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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Journalists have been singing the praises of minivans for eons now. Even through the rise of the SUV, our recommendations for them never faltered and while they haven’t been in fashion for a long time, they are the best choice if you need to move people and cargo

Chrysler was the first to market a minivan here, but the Toyota Sienna quickly became one of the most popular choices. It’s been around for 25 years now, which is hard to believe, and to commemorate the occasion, Toyota has released a limited-run 25th anniversary Sienna.

This special edition van builds on the Sienna XSE AWD trim and adds among other things, special 18-inch wheels with a chrome finish, power-folding mirrors, ventilated front seats, second-row seats with built-in ottomans, LED fog lamps, 12-speaker JBL audio system, and a wireless charging tray. It’s good value at $4650 for the package and includes 25th-anniversary badging on the tailgate and the floor mats, a choice of Windchill Pearl or Celestial Silver paint jobs, and black trim and badging. If you’re a Sienna fan, it’s worth checking out.

<img class="aligncenter size-full wp-image-177652" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04714.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Since its redesign in 2021, all Siennas are hybrid-only. The familiar powertrain utilizes a 2.5-L 4-cylinder engine paired with two electric motors for a total output of 245 hp. While some might bemoan the loss of the V6, the hybrid system’s efficiency more than makes up for it.

The Sienna is huge. With a footprint that’s longer and wider than Toyota’s new Grand Highlander, coupled with a minivan’s low floor height, the interior is unsurprisingly cavernous. And the space has been used wisely with all manner of cubbies, shelves, and crevices to throw your stuff in. A handy shelf runs the length of the dashboard and also houses the wireless phone charger. Under the gearshift is a cubby big enough to fit a large bag or in my case, a medium pizza.

Dual power-sliding doors open up to spacious second and third rows. My tester was a seven-passenger version which meant the second row was two captain’s chairs instead of a bench, and because it was a 25th anniversary special, those chairs had built-in ottomans, something you find on high-end luxury vehicles. While the third row can fold flat, the second-row seats do not. They can, however, slide forward and the backrest can be folded in.

<img class="aligncenter size-full wp-image-177658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04707-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177656" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04710-Enhanced-NR.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driver and front passenger get large, comfortable thrones on which to perch. Controls are high up and positioned well for easy reach with hard buttons for everything that’s important. USB ports and cup holders are plentiful, and our tester was equipped with a 120V/1500W power outlet so you can plug in your Nespresso machine and skip the Timmies drive-thru line.

In the six days that I had the Sienna in my possession, it helped us move into our new house with an impossible amount of stuff crammed in. It handled multiple trips to Ikea swallowing the largest and heaviest of flat-pack boxes. We hauled old bins to the recycling centre in it and packed it full of lawn equipment. It kept us cool during a particularly hot week and never skipped a beat, all while returning an average of just 6.8L/100 km. That’s compact car efficiency in an all-wheel drive vehicle that’s the same size as a large SUV.

Toyota’s ubiquitous hybrid powertrain makes that remarkable efficiency possible and while it’s not exactly a powerhouse there is enough oomph for the Sienna to get out of its own way. The one issue with this hybrid system, though, is the way it sounds. It’s more backup generator than car engine with a distinctive 4-cycle note and it’s a blemish on an otherwise refined vehicle but still far from a deal breaker. The efficiency and durability of the system far outweigh any aural discomfort.

<img class="aligncenter size-full wp-image-177651" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04715.jpg" alt="2023 Toyota Sienna 25th anniversary" width="2048" height="1365" />

Driven with a light foot, especially in town, the Sienna will enter EV mode often. On the highway it can coast for short periods using nothing but the stored energy in its battery. Getting over 1000 km of range per tank of fuel is easy.

It isn’t the most dynamic of drivers; look at the Honda Odyssey if that’s what you’re into and it doesn’t have a plug-in hybrid system or second-row seats that can collapse into the floor like the Chrysler Pacifica, but the Sienna is comfortable, holds an enormous amount of stuff and is super efficient without ever having to plug it in.

For a family conveyance, nothing more is required. Your kids will love it, and you’ll love how easy it makes your life. Beach days, shopping sprees, road trips, garage sales, the Sienna is ready.

As an auto journalist, I’m always going to recommend a minivan to a family that wants a “good” vehicle and I also get why that family will go ahead and purchase an SUV instead. But for those who are over SUVs and ready for the ultimate people and cargo carrier, a good minivan like the Toyota Sienna is indispensable.
<h3 class="p1">2023 Toyota Sienna XSE AWD 25th Anniversary Special Edition </h3>
BODY STYLE: 5-door,  7-8 passenger minivan
CONFIGURATION: -Front-engine, all-wheel drive
ENGINE:  2.5-L 4-cylinder + electric motors; Combined power output: 245 hp
TRANSMISSION: eCVT
FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 6.8 city; 6.6 highway; 6.7 combined
PRICE: $ 56,423 (as-tested)
 Website: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota Sienna 25th Anniversary Special Edition Review

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Personal luxury coupes like the 8 Series weren’t very common in the 90s and are even less so today. The original BMW 8 Series sold from 1990 to 1999 was a big, powerful, and luxurious grand touring coupe for customers with deep pockets and a penchant for long-distance driving. When the badge was revived two decades later, the formula remained the same, minus the V12 and pop-up headlights.

The current BMW M850i Coupe has been on sale since 2018 but there just aren’t many on the roads. <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-4-gts-review">Porsche 911s</a> are a far more common sight. But for those who can afford it, the 8 Series represents a near-perfect execution of mechanical exuberance and utter comfort. Something that BMW is very, very good at.

<img class="aligncenter size-full wp-image-177581" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04681-scaled.jpg" alt="2023 BMW M850i xDrive Coupe" width="2560" height="1707" />

The Santorini Blue example parked in my driveway is imposing. It’s long, low, and wide, an exotic combination. If BMW set out to build its own version of the Ford Mustang, they’d end up with this M850i Coupe. The bimmer is bigger and softer, but the long hood and short rear deck with muscular fenders is textbook muscle car.

There’s muscle under the hood too. The 4.4L twin-turbocharged V8 produces an M-car-like 523 hp and 553 lb-ft of torque managed by an 8-speed automatic gearbox. BMW’s rear-biased all-wheel drive system ensures that the front wheels only engage when extra traction is needed, so the M850i is essentially rear-driven most of the time.

