoma is a necessity.

It’s actually pretty well equipped with Toyota Safety Sense, that includes a pre-collision system, automatic high beams, lane departure alert, and dynamic cruise control. It has an 8-inch touchscreen infotainment system with a native nav system and wired Apple Carplay and Android auto. You also get heated seats and dual-zone climate control and because this is the TRD Off-road trim you get off-road tuned Bilstein shocks, and an off-road body kit.

All Tacomas sold here are four-wheel drive and this manual Access cab model gets a part-time selectable system with a rear locker, and a 2-speed electronic transfer case. Models equipped with the automatic get the Multi-terrain select system and crawl control.

<img class="aligncenter size-full wp-image-175724" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04403.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

But arguably the best bit about this Tacoma for me was its manual transmission. It’s a configuration not everyone is going to pick but it made it an enjoyable truck to drive. The stick itself slots precisely into gear and the clutch is reassuringly heavy with good feel and a firm biting point. If nothing else it helped me fantasize about driving a big rig, something I’ve always wanted to do. It also gives you a lot more control, especially on a trail where this Tacoma with its 9.4-inches of ground clearance and tough-as-nails 4x4 system is ready for any terrain you can throw at it.

A 3.5-L V6 is the only engine choice. It makes 278 hp and 265 lb-ft of torque and has been proven just as indestructible as the rest of the truck. It’s not going to shove you back into your seat but there’s still enough power to get the Tacoma moving rather quickly and passing slower cars is never an issue.

<img class="aligncenter size-full wp-image-175719" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04408.jpg" alt="2023 Toyota Tacoma Access Cab" width="2048" height="1365" />

The 6-foot bed has multiple adjustable tie-down points and is easy to access with built-in steps in the rear bumper.

The Tacoma is not easy on fuel, and that’s a downside of its aging powertrain. The manual might be fun but trying to get anything under 13L/100 km in mixed driving requires a lot of effort. The automatic fares better in this regard.

On the inside the Tacoma features a mix of hardwearing plastic surfaces and some soft-touch points on the door panels. It doesn’t get the new infotainment system that’s been rolling out in new Toyota vehicles which is a bit of a shame.

Among the competition, there are entries with more modern turbocharged powertrains, more features, and better in-vehicle tech but if you want a bullet-proof truck that’s just really good at doing truck things with the best resale value on the market, the Tacoma is the one to get.

<h3>2023 Toyota Tacoma 4x4 Access Cab TRD Off-road </h3>

BODY STYLE: 4-door, 4 passenger mid-size pickup

CONFIGURATION: -Front-engine, four-wheel drive

ENGINE:  3.5-L V6; Power: 278 hp @ 6000 rpm; Torque: 265 lb-ft @ 4600 rpm

TRANSMISSION: 6-speed manual

TOWING CAPACITY: 2948 kg; Payload: 571 kg

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 13.8 city; 11.4 highway; 12.7 combined 

PRICE: $ 46,053 (as-tested including fees and freight)

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota Tacoma Access Cab Review

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The Toyota RAV4 doesn’t really need an introduction. It’s the best-selling compact crossover in Canada and it’s held that position for almost a decade. The reasons are simple. It’s well made, dependable, and efficient. It’s also really good value and the Toyota badge promises reliability, which on its own is an attractive proposition.

Chances are if you’re in the market for a new crossover, the RAV4 has come across your desk, but with 16 different permutations, it can still be difficult to decide on how best to spend your money.

All 2023 Toyota RAV4 trims come with Toyota Safety Sense 2.5 and a new version of Toyota’s infotainment system that’s a big upgrade over the old one. There’s also the new limited-edition Woodland trim available on the XLE Hybrid that we tested here and it adds some pretty sweet bronze wheels wrapped in all-terrain tires, an off-road-tuned suspension, roof rack cross bars, LED fog lamps, black exhaust tips, and “Woodland” badged floor mats and cargo tray.