<img class="aligncenter size-full wp-image-177580" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04686.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Inside, the driver-centric dashboard is elegantly styled and offers a good balance of virtual and physical controls including the iDrive controller which continues to be a safer way to interact with all the tech in cars while on the move. Being a range-topping 8-Series, everything is covered in soft-supple leather. Turn the seat heaters on and the armrests warm up too. There’s a wealth of space for you and your lucky passenger. There are rear seats but they should be considered vestigial at best. Perfect for extra luggage. The big front thrones coddle as well as they support, and hours-long stints end in fatigue-free rest stops.

Getting down to business, for me, means selecting the sportiest Sport Plus driving mode. This enables the quickest gear changes, the most sensitive throttle response, and the firmest steering and damping. It also opens up the mufflers letting out all sorts of rude noises.

<img class="aligncenter size-full wp-image-177582" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04684.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Punch the accelerator and the great big hood of the M850i rises up as it catapults forward like a cigarette boat, emitting a guttural bellow the likes of which could only come from a marriage of brute force and sophisticated engineering. The force-fed V8 is a free-revving jewel of a powerplant with effortless power delivery aided by laser-quick shifts from the ZF 8-speed autobox. It’s enough to launch the M850i to 100 km/h in just 3.7 seconds. With that much power and torque, the bonkers 617-hp M8 just seems unnecessary.

The M850i has pinned down the perfect balance of ride and handling. It’s a big heavy car but 4-wheel steering helps mask its girth in the corners. In Sport Plus mode it's a big playful hooligan. It moves around slightly at speed, a consequence of weighing over 2 tons and the steering doesn’t deliver the clearest of messages to your palms but it’s nicely weighted and you never lose that sense of control. With intense torque delivery lying in wait to mutilate rear tires at a moment’s notice, corner exits require patience before you mash the throttle. The all-wheel drive system will allow some tail-wagging histrionics before the traction nannies slap you on the wrist and bring you back down to earth. The M850i is genuinely fun to drive and with its comfortable ride and huge trunk, it’s a car that’s easy to live with every day.

You also don’t have to crank up all the settings to max to get enjoyment out of the M850i. This is a car that’s just as content crushing miles on the freeway in the Comfort setting as it is storming craggy mountain passes in full attack Sport mode.

<img class="aligncenter size-full wp-image-177571" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04700.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177577" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04691.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

I fully understood the M850i on the open road. From its cosseting seats and an endless reserve of torque at your right foot, to the symphonic delights delivered by the $4900 Bower and Wilkins Diamond Surround Sound system, few cars deliver a grand touring experience this complete without shelling out nearly twice as much on a Bentley or Rolls-Royce.

It’s such a good car, you’d think there’d be more of them kicking around but then you think about what the car is and the small production numbers make sense. While it’s a relative bargain, few can justify garage space for what’s essentially a $137,650 toy. There’s also the Porsche 911 question, which isn’t a grand touring car per se, but one that works just as well for a younger clientele as it does for the well-heeled retirees more likely to thumb the brochure of this M850i.

As an ultimate expression of the best of BMW's worlds of sport and luxury, this M850i is a triumph. Better balanced than the balls-to-the-wall M8 but no less of an event to drive. It's a car that doesn’t really offer much of a business case for bolstering company coffers but it is instead a showcase of BMW’s best bits of the internal combustion era. For those who aren’t interested in a Porsche 911, a BMW M850i remains an excellent choice.
<h3>2023 BMW M850i xDrive Coupe</h3>
BODY STYLE:- 2+2 passenger, 2 door coupe

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 4.4-L twin-turbocharged V8; Power: 523 hp @5500-6000 rpm; 553 lb-ft @1800-4600 rpm

TRANSMISSION : 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 14.1 city; 9.9 highway; 12.2 combined

CARGO CAPACITY: 420 litres

PRICE: $ 119,900 (base); $137,650 (as-tested) price does not include taxes and fees.

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M850i xDrive Coupe Review

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When you think of the Jeep brand it’s probably not the Compass that comes to mind. This compact car-based crossover might have the familiar Jeep grille but it’s a far cry from the mud-slinging <a href="https://www.wheels.ca/reviews/2024-jeep-wrangler-first-drive-review">Wrangler</a> that turned the brand into a worldwide cultural icon.

Jeep may be cashing in on the Wrangler’s reputation but in this age, compact crossovers are what consumers want, and adding a dose of off-road character to what is otherwise a humble commuter can do wonders on the sales floor.

For 2023 the Compass gets some noteworthy upgrades. The first and most important one is a new 2-litre turbocharged 4-cylinder engine and a new 8-speed automatic. With 200 hp and 221 lb-ft of torque the Compass’ newfound power is exactly what it needed.

<img class="aligncenter size-full wp-image-177357" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04631.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

All Compass trims also include Jeep Active 4x4, an on-demand system that can fully decouple the rear axle for fuel efficiency. Trailhawk models are Trail-rated meaning they can handle more off-road abuse than 99 per cent of customers would ever subject one to.

The 2023 Compass also bundles more safety and driver assistance features into all models including drowsy driver alert and a rear seat reminder alert. Active blind-spot monitoring, active lane management, and full-speed forward collision warning with active braking are also standard fare.

I admit that the Compass wasn’t exactly high on my list of cars that I wanted to drive in 2023. My last experience with one left a bit of a sour taste in my mouth but approaching with lower expectations might just be a good thing in this case.

<img class="aligncenter size-full wp-image-177359" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04628.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

My red Altitude tester looked pretty good and wears its slotted Jeep grille well but some angles, like the rear three-quarter view, aren’t as flattering. It’s also on the smaller end of the scale in its class. Look at the spacious Honda CR-V and the Compass feels at least a full size smaller. Its tough-looking exterior, however, does up the coolness factor and image does well to move cars on the sales floor.

This time, driving the Compass was a pleasant surprise. The new motor is punchy and imbues it with a spunky and playful attitude that wasn’t there before. The 8-speed automatic dishes out quick gear changes and is a marked improvement over the outgoing 9-speed unit.

Turn the steering wheel and there’s more good news. The Compass, thanks to its small size is light on its feet and eager in the corners. With the new engine and transmission, you can even call it fun-to-drive. A <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> or <a href="https://www.wheels.ca/reviews/2023-toyota-rav4-hybrid-woodland-review">Toyota RAV4</a> feel like more sensible choices but for the lifestyle crowd the Compass makes sense.

<img class="aligncenter size-full wp-image-177371" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04613.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

The Altitude trim falls in the middle of the Compass lineup and adds navigation, leather, a power driver’s seat, nicer 18-inch wheels, and more for about $6000 over a base model.

The Compass isn’t cheap starting at $38,695, which is more expensive than a CR-V or RAV4, but it lines up well with a <a href="https://www.wheels.ca/reviews/2022-ford-bronco-sport-outer-banks-review">Bronco Sport</a> and I can see that being its main rival.

The Jeep is certainly nicer inside than the Bronco, and the Uconnect infotainment is one of the better systems out there with sharp graphics, snappy response times, and an easy-to-use interface. The digital gauge cluster is another nice touch here and general material quality and fit and finish are also quite good. Passenger and cargo space aren’t class-leading but still fine in this class, however, the back seats are probably a better space for kids.

<img class="aligncenter size-full wp-image-177362" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04624.jpg" alt="2023 Jeep Compass Altitude" width="2048" height="1365" />

If you opt for the more expensive Trailhawk trim ($45,190), you get more ground clearance, a better 4x4 system with a 20:1 crawl ratio and rock mode, and skid plates to protect the underbody. The little Compass Trailhawk can also ford up to 19-inches of water and gets “Trail Rated” badges on its fenders to prove it. While that’s likely more off-road cred than anyone buying a Compass needs, it’s nice to know that a logging trail or unpaved cottage road will pose no issue.

It’s shocking how much of a difference a new engine, transmission, and some tuning can make to the overall driving demeanour of a car. In the Compass’ case, it takes it from a near fail in my books to a vehicle that I would happily recommend to those that want a bit of adventure in their commuter crossover.
<h3>2023 Jeep Compass Altitude 4X4</h3>
BODY STYLE: 5 passenger, 5 door compact crossover

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 200 hp @5000 rpm; 221 lb-ft @1750-4250 rpm

TRANSMISSION: 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 9.9 city; 7.4 highway; 8.8 combined

CARGO CAPACITY: 770-1693 litres

PRICE: $ 42,395 (base); $48,775 (as-tested)

WEBSITE: <a href="https://www.jeep.ca/en">Jeep Canada</a>

2023 Jeep Compass Altitude Review

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Faroe Islands – Few places on earth can match the rugged beauty of the Faroes, an island archipelago in the North Atlantic about 200 km north of Scotland. Rare sunrays peeking through thick layers of perpetual cloud cover paint the landscape in a vibrant green. Wiry ribbons of road carved into the cliffs straddle the coast and climb up through grass and lichen-covered mountains with bottomless drop-offs and few guardrails.

Being able to drive here is a remarkable experience. It’s eerily quiet. Just like the camouflaged Audi Q6 e-tron that I’m in. Only a few bleats from the many sheep that call the Faroes home disturb the crisp polar air.

A delivery van, one of the few vehicles we encounter on the road, stops when he sees our group. He likes what he sees. “I want one just like this,” he says, pointing at the purple and red wrap covering the Audi. “It’s a prototype, but maybe if you ask nicely,” I tell him with a grin motioning over to the Audi engineers standing beside me.

<img class="aligncenter size-full wp-image-177186" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04783-scaled.jpg" alt="audi q6 etron prototype" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-177141" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/AudiQ6etronFAEROER165.jpg" alt="Audi Q6 e-tron prototype" width="2048" height="1366" />

The Faroes are an unlikely place to test a car, but the rules and regulations of driving a prototype meant it was one of the few places a drive like this would have even been possible. Take the word “prototype” here with a grain of salt. These cars are basically complete with just some final testing and fine-tuning left.

The new Q6 e-tron, when it’s revealed later this year will slot in between the Q4 and <a href="https://www.wheels.ca/reviews/2024-audi-q8-e-tron-first-drive-review">Q8 e-tron</a>. It’s the first EV from Audi based on the new Premium Platform Electric (PPE), a joint venture between Audi and Porsche. It will also underpin the Porsche Macan EV and the new Audi A6 e-tron.

The Q6 e-tron is larger than a BMW X3 but not as big as a <a href="https://www.wheels.ca/reviews/2023-bmw-ix-m60-review">BMW X5 or iX</a>. It will compete directly with the new <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqe-suv-first-drive">Mercedes EQE SUV</a> but will probably be cross-shopped with the Tesla Model Y, and <a href="https://www.wheels.ca/reviews/2023-lexus-rz-450e-first-drive">Lexus RZ</a>.

PPE uses an 800 V architecture with charging speeds of up to 270 kW. Audi claims the 100 kWh battery pack can regain 250 km of range in just 10 minutes when using a capable DC fast charger. A fully charged battery pack is good for 600 km of range on the European WLTP test cycle. Expect less when it’s subjected to U.S. EPA testing.

New oil-cooled electric motors are less dependent on rare-earth metals and feature hairpin windings for increased energy density. These motors are smaller and also cheaper to make.

Our time was split between the SQ6 e-tron and the less powerful Q6 55 e-tron. Both are dual motor with the primary motive force coming from the rear axle motor. The Q6 55 will produce about 382 hp, while the SQ5 will make 482. They will be quick with the SQ6 able to sprint from 0-100 km/h in 4.5 seconds.

<img class="aligncenter size-full wp-image-177135" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/AudiQ6etronFAEROER072.jpg" alt="Audi Q6 e-tron prototype" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177132" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/AudiQ6etronFAEROER067.jpg" alt="Audi Q6 e-tron prototype" width="2048" height="1366" />

Stitching the islands together are miles of perfectly smooth tarmac and kilometres of undersea tunnels. The tunnels are impressive feats of engineering and boast the world’s only underwater roundabout.

Audi’s goal was to meld its core DNA into the Q6 e-tron. An Audi should be comfortable to drive over long distances but still feel connected and precise without going overboard in any category. All the Audis we drove were equipped with air suspension, which will be available on both models. The ride was controlled and comfortable but that was on smooth Faroese roads. The steering could have been slightly heavier but it delivered more feel than I expected. It was easy to place the Audi on the narrow one-lane roads without bumping into one of the local sheep lurking around the many blind corners.