<img class="aligncenter size-full wp-image-175514" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04303.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

The Woodland trim is ultimately an appearance package, but as far as those go it’s a good one. And while the A/T tires and off-road suspension tune will give you some more confidence on mucky ground, this RAV4 isn’t intended to be a true off-roader. But for $2190 it is a good amount of kit and the bronze wheels combined with the Cavalry blue paint job made this RAV4 stand out.

The real story here is the RAV4 Hybrid. Toyota makes this fuel-sipping powertrain available right from base, which means that you don’t have to spend a lot of money to get amazing fuel efficiency. The powertrain itself isn’t anything new but it’s been upgraded over the years and is only about a $2000 premium over the regular gas models. You get more power (219hp vs 203hp) but more importantly, tailpipe emissions drop drastically.

This hybrid powertrain is extra efficient because it uses a small electric motor on the rear axle to provide all-wheel drive without any mechanical connection to the engine. I also found that in this 2023 RAV4 Hybrid I was able to stay in EV mode for longer and at higher speeds. The biggest advantage of driving a hybrid like this is that it requires zero special treatment or driving techniques. It doesn’t need to be plugged in and you’ll never run out of battery. The system works quietly in the background and it's seamless.

<img class="aligncenter size-full wp-image-175510" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04310.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

That’s not to say there aren’t any downsides. The 2.5-L 4-cylinder is buzzy and coarse. It’s an unrefined power unit in an otherwise refined vehicle and it sticks out like a sore thumb. It’s there to provide power and nothing more. You do get used to it after some time behind the wheel but I can understand why some people are hesitant about hybrids.

For me personally, it’s a small price to pay for the fuel efficiency gains. Every time I drive a hybrid like this it becomes a bit of a game to score the lowest fuel consumption numbers without resorting to hardcore hypermiling techniques. Even if you drove like a maniac everywhere you went, chances of seeing over 8L/100km are slim.

<img class="aligncenter size-full wp-image-175513" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04305.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

After a week my RAV4 hybrid tester registered an average of 6.2L/100 km and for a compact SUV chock full of modern amenities and all-wheel drive, you really can’t do better unless you take the next step up into a plug-in hybrid. But that will cost you much more and you have to plug it in every night to really take advantage of it, so it can also be less convenient.

Outside of the powertrain the RAV4 is a great little crossover for family duty. It has a large usable cargo area, and the rear seats are spacious enough for taller adults.

<img class="aligncenter size-full wp-image-175511" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04307.jpg" alt="2023 Toyota RAV4 Hybrid Woodland" width="2048" height="1365" />

The driver is treated to excellent ergonomics, real physical buttons for all major controls and an easy-to-approach layout that anyone will be able to figure out in a short time. The new infotainment system has nice visuals and is quicker to respond but still falls behind the systems found in Hyundai/Kia and Stellantis products. I’m still a big fan of the large textured knobs in the RAV4 for the climate control and stereo volume.

Driving the RAV4 is uneventful, to say the least. It rides well, and it’s quiet inside, and it has competent road manners but there’s nothing really class-leading to report. Likewise, this isn’t a crossover that provides any rewarding dynamic qualities, but it also doesn’t claim to. For a more rewarding driving experience look to the <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a>.

What the Honda does not do, however, is provide you with the level of value the Toyota does, or the number of trim choices. The Toyota is also more efficient and since the Honda CR-V hybrid is a top-trim-only proposition you’ll have to spend well over $50k to get one.

So in the price for content department the RAV4 is difficult to beat and that’s reflected in its sales numbers. It’s also got that dependability factor that’s solidified customer trust over the decades. Even with new competition always arriving, the RAV4 is a highly recommended buy and it should continue to hold its top spot in the market for a while longer.
<h3>2023 Toyota RAV4 Hybrid Woodland Edition</h3>
BODY STYLE: 5-door, 5-passenger compact SUV

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  2.5-L inline-4+hybrid drive system ; Combined Power: 219 hp

TRANSMISSION: e-CVT

CARGO CAPACITY: 1059-1977 litres

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 5.8 city; 6.3 highway; 6.0 combined

PRICE: $42,243 (as-tested)

Website: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota RAV4 Hybrid Woodland Review

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The BMW 230i might be the least powerful of the 2 Series coupes but it’s an excellent introduction into the world of sporty BMWs. And it feels nothing like its base model designation might suggest. It’s also the second most affordable BMW on sale right now. Only the <a href="https://www.wheels.ca/reviews/2023-bmw-x1-first-drive-review">X1 crossove</a>r is cheaper.