The brakes were particularly good and felt very natural for an EV. You can lean on the pedal harder now without activating the friction brakes and the transition from regenerative to hydraulic braking was barely perceptible. Drop the transmission into “B” for braking and the SQ6 offers a true one-pedal driving mode. When not using one-pedal, paddles behind the steering wheel can toggle through three levels of regenerative braking.

<img class="aligncenter size-full wp-image-177188" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/DSC04786-scaled.jpg" alt="audi q6 etron prototype" width="2560" height="1707" />

The SQ6 accelerates with enough force to push you back into the seat. Dynamic mode offers instant throttle response and the firmest steering. Both the 55 and SQ6 felt similar in terms of ride and handling and both handled the sinewy Faroese roads exceeding well. These electric crossovers were actually fun to drive. They were also cathedral-silent inside, with almost no electric motor whine even under heavy acceleration, a benefit of those new motors and something Audi is very proud of.

The dashboard was completely covered during our drive and Audi didn’t want us peeking. Only a small section of the driver display was visible, enough to see our speed and range. I averaged 22 kWh per 100 km with the SQ5 and 19.8 kWh with the Q6 55, both good figures for a luxury crossover, especially with temperatures hovering around 9 degrees Celsius.

The Faroes were epic and the new Q6 e-tron, even in prototype form, is easily Audi’s best EV effort yet. We look forward to testing the production-ready Q6 e-tron when it’s revealed later this year.
<h3>Next generation lighting</h3>
Audi has always been a leader in lighting tech, creating many firsts including LED DRL lighting signatures that are now used by nearly every manufacturer in some form. The new PPE platform allows them to push this concept further than they have before. The daytime running lights on the Q6 e-tron house 61 OLED segments per side for a total of 122 individually controllable segments, each one resembling a tiny polygon. This gives drivers the possibility of choosing from 8 different lighting signatures either through the MMI system or the myAudi app.

<img class="aligncenter size-full wp-image-177145" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/A234101_medium-scaled.jpg" alt="Audi Q6 e-tron prototype" width="2560" height="1707" />

The taillights have an animation mode made possible by controlling individual segments and they can generate a new image every 10 milliseconds. Each OLED segment also interacts with each other so that the overall image does not differ in luminous intensity.

These taillights can communicate an accident or hazard ahead to motorists using a warning triangle animation. They can even warn cyclists that the driver is about to open the door and many of these functions will be controlled automatically.

Unfortunately draconian lighting rules in North America, specifically one that mandates “steady burning” of taillights will prevent much of this lighting tech from coming here, which is a bummer.

Audi Q6 e-tron Prototype First Drive Review

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The Mazda CX-90 is the largest crossover in the Mazda lineup, seating up to 8, and starting at $45,900. (KUNAL D’SOUZA)

The Mazda CX-9 was an early example of a three-row crossover that now finds itself surrounded by competition in a segment that’s booming. The <a href="https://www.wheels.ca/reviews/2023-kia-telluride-x-line-review-2">Kia Telluride</a>/<a href="https://www.wheels.ca/reviews/2023-hyundai-palisade-review">Hyundai Palisade</a> have received a lot attention, recently. They’re well thought out, with roomy third rows, and are good value. Dealers can’t seem to keep them in stock. There’s also a new Honda Pilot, a refreshed VW Atlas, and even a three-row EV coming from Kia. The demand for these people movers is growing rapidly. While the CX-9 was great to drive, it lacked space, especially in that all-important third row.

Enter the CX-90, Mazda’s all-new three-row crossover that’s longer, wider, and taller than the CX-9 it replaces. This directly translates into a much more usable third row that can now accommodate adults comfortably. But there’s more to the CX-90 than its larger body. It represents Mazda’s shift upmarket and it debuts an all-new rear-wheel drive platform, and an all-new inline-6 engine, going against the grain of its major competitors, which are primarily front-wheel drive based vehicles.

<img class="aligncenter size-full wp-image-177068" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04586.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The new large vehicle platform represents a philosophical shift in design and performance for Mazda. A rear-wheel-drive platform is conducive to better weight balance and better steering feel and provides for a shorter turning radius, which is important in a big vehicle. They also have a longer dash-axle ratio (the distance from the base of the windshield to the centre of the front axle), which means a better-looking vehicle.

Developing a straight-six is also not the norm today when everyone is scurrying about trying to come up with the next leap in battery and electric motor technology. Most automakers ditched the straight-six long ago in favour of the packaging and space gains provided by V6s and inline-4s. But straight-sixes are renowned for their perfect balance, smoothness, and torque. It might be an uncommon powertrain but it’s an excellent choice for a luxurious and sporty vehicle like the CX-90 claims to be. It’s why BMW still uses them.

So the new larger CX-90 is as focused on driving dynamics as it is on passenger space and it would seem that Mazda was able to carve out a lot of room in all three rows despite the long engine under the hood.

<img class="aligncenter size-full wp-image-177083" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04558.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

My tester, a range-topping GT-P Signature trim had the high-output turbocharged inline-6 augmented by a mild-hybrid system using a small electric motor sandwiched in between the engine and 8-speed automatic transmission. The electric motor provides for seamless auto start-stop as well as some mild fuel efficiency gains. The 3.3L engine makes 340 hp and 369 lb-ft of torque on premium gas. The base CX-90 gets a lower output version that makes 280 hp and 332 lb-ft of torque, which are still very respectable numbers. There’s also a plug-in hybrid version that uses a 2.5L 4-cylinder and an electric motor providing up to 42 km of electric-only driving range.

Our focus here is the most powerful GT-P. We’ve covered much of the technical details of the CX-90 <a href="https://www.wheels.ca/news/2024-mazda-cx-90-three-row-gets-new-inline-6-plug-in-drivetrain">here</a>, so I won’t go through them again but I will focus on what it’s like to drive and live with on a daily basis.

If Mazda’s goal is to capture those that would typically buy an Acura, Lexus, or an Audi, it’s got its work cut out for it, but the cabin is one place that will impress even the most discerning customers. It has really comfortable seats, supple soft-touch materials on the dash, Nappa leather, matte wood trim, and a simple and elegant layout that will be familiar to anyone that’s driven a newer Mazda.

<img class="aligncenter size-full wp-image-177078" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04569.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177075" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04572.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

Each row gets USB ports to power devices and the second-row captain’s chairs are heated and ventilated. They can also be moved out of the way quickly to access the third row, which my six-foot frame had no problem plopping down in. One sore point is the infotainment system which lags behind the competition. It doesn’t have a touchscreen and you have to use a rotary controller to access it. It’s easy to use, but simple things like radio presets and Apple Car play integration need a complete rethink.

The CX-90 drives smaller than it is for the most part. The steering is crisp and precise but is slightly heavier than it needs to be. Enter a corner at speed and the girth of the big Mazda is perfectly controlled with minimal body roll. Quick left/right transitions, heavy braking, full-throttle acceleration, nothing seems to upset the chassis. You have to remind yourself that you’re in a heavy three-row SUV. It even rides really well, absorbing most bumps and handling the war-torn roads of Toronto with the utmost ease. It also feels uncannily Teutonic, probably owing to its development in Germany.

Power delivery is impeccably smooth and refined. Like all good straight-sixes, it doesn’t matter if the engine is spinning at 2000 rpm or 6000, there are virtually no vibrations that make it into the cabin.

<img class="aligncenter size-full wp-image-177073" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04575.jpg" alt="2024 Mazda CX-90 GT-P Signature" width="2048" height="1365" />

The CX-90 is well-behaved with impeccable road manners and it seems to do everything well, but I still feel the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">smaller CX-5</a> is Mazda’s benchmark for a fun-to-drive crossover. As good as the CX-90 is, it comes off as a bit boring and a bit clinical. It’s better to drive than many of its competitors but it seems like Mazda went to great lengths to achieve incremental gains. The reality is, many shoppers looking for a three-row SUV like this couldn’t care less about “fun-to-drive”.

It’s a good thing then that the CX-90 is much more than just a dynamic driver. It’s a really well-packaged large family crossover that also happens to be excellent value starting at just $45,900. The plug-in version starts at $54,900 and is one of the largest PHEVs on sale today. The CX-90 isn’t perfect, but it should still cause some serious concern for its many competitors.
<h3>2024 Mazda CX-90 GT-P Signature</h3>
BODY STYLE: 5-door, 6-8-passenger full-size crossover

CONFIGURATION: Front-engine/all-wheel drive

ENGINE: 3.3-L turbocharged inline-6; Power: 340 hp @ 5000-6000 rpm; Torque: 369 lb-ft @ 2000-4500 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 423-2101 litres

FUEL ECONOMY: (Premium Gasoline in L/100 km)  9.6 city; 8.3 highway

PRICE:  $63,300 + freight, taxes, and fees

WEBSITE: <a href="https://www.mazda.ca/en/">Mazda Canada</a>

2024 Mazda CX-90 GT-P Signature Review

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The Toyota GR Corolla has been making headlines since its introduction last year. Markets in Europe and Asia get the rally-bred GR Yaris, a true homologation special. The real deal. Unfortunately, we don’t, and that’s simply because the Yaris on which the GR version is based, is no longer sold here.

If the GR Yaris did come here, it would have sold out instantly and probably for an insane markup. But bringing it here would have been prohibitively expensive. Car makers don’t like losing large sums of money, so instead we get the GR Corolla. It’s slightly bigger and heavier but it makes more power to offset the extra pounds. Is the GR Corolla just a consolation prize for North Americans or does it have the same magic that made its smaller sibling an instant hit?

<img class="aligncenter size-full wp-image-176921" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04601.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

It has all the stuff driving enthusiasts want: a heavily boosted and fizzy three-cylinder with 300 hp, and 273 lb-ft of torque, a rally-bred all-wheel drive system, front and rear Torsen limited-slip differentials, big brakes, and a mandatory 6-speed manual transmission. And Toyota now has a legitimate competitor to the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>, which is great news for us because this is the type of thing that gets us up in the morning.

But there are more differences between them than similarities. The Type R feels like a mid-size sedan, the GR Corolla is at least a full-size smaller. The Civic Type R only drives the front wheels and the GR Corolla drives all four. One is rally-focused, tested on dirt and snow as well as racetracks, the other is a street/track tool of the highest caliber. In the real world, though, these are going to be cross-shopped.

<img class="aligncenter size-full wp-image-176914" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04610.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

Inside the GR Corolla looks like, well, any other Corolla. With the exception of the digital gauge cluster, and a few GR logos, there’s nothing that implies you’re in something different, something special. It also doesn’t feel like the interior of a $50,000 car. Sure the controls feel good and are easy to use and ergonomically positioned, but the Type R with its honeycomb vents, jewel-like knobs, and bright red racing-inspired seats feels vastly superior.

It’s a different story when it comes to the exterior. The wide body kit, aggressive bumpers, hood scoops, and triple stainless mufflers are the opposite of covert. It’s compact and muscular, like a bulldog. Not really pretty, but still endearing. This truly isn’t your uncle’s Corolla.

In Canada we get three trims starting with the Core model ($48,604) you see here, the Circuit ($57,104), which adds a carbon-fibre roof, nicer interior trim, rear spoiler, and a more aggressive hood. Then there’s the hardcore and very limited Morizo edition that bins the rear seats for additional structural bracing and gets more torque, wider tires, shorter gearing, and special monotube shocks.

<img class="aligncenter size-full wp-image-176920" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04602.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

Firing up the feisty three-cylinder brings a throaty growl that reverberates into the cabin. The GR Corolla sounds like it looks. The 6-speed manual feels great to row, slotting into gears with a healthy shove with a pleasingly firm and easy-to-modulate clutch pedal.

Infusing 300hp into a car with the footprint of a Corolla hatchback is already going to be a good time but it would be wasted if the chassis wasn’t capable of managing the extra power. With stiffer springs and shocks, a double wishbone multi-link rear suspension, significantly more welds, and structural adhesives, the GR is a much, much stiffer car

With its trick all-wheel drive system, you get the confidence to mash the throttle pedal at will, provided you have enough space in front. It doesn’t matter if it’s raining, or if you’re on a dirt road. It’s not a scary amount of power so you can push it harder than something like a Supra, but it will still rocket out of a corner in a way no Corolla ever has.

<img class="aligncenter size-full wp-image-176918" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04605.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

The default torque split for the GR Four all-wheel drive system is 60:40 front to rear but with a twist of a small dial on the centre console, you can send up to 70 per cent of the engine torque to the rear wheels, or have it split 50:50 for max grip. Think of it as a way to instantly change the character of the car but you need to be driving quickly or on a loose surface to really feel it.