With the recent discontinuation of the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-bmw-228i-xdrive-gran-coupe">2 Series Gran Coupe</a>, the “real” coupe is now the entry point into BMW’s non-crossover lineup. I can’t say I’m sorry to see the Gran Coupe go because a front-wheel drive based BMW never sat well me.

This new 2 Series Coupe can be seen as a window into BMW’s past, when it’s lineup was much smaller and made up of sedans and coupes, exclusively. It was all function over form, with a focus on athletic handling and unfiltered driving pleasure.

<img class="aligncenter size-full wp-image-175239" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04291.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

Now, the very idea of a small coupe like the 2 Series is also quickly fading, with only a handful of relatively affordable ones left. You’ve got the soon to be discontinued <a href="https://www.wheels.ca/vehicle-reviews/review-2019-dodge-challenger-scat-pack-392">Dodge Challenger</a>, the <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">Toyota GR 86,</a> and the Mini Cooper. You can stretch it to say that the BMW 4 Series and C-Class Coupe also fit the bill, but really none of these are direct comparisons, and so the 2 Series Coupe needs to be judged on its own merits.

Out of all the new polarizing BMW designs, which have broken away from tradition, the 2 Series stands out. Its got a blunt nose with boxy fenders and that classic long hood/short rear deck synonymous with rear-wheel drive sports cars.

We reviewed the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-bmw-m240i-xdrive">M240i</a> last year and its performance is not far off the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-m2-cs">previous M2</a>. It felt like a personal German muscle car in the best of ways. In some respects, the 230i is even better. For one the starting price ($47,950) is much more palatable and the Melbourne Red Metallic paint, an $895 option, is exactly the type of colour a small BMW Coupe needs. Even better, the Cognac Sensatec (read leatherette) interior will have you living Ferrari fantasies at a large discount.

<img class="aligncenter size-full wp-image-175245" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04284.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

All new 2023 2 Series’ come with the new curved display seen in many new BMWs. This large curved panel is actually 2 screens under a sheet of glass. The 14.9-inch main screen and 12.3 inch driver display have some of the sharpest and most appealing visuals in the car world today. The screens are augmented by an optional head-up display that’s large and colourful and really good at keeping your attention on the road when changing radio stations or looking for navigation instructions, among other things. The latest version of iDrive is fast, and super easy to use and I also applaud BMW’s decision to stick with the rotary control knob as it’s still the least distracting way to interact with a large screen while driving.

The biggest difference between the 230i and M240i is the engine. The 230i gets a turbocharged 2-litre 4-cylinder that produces 255 hp and 295 lb-ft of torque from just 1600 rpm. It’s not the silky-smooth straight-6 but the 4-cylinder has plenty of power and character of its own. It’s enough that you’ll probably never even notice the missing horses.

The smaller engine is also lighter, and when you reduce weight over the front axle the effect on driving dynamics is very positive. And indeed the steering feels even better in the 230i. There’s a light, chuckable feel that will immediately bring a smile to your face. This car gives you the confidence to push harder in the corners and explore the higher regions of the rev counter more often. And that’s makes it more fun more of the time. The M240i can sometimes feel almost too powerful and too restricted on public roads.

<img class="aligncenter size-full wp-image-175248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04280.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

Like the M240i, the 230i is only available in xDrive all-wheel drive format, but it still feels rear driven as power only gets sent to the front wheels when necessary.