To truly enjoy the GR, point it towards the nearest winding road and let loose. The gearing is short and rowing the 6-speed is a lot of fun. There’s little in the way of body roll but it comes at the expense of a jarringly stiff ride that can’t be softened.

The handling character does tend to lean towards understeer and that feeling doesn’t really go away even when in rear-biased 30:70 mode. It can easily be tamed, however, with a dab of the brakes or lifting off the throttle.

<img class="aligncenter size-full wp-image-176927" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/DSC04593.jpg" alt="Toyota GR Corolla Core" width="2048" height="1365" />

As different as they are, you have to compare the GR Corolla to the Civic Type R. The Corolla feels like a reincarnation of the discontinued Impreza WRX STi. It’s a gritty all-weather smile machine that you can confidently wring out every opportunity you get. The Type R is a precision tool that you drive with your fingertips. It comes down to a matter of preference.

So is the GR Corolla, Toyota’s way of appeasing us because they couldn’t give us the GR Yaris we all wanted? Nope. It’s a really, really good hot hatch. It’s got a lot of character and its all-wheel drive system gives it a competitive edge over the Civic Type R. Where you should spend your money is up to you but either choice will land you with one of the best hot hatches you can buy today.
<h3>2023 Toyota GR Corolla Core</h3>
BODY STYLE:- 5 passenger, 5 door compact hatchback

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 1.6-L turbocharged inline-3; Power: 300 hp @6500 rpm; 273 lb-ft @3000-5500 rpm

TRANSMISSION : 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):11.1 city; 8.3 highway; 9.8 combined

CARGO CAPACITY: 504 litres

PRICE: $ 45,490 (base); $47,378 as-tested including freight and PDI

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

2023 Toyota GR Corolla Core Review

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After the sporty crossover SUV came into existence, the days of the affordable sports car were numbered. A once-hot segment in the auto industry has now faded away and only a handful of options remain.

The Toyota GR86 is one, and it’s from a brand that was deemed most boring a decade ago. Former Toyota CEO Akio Toyoda promised to change that reputation and Toyota’s transformation from a humdrum automaker to one that has more genuinely fun cars than most other car brands has been nothing sort of revolutionary.

The GR86 arguably started that trend for Toyota and it rose to fame and quickly developed a cult-like following. That’s because Toyota wanted you to have fun with it, and take it autocrossing, or to a track. It was sold as a Scion at first, a brand fully marketed to the import-tuning crowd. They even made sure it could fit four wheels and tires on the inside so you could swap to a set of stickier rubber for a track day.

It was a stonking good car but it had issues. Chief among them was a lack of power, a finicky clutch, and an uninspired exhaust note. I drove the new GR86 last year and was pleased to report that those problems were history. With 228 hp and 184 lb-ft of torque (30 lb-ft more than before), the GR86 had newfound performance chops and a much better gearbox and clutch.

<img class="aligncenter size-full wp-image-176654" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04533.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176642" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04551.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

For the 10th year anniversary, Toyota dropped a Solar Shift (orange) Special Edition GR86 of which there are only 20 allotted for Canada. Maybe it’s a good thing because it is by far the most expensive version of the car and it doesn’t exactly come with any more performance or power.

So what’s different about the SE?

There’s the customary limited edition and numbered badge visible when you open the driver’s side door. The orange paint is exclusive to the SE, and it’s a bright, luscious shade that suits the car. There are black decals on the rear C-pillar, a black duckbill spoiler, and 18-inch forged black wheels. Inside, there’s orange stitching and orange trim on the front seats, and 10th anniversary badging on the doors. But the best upgrade is a performance exhaust with black chrome tips that looks and sounds much better than stock.

It’s the first thing you hear when you ignite the 2.4-litre naturally aspirated 4-cylinder. Toyota’s right in not turbocharging the GR86. With more torque hitting lower in the rev range, power comes on quickly and linearly. Throttle response is instant, and there’s a throaty growl from the new pipes that makes you want to keep your foot in it.

<img class="aligncenter size-full wp-image-176658" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04528.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

The GR86 is a quick car, not a fast car, and that might be one of the best things about it. It means you can use the car everywhere and full-throttle blasts won’t get your car impounded. Even if you’re just going somewhere mundane, the drive never will be.

It’s a really small car, apparent when you walk up to it. But it’s wide and low and looks exotic with classic rear-wheel drive proportions, voluptuous rear fenders, and that super cool rear spoiler. It’s not as small as a Miata, a car it frequently gets compared to, but it’s in the ballpark.

It’s actually quite practical, however. The rear seats will fit kids in booster seats, there’s a glove box, and door pockets, and the trunk has enough space for weekend luggage or a week’s worth of groceries.

<img class="aligncenter size-full wp-image-176644" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04546.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

Inside, there’s nothing you don’t need. Everything is focused on driving. The seating position is perfect, the steering wheel is the right size, the gear shifter is inches away from your right hand, and all the buttons for the climate control and stereo are big and easy to use. There’s a great digital gauge cluster, which also has a track mode display. Track mode loosens the hold of the stability control system allowing for a bit more drifty action.

I’ve compared the tactility of the steering and overall driving feel of the <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">GR86 to a Porsche</a> and that still holds true. It’s a joy to drive at any time and gives you unlimited confidence. It’s honestly better than most of the sports cars I’ve ever driven including the ones in Toyota’s own lineup. When you drive it, it becomes an extension of yourself. It’s more of a wearable than a car. And you really can’t get that feeling anywhere else today and certainly not for its sub-40 K price tag.

<img class="aligncenter size-full wp-image-176657" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04529.jpg" alt="2023 Toyota GR86 10th anniversary SE" width="2048" height="1365" />

There aren’t many downsides to living with the GR86. It does ride very stiffly and the performance exhaust has a drone that you can’t turn off (the non-SE GRs don’t have this issue) but these can also be considered virtues depending on your preferences. If you don't need the passenger space, it could be a great daily driver.

Is the 10th-anniversary special edition worth it? If you’re a hardcore GR86 fan with an Initial D ringtone on your phone then maybe, but for the rest of us looking for a great sports car the base GR86, or even the Premium trim, will perform exactly the same. And you can always get an aftermarket exhaust.