Both cars share that same delicate handling balance, and near 50/50 weight distribution. The BMW 230i also rides really well for what it is. It’s a small car with a relatively short wheel base and a stiff suspension but it shrugs off the worst roads, translating impacts into muffled thunks that never seem to intrude into the cabin. It doesn’t have a luxury car ride, but it’s also not so stiff that you’ll regret taking it on a road trip.

<img class="aligncenter size-full wp-image-175241" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04288.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

In fact, a road trip is where this 230i will shine brightest. Its 390 litre trunk is larger than you think it is and its back seat can be used to transport actual humans. It’s also efficient, returning less than 8L/100 km on the highway, and its small footprint means that you can park it just about anywhere.

It’s also quiet, and unlike the M240i it doesn’t have a shouty exhaust. The seats are also very comfortable and supportive and they don’t break down on a long drive, which greatly reduces driver fatigue behind the wheel. And since road trips are supposed to be about the journey and not the destination, the 230i will enhance every journey, guaranteed.

<img class="aligncenter size-full wp-image-175247" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04281.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

My biggest gripe is that this is the perfect example of a car that’s just begging for a manual transmission. I understand why it’s not offered on the M240i but the base model BMWs were where you’d historically find the three-pedal cars. Not here, though. If you want a 2 Series with a manual you’ll have to wait for <a href="https://www.wheels.ca/news/2023-bmw-m2-gets-m4-levels-of-power">the M2</a>, which won’t be cheap.

The 2 Series coupe gives us hope that enthusiast cars are still alive in Munich but we just don’t know how much longer that’s going to last. If the new i4 is any indication, however, we should actually be pretty stoked for the future. But for us that crave a bit of BMW nostalgia right now, the 230i is here and it’s great.
<h3>2023 BMW 230i xDrive</h3>
BODY STYLE: 2-door,  4 passenger compact sedan

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  2.0-L turbocharged inline-4 ; Power: 255 hp @ 4500 rpm  Torque: 295 lb-ft @ 1600-4000 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 390 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 9.6 city; 6.9 highway; 8.4 combined

PRICE: $ 47,950 (base); $58,395 (as-tested)

 Website: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW 230i xDrive Coupe Review

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Kapuskasing, ON – General Motors has been cold-weather testing vehicles in Kapuskasing since 1941 but it didn’t start with passenger cars. Back in those days GM’s testing focused on military vehicles and airplanes for the Canadian government.

Three decades later, on February 14, 1973 the GM Cold Weather Development Centre was born. The town of Kapuskasing officially became GM’s permanent cold weather testing home for North America and it’s only evolved since then.

Now spanning 272 acres it is the largest facility of its kind in Ontario. The centre boasts a 3.6 km advanced test track, a decommissioned airstrip, 30 cold cells that can reliably recreate conditions of -45 degrees Celsius or lower, and a squeak and rattle building (we’ll explain that last one later).

<img class="aligncenter size-full wp-image-175096" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04339.jpg" alt="GM Cold Weather Development Centre Kapuskasing" width="2048" height="1365" />

Most of Canada has cold winters but the weather in Kapuskasing, which is a 9 hour drive north of Toronto, has a consistently frigid winter climate. If you’re looking for dependable cold and snow, then Kapuskasing is ideal. We’re talking average temps of -30 degrees Celsius in the winter with dips into the -50 degree Celsius range not uncommon. It’s an extreme environment but if a vehicle can survive here, it’ll work just about anywhere.

Most models GM sells to the public from the humble Chevy Spark to the sporty Corvette spends a part of its development life cycle here. It must successfully pass a series of rigorous tests to get final approval for production.

We recently spent a day in Kapuskasing in order to witness the trials and tribulations a vehicle must undergo to get GM’s seal of approval.

There’s an air of secrecy here. Media usually aren’t allowed in, so getting to see it all is a big deal. With camouflaged experimental vehicles driving around we sense a bit of nervousness from the staff as any leaks could land them in hot water. The secretive nature of the site is understandable as the competition between automakers is cutthroat.

But I’m not here to spy on pre-production vehicles and I’ve always wanted to see what takes place in Kapuskasing. Much of the testing here is shifting to focus on electric vehicles. GM has ambitious plans to phase out internal combustion vehicles by 2035, and our focus in Kapuskasing is understandably centered on the EV.

<img class="aligncenter size-full wp-image-175091" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04366.jpg" alt="GM Cold Weather Development Centre Kapuskasing" width="2048" height="1365" />

A showroom ready Cadillac Lyriq (which you can find a review of <a href="https://www.wheels.ca/first-drives/2023-cadillac-lyriq-first-drive-review">here</a>) would be our test mule for the day and with the temps hovering at -25 degrees Celsius it was precisely the type of weather an EV like the Lyriq isn’t supposed to work in.

EVs not faring well in cold and snowy conditions is a common misconception and many think they aren’t suitable for many parts of this country. With the exception of reliable charging infrastructure, an ICE car faces the same set of challenges an EV does.

Josh Walton, Engineering Group Manager, is the project lead in Kapuskasing and has worked at the development centre since 2015.

“The only thing majorly different (when testing an EV) is obviously that you need to charge the vehicle. So what we do different with EVs compared to ICE (internal combustion engines) is test all three levels of charge. So Level1, level 2, and level 3 charging.” Walton tells wheels.ca.

<img class="aligncenter size-full wp-image-175089" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04374.jpg" alt="GM Cold Weather Development Centre Kapuskasing" width="2048" height="1365" />

The development centre has 21 Level 2 chargers but more importantly 6 DC Fast chargers capable of outputting up to 400kW of power making them some of the fastest chargers around. That’s an irrelevant number because there aren’t any EVs on the market that can make use of those charging speeds just yet. The Cadillac Lyriq itself maxes out at 190kW. But in Kapuskasing the main goal is to collect data and to then apply what they’ve learned to improving the products and correcting any issues before the cars arrive in customer’s driveways.

“Our general durability (testing) is a 12-week cycle. We evaluate everything from powertrain to HVAC performance to interior comfort and infotainment systems. The entire car is tested top to bottom inside of 12 weeks.

“ We go through roughly 9000 km of test mileage during that, so it’s pretty comprehensive,” says Walton.

During those 12 weeks the cars are tested 24 hours a day, 7 days a week, during which time every component is put under scrutiny. During a typical test cycle a window can be rolled up and down up to 1200 times! In a few months each vehicle sees about 2 years of regular use under extreme conditions and they can test up to 250 vehicles annually.

<img class="aligncenter size-full wp-image-175094" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04355.jpg" alt="cold cells kapuskasing" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-175092" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04361.jpg" alt="GM Cold Weather Development Centre Kapuskasing" width="2048" height="1365" />

The cold cells, basically giant freezers, can hold two <a href="https://www.wheels.ca/reviews/2022-chevrolet-bolt-ev-review">Chevy Bolts</a>. They recreate conditions of -45 degrees Celsius. Cars are parked inside overnight and then started in the morning and things like the heated seats, HVAC systems, defoggers, and defrosters are all tested.

We drive the Cadillac Lyriq inside what GM calls the “Squeak and Rattle” building, which is essentially a large tunnel with varying bumpy road surfaces that you drive the cars through up to 20 times an hour. There are speed bumps, rough surfaces, and interlocking tiles that mimic European cobblestone roads. It’s an extremely bumpy ride, even at 20 km/h. This test exposes any squeaks, or rattles from loose trim, improperly fitted components, or materials that have not fared so well in the cold weather. It’s also where they test how comfortable the cabin is.

<img class="aligncenter size-full wp-image-175086" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04393.jpg" alt="GM Cold Weather Development Centre Kapuskasing" width="2048" height="1365" />

Next we’re driving on the test track, which has a hard packed snow over gravel surface representative of the rural roads in Northern Ontario. We only took a few laps in the Lyriq but in actual testing the vehicles are driven here for up to 8 hours a day. They also use a decommissioned airfield across the street for dynamic testing, where things like traction control, ABS and stability control systems get put to the test.