The Toyota GR86 is part of Toyota’s commitment to keeping fun cars alive. But it’s so much more than that. It’s everything that we’ve ever loved about the best sports cars combined into a small and affordable package. It’s not just good, it’s a revelation.
<h3>2023 Toyota GR86 10th Anniversary Special Edition MT</h3>
BODY STYLE:- 2+2 passenger, 2 door compact sports car

CONFIGURATION: Front-engine, rear-wheel drive

ENGINE: 2.4-L inline-4; Power: 228 hp @7000 rpm; 184 lb-ft @3700 rpm

TRANSMISSION : 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):11.9 city; 8.7 highway; 10.5 combined

CARGO CAPACITY: 177 litres

PRICE: $ 39,950 (MSRP); $41,938 including freight and PDI

WEBSITE: <a href="https://www.toyota.ca/toyota/en/">Toyota Canada</a>

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2023 Toyota GR86 10th Anniversary SE Review

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OJAI, CA - When Acura revealed the <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">new Integra</a> it was met with mixed reactions, but the Civic-based liftback was about as good as you’d expect from the brand. With just 200 hp it was never meant to set your hair on fire, but as an overall package, the Integra offered nimble handling, an excellent manual gearbox, and a nicer interior than the Civic. Just like it always did.

The Integra itself needs little introduction. It’s quickly become a great success for Acura, leading the premium compact segment in sales and drawing in the youngest buyers with an average age of 36. This is hardly surprising considering that these same buyers were teenagers when the Integra was last sold 20 years ago.

The Integra has always been based on the Civic platform and the Type S gets all the performance enhancements that the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">new Civic Type R</a> has including its 2-litre turbocharged 4-cylinder that makes 320 hp (5 more than in the Civic Type R) and 310 lb-ft of torque, mated to a 6-speed manual. Along for the ride is the same dual-axis front suspension and a limited-slip differential that makes it possible to put down all that torque through just the front tires with barely any torque steer.

<img class="aligncenter size-full wp-image-176556" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04636.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

The Type S is 2.8 inches wider than a standard grade Integra with puffed-out fenders at all four corners that neatly wrap around some seriously meaty 265-width, 19-inch Michelin Pilot Sport 4S tires. The Type S sits lower to the ground, has a larger, more open grille to flow up to 170 per cent more air, and a new hood with a large functional air scoop that helps reduce high-speed lift.

Aero trickery can be found in other places too, like hidden canards behind the front bumper and a large rear diffuser. With a top speed of 269 km/h (167 mph) these enhancements are welcome and necessary.

<img class="aligncenter size-full wp-image-176540" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04670.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Changes are subtler inside. You get to choose between black or red and the seats have black perforated suede centres and a colour-matched lower dash on the passenger side. The upgraded seats are firmer, offer more support than those in the standard Integra, and held me firmly in place through the tightest of corners. And they were comfortable even after hours behind the wheel. They’re less restrictive than the seats in the Civic Type R, but I still longed for those bright red thrones.

The other interior addition worth mentioning is a very good 16-speaker ELS 3D sound system that I cranked up for the better part of my drive. It delivers clear bass and tingly highs and is a big upgrade from what you get in the Civic.

To sum it up, the 2024 Acura Integra Type S is a luxury Civic Type R, but luxury is a relative term here, lest you think the drive is anything less than visceral.

<img class="aligncenter size-full wp-image-176552" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04650.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Once in the driver’s seat, you’ll find the same digital information cluster you get in the Civic along with a 9-inch centre infotainment screen. Like the Civic with which it shares nearly everything, the controls are very easy to figure out. The knobs are large and tactile and all the most important functions have a button. The back seat will accommodate taller people with a generous amount of space and legroom and because the Integra is a liftback sedan, cargo space is enormous.

Getting down to business means rowing one of the best manual gearboxes ever conceived. An automatic is not offered. Gear changes are precise, wonderfully mechanical, and addictive. There's a rev-matching system and it works flawlessly but can be turned off if you prefer. The Integra inspires confidence and feels instantly familiar. It is exceedingly easy to drive quickly in.

<img class="aligncenter size-full wp-image-176538" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04673.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

Southern California has some of the best scenery and roads anywhere on the planet, and the hills surrounding Ojai are especially spectacular. Serpentine ribbons of tarmac ebb and flow through the valley disappearing around grassy hills, folding in on themselves over and over as far as the eye can see. With only a few straight sections stitching the corners together, it’s a driver’s Garden of Eden.

The 2-litre turbo four under the hood is eager, and with an exhaust system exclusive to the Type S, it lets out a louder roar too. There are three main drive modes (Comfort, Sport, and Sport Plus) and an Individual mode that tweaks everything from throttle response to chassis stiffness. The Type S gets specially tuned adaptive dampers that make it more compliant and more comfortable than a Civic Type R in nearly all situations.

<img class="aligncenter size-full wp-image-176560" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04642.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

In “Sport Plus” mode, aggressive shifts from first to second gear will overwhelm the front tires, especially if the road is cold or wet. Angry pops from the exhaust speak to my inner child, and I couldn’t get enough of them. Of course, I spent most of my drive time in Sport Plus.

The real magic of the Integra Type S lies in how confidently it will slink through challenging canyon roads like the ones minutes from our hotel. It’s here where it really comes into its own. The steering is as good as it gets in a front-wheel drive car, offering up crystal clear levels of feedback, and the Brembo-sourced brakes didn’t fade even after bouts of spirited driving. Then there’s the god-like chassis tuning which is perfectly neutral through long sweepers, hairpin turns, and heavy braking. You can enter a corner hot, trail brake in, and feel confident that the car will slingshot you out on the other side with a gut punch of power and torque that doesn’t let up till the 7000 rpm redline.

<img class="aligncenter size-full wp-image-176535" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04677.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176537" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04675.jpg" alt="2024 Acura Integra Type S" width="2048" height="1365" />

The face-pulling levels of grip are, frankly, astonishing. The same goes for the lack of understeer. Some of the credit here is undoubtedly due to the sticky Michelin tires but I had to keep reminding myself I was in a front-wheel drive vehicle based on a Civic, which was still an economy car last time I checked.

Now, the bad news: there are only about 300 of these Integras allotted for Canada this year, and as of this writing most if not all are spoken for which will make getting one at MSRP very difficult.