For real world testing each car is also driven on the multitude of logging roads surrounding the proving grounds.

So after pouring through the reams of data extracted from testing has GM figured out the EV secret sauce to mitigating diminished battery capacity and the loss of driving range in cold weather?

“We do have data on this, but unfortunately a lot of that’s proprietary and I can’t get into the details and specifics of that,” says Walton.

A predictable answer but we had to ask.

It was a condensed but informative view of what happens in a day at the Kapuskasing winter proving grounds. It’s also an exciting time in the automotive industry and things are constantly in flux.

“It’s a dynamic environment, so it’s not the same mundane stuff day after day, says Walton. “Every day in Kapuskasing is something different and unique.”

GM Cold Weather Development Centre in Kapuskasing tests EVs under extreme conditions

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BMW is still betting on the sport sedan as an essential part of its lineup even though the general public seems to have <a href="https://www.wheels.ca/features/the-mercedes-benz-c-class-is-better-than-ever-does-anyone-care">forgotten about them</a>. Sales of the 3 Series, which was once BMWs best-selling model, have dipped year after year despite it being one of the best driving sedans you can buy today. Within the current 3 Series lineup, the M340i sits at the top and for the 2023 model year it gets a big list of upgrades including a hybrid power boost.

The 382 hp from the 3-litre turbocharged inline-6 is unchanged but a 48V mild hybrid system integrated into the 8-speed automatic transmission add an 11 horsepower kick during acceleration. It works with the gasoline engine to eliminate any semblance of turbo lag (not that there was much to begin with), increase efficiency, and refine the auto stop/start system to the point where it’s seamless.

While this might seem like a minor change the effects of the system are immediately noticeable. Throttle response is immediate and the M340i feels like it’s taken notes from its electric sibling the BMW i4. The wave of torque from this powertrain is so linear and so relentless, it must be the closest thing to surfing a tsunami. Capable of blasting from a 0-62 mph in just 4.1 seconds, this M340i xDrive is astoundingly quick.

<img class="aligncenter size-full wp-image-174955" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04260.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

The M340i has standard all-wheel drive, so all that power has no problem finding the ground. With so much traction and power at your disposal, my immediate impressions are that it’s basically an <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-bmw-m3">M3 without the wide body kit</a>, quad-exhaust tips, and extra fuel consumption. The M340i also gets a limited-slip differential something that was exclusive to M models at one time.

The performance might bring to mind the M3, but this is a 3 series and something the 3 Series has always done well is keeping a low profile. Most will think it’s a perfectly fine sedan, not really anything special. Its styling is inoffensive, and purposeful, there are no aero appendages or massive cooling ducts, and even the exhaust note is rather muted. If you only went about your day using 25 per cent of the throttle, never really venturing away from the “Comfort” drive mode, you’d still be perfectly happy with your refined luxury sedan. And that’s because the 3 Series in any form is just a really good all-rounder. It can carry up to 5 passengers in comfort, has a big trunk, and gets good gas mileage.

<img class="aligncenter size-full wp-image-174949" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04246.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

It has a really nice interior too. Like the i4, the 3 Series now gets a giant curved display as standard equipment. It’s actually 2 separate screens housed under a pane of glass and they look spectacular. The driver’s display measures 12.3-inches and the central display is 14.9-inches of pin sharp graphics and rich colours. The latest version of iDrive called BMW Operating System 8 is intuitive and a pleasure to use. I’m happy to see that BMW is sticking with the iDrive control knob first introduced over 20 years ago on the 7 Series. It makes using the system easier and safer when on the move as you don’t have to take your eyes of the road for as long as you do with a touchscreen. I’m less enthusiastic about the climate controls having migrated over into the screen as well, meaning that turning on the A/C or the heated seats requires you to dive into the infotainment, which isn’t ideal, at least for me.

<img class="aligncenter size-full wp-image-174952" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04253.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

The seats are comfortable, supportive and great for long drives. Even the driving position is just about perfect with great visibility all around. These are 3 Series hallmarks and it sets the stage for the drive, which doesn’t disappoint. It’s not the outright power but the balance of all the controls that sticks with me. Everything is in harmony. The brakes, steering, and throttle have a similar weight and feel to their operation and it makes the M340i a predictable and easy car to approach, regardless of driving skill.

For those that want to push it a bit, the M340i is more than capable of compressing your kidneys into the back of the seat under acceleration but prodigious brakes keep things from getting away from you. With sharp turn in, a finely balanced chassis, and minimal body roll this is a sedan that thinks it’s a sports car.

<img class="aligncenter size-full wp-image-174947" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04244.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

There’s no getting around the stiff ride, which is the price you pay for the sharp handling. You will feel the road in any of the drive modes but that’s sort of the point of the 3 Series. It’s not uncomfortable by any means but it does help you form a better connection to the road. It’s one of the reasons why sport sedans like the 3 are so engaging to drive.

On the highway it swallows miles like free beer with effortless passing power and a solid composure that makes it feel like it’s on rails. When it’s done being a commuter, taking the long way home in a 3 Series is reason enough to justify your purchase over just about any luxury crossover.

<img class="aligncenter size-full wp-image-174956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04264.jpg" alt="2023 BMW M340i" width="2048" height="1365" />

You do have to pay a lot. My tester was just over $80,000 and that’s basically last-generation M3 money and while things have gotten much more expensive it’s hard to look at that figure when we’re only talking about a 3 Series here.

The chances are that most customers entering a BMW showroom will end up leaving with a new crossover, and while there’s nothing wrong with that, the exceptionally good to drive 3 Series will speak to those who put driving pleasure at the forefront. In the sport sedan segment the 3 Series has always been the yardstick by which the competition is measured. The new updates we see here will ensure that it holds that title for years to come.
<h3 class="p1">2023 BMW M340i xDrive</h3>
BODY STYLE: 4-door,  5 passenger compact sedan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  3.0-L turbocharged inline-6 ; Power: 382 hp @ 5000 rpm  Torque: 369 lb-ft @ 1600 rpm
TRANSMISSION: 8-speed automatic
CARGO CAPACITY: 481 litres
FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 10.3 city; 7.4 highway; 9.0 combined 
PRICE: $ 66,000 (base); $80, 925 (as-tested)
 Website: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M340i Review

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There are a lot of choices if you’re looking for a no-frills affordable compact crossover, so much so that trying to figure out what works best for your needs can seem like a monumental task. If you’re a loyal shopper and prefer to stick with one brand, things are easier, and segment leaders like the Honda CR-V have one of the most loyal fan bases out there.

It helps that the Honda CR-V was one of the first to market this type of vehicle long before they were the norm. Back then the CR-V would have been considered a novelty but it was a hit with buyers and it still is today.

Completely redesigned for 2023 the Honda CR-V is longer, wider, and more spacious. There’s more rear legroom and more space for cargo. Not that the last generation was lacking in any of those respects, but more space in a compact crossover is always welcome.

<img class="aligncenter size-full wp-image-174845" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04226.jpg" alt="" width="2048" height="1365" />

There’s a lot of resemblance to the Civic and that part is intentional and can be seen throughout the new Honda lineup including on the newly released <a href="https://www.wheels.ca/reviews/2023-honda-pilot-first-drive-review">Honda Pilot</a>. The CR-V looks like a real SUV now rather than a tall wagon. It’s upright and boxy versus the last generation’s rounded and softer profile. I feel it’s an improvement but it’s also quite plain. Those who prefer something a bit more expressive might want to take a look at the <a href="https://www.wheels.ca/reviews/2023-kia-sportage-first-drive">Kia Sportage</a> or <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-tucson-ultimate-hybrid">Hyundai Tucson</a>.

Inside, the dashboard is another version of what was introduced in the Civic. A slick hexagon mesh strip hides the climate vents behind it and the driver’s display is half screen, half analogue gauge. The main takeaways here are minimum gimmicks, and controls that are dead simple to operate. We’re talking tactile knobs, big physical buttons, no clutter, and perfect ergonomics. The view out is also excellent, if not class-leading, thanks to lots of glass and a low cowl.

<img class="aligncenter size-full wp-image-174840" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04232.jpg" alt="2023 Honda CR-V" width="2048" height="1365" />

Issues arise with the infotainment system. Base models and even the mid-range Sport that I was loaned are saddled with a 7-inch touchscreen that feels small compared to what’s in much of the competition. The real problems are the lack of features, outdated graphics, and a flaky wired connection to Apple Carplay that froze and crashed randomly many times when I was using it. The optional 9-inch system is an improvement but still not as good as what you find in some of the competition.

The Honda CR-V’s strong point and one of the best reasons to buy it are its driving dynamics. I’m not talking about knife-edge sports car-like handling here. It’s still a crossover and it still drives like one, but Honda has a way of tuning the suspension and steering to deliver a comfortable ride and a confident feeling of control. Body control is also very good and it remains so even when loaded with passengers. It’s the type of driving experience that isn’t going to scare anyone off with an overly stiff suspension and heavy steering. Honda takes a balanced approach that will reward those who enjoy driving while being just as good for a leisurely cruise. Having driven many of the offerings in this class, only the Mazda CX-5 offers a more dynamic experience but it’s also a stiffer riding crossover, which isn’t for everyone.

<img class="aligncenter size-full wp-image-174844" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04228.jpg" alt="2023 Honda CR-V" width="2048" height="1365" />

The 1.5-litre turbocharged 4-cylinder, standard on all CR-V trims, has been updated but still makes the same 190 hp and 179 lb-ft of torque. Improvements focus on refinement, improved noise levels, and lower emissions. All-wheel drive is standard on Sport, EX-L and Touring trims but optional on the base LX. A big surprise for me was the performance of the CVT. Honda’s Step-shift programming simulates gear changes and it does a great job of not feeling like a CVT especially when driving quickly. It’s not an especially powerful vehicle, but the little 1.5 can get you up to speed with little drama. It just doesn’t sound particular good when doing so.

A nice add, especially for Canadian roads is a “Snow” drive mode that helps manage traction on slippery roads, and Hill Descent Control is now standard on all trims. Honda Sensing, which is a suite of safety and driving aids see improvements with more advanced cameras and radar to help better recognize pedestrians, vehicles, and other objects, as well as traffic signs, lane markings, and even curbs. Blind-spot monitoring is standard now along with traffic jam assist and low-speed braking control.

<img class="aligncenter size-full wp-image-174849" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04220.jpg" alt="2023 Honda CR-V" width="2048" height="1365" />

I wish it was cheaper, and I think the new-for-Canada hybrid trim should be available on the lower spec and mid-range models and not only on the range-toping Touring trim. Toyota makes its RAV4 hybrid available right from base and it’s Honda’s biggest rival. I feel it’s an oversight to not capitalize on that especially since Honda’s goal is to gradually transition their customers into electrified vehicles.

The Honda CR-V is one of the roomiest and most comfortable vehicles in its class with a large cargo area, a refined cabin, and sure-footed handling. It falls short on value but that should be a small deterrent to loyal customers. In the crowded compact crossover space, the CR-V remains an easy recommendation.
<h3>2023 Honda CR-V Sport</h3>
BODY STYLE: 5-door, 5-passenger compact crossover

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  1.5-L turbocharged inline-4; Power: 190 hp @ 6000 rpm  Torque: 179 lb-ft @ 1700-5000 rpm

TRANSMISSION: CVT

CARGO CAPACITY: 1113-2166 litres

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 9.1 city; 7.6 highway; 8.4 combined

PRICE: $ 43,571 (Sport) + taxes and fees

 Website: <a href="https://www.honda.ca/en/">Honda Canada</a>

Kunal Dsouza

Articles by Kunal Dsouza