Priced at $58,196 including freight and PDI, the Type S is about $6000 more than a Civic Type R, which makes the decision of which one to pick a difficult one. What makes it even more difficult is that the GR Corolla exists and will definitely trouble the Integra and the Civic with its rally-inspired all-wheel drive system and slightly lower price of entry.

Is the <a href="https://www.wheels.ca/features/does-the-gr-corolla-live-up-to-the-hype">GR Corolla</a> as good to drive? Honestly, no. The Integra Type S like the Civic Type R is executed so well and just feels more special inside and out, like a car you never want to stop driving. If you're lucky enough to have one on order, you’re in for a treat. If not, there's always next year.
<h3>2024 Acura Integra Type S</h3>
BODY STYLE: 5-passenger, 5-door compact lift-back sedan

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 2.0-L turbocharged inline-4; Power: 320 hp @6500 rpm; 310 lb-ft @2600-4000 rpm

TRANSMISSION: 6-speed manual

FUEL ECONOMY: (Premium Gasoline in L/100 km):TBD

CARGO CAPACITY: 688 litres

PRICE: $ 58,196 (MSRP) including freight and PDI

WEBSITE: <a href="https://www.acura.ca/en/">Acura Canada</a>

2024 Acura Integra Type S First Drive Review

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The Lexus LC500 is a stunning-looking thing, a concept car come to life, that’s been around since 2018. It looks as good today as it did when it first went on sale.

It takes much of its design inspiration from the ultra-exotic Lexus LFA supercar, which is not a bad place to start. The LFA was the type of money-is-no-object vehicle that was painstakingly created by the best engineers and designers on Lexus’ roster.

The LC 500 is a fraction of the price that the LFAs were sold for but parked in my dimly lit underground parking lot, a lot of what makes you weak in the knees about that supercar is present here, especially in the eye-popping colour of Flare Yellow. It’s low and wide, and the large spindle grille works better here than on any other Lexus to date. It’s one of those cars that looks fast sitting still, taunting you to get in and drive. It’s a good thing then that I had the keys.

<img class="aligncenter size-full wp-image-176469" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04522.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176464" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04513.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

Lexus’ meticulous attention to detail continues when you step inside. The finely stitched leather, beautifully sculpted door cards, real metal trim, and the thought that went into nearly every touch point is a rarity in the industry and certainly at the pricepoint the LC sits at. It’s not a cheap car by any means, but at $105,200 to start it represents a lot of value for what you’re getting. That’s the last time I’m going to mention value here because that’s not what the LC is about. It’s about the experience you get from behind the wheel, which is getting harder to find these days.

Under the hood, you find Toyota’s marvelous V8. A 5-litre 471 hp naturally aspirated wonder that imbues the LC 500 with a snarling, burbling character befitting its exotic shape. It’s not the most powerful engine; neither does it get the deep well of low-end torque most turbocharged motors get today. This turbo-free Yamaha-tuned engine makes its power by revving the snot out of it and it makes its presence known the second you push the start button with an unreasonably loud roar that oh-so satisfying.

If you want comfort in your sports car, the LC 500 is your ticket because there are few hard edges here once you begin to drive. The ride is silky and composed and never gets harsh even on really bad roads. The steering is light and precise. The seats are epically comfortable but also supportive enough to handle bouts of spirited driving. Everything gets stiffer in Sport Plus mode but it always remains a civilized experience.

<img class="aligncenter size-full wp-image-176455" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04498.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-176459" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04504.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

Compared to something like a <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-t-first-drive-review">Porsche 911</a>, the Lexus feels more luxury cruiser than track tool. Even a <a href="https://www.wheels.ca/vehicle-reviews/review-2019-bmw-m850i-xdrive-coupe">BMW M850i</a> is stiffer, louder, and more powerful. If you start to compare performance numbers the LC will land somewhere near the bottom of the pile but again, that’s not what this car is about. While Porsche is happy to provide you with countless spreadsheets of lap data and torque curves the Lexus is more laid back and not as serious but will still carve up a back road with shocking competence.

A performance package, one of the few options available, adds a carbon-fibre roof, carbon scuff plates, an active sport rear differential, Yamaha performance dampers, 4-wheel steering, a power retractable rear spoiler, and 21-inch forged wheels. It’s an expensive package at $18,450 but it’s a worthwhile upgrade if you want to squeeze more out of the chassis.

<img class="aligncenter size-full wp-image-176457" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04501.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

If there’s anything that lets down the driving experience it’s steering that’s a bit too light and vague, although the rear-wheel steering system adds a nice dose of agility. The 10-speed transmission can be slow to respond and is indecisive at lower speeds, but the paddles are still satisfying to use, just don’t expect instantaneous shifts. Its biggest sin, however, is the trackpad-based infotainment system that’s been binned in many Lexus vehicles already but not here. It should be pushed down a long flight of stairs and the only solace is that they’ve finally scrapped it for the 2024 model year.

The LC is at its best when driven spiritedly. And although it would probably do well on a track it doesn't belong there. It’s far better suited to serpentine backroads or a challenging mountain pass. The big V8 upfront is vocal, dripping with character, and absolutely relishes the higher regions of the tachometer. With just 398 lb-ft of torque at 4800 rpm you’ll need to rev it to get the most out of it, but bouncing the needle off the 7300 rpm redline is more satisfying here than in almost any other car I can think of.

<img class="aligncenter size-full wp-image-176466" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/DSC04516.jpg" alt="2023 Lexus LC 500" width="2048" height="1365" />

The LC 500, then, is a grand touring car of the highest order. Its trunk will carry a set of golf clubs or overnight luggage and although the back seats aren’t suitable for most adults, they double as storage for anything else you might like to bring along on your journey.

Where so many high-end sports cars tend to feel the same by chasing obscene horsepower and torque numbers and the highest cornering grip levels, the LC 500 is laid back, and refreshing. It’s not trying to one-up the competition with the fastest Nurburgring lap time but it will offer you an unforgettable grand touring experience and a ton of old-school character that’s getting harder and harder to find in showrooms today.
<h3></h3>
<h3 class="p1">2023 Lexus LC 500</h3>
BODY STYLE:- 2+2 , sports car
CONFIGURATION: Rear-engine, rear-wheel drive
ENGINE: 5.0-L V8; Power: 471 hp @7100 rpm; 398 lb-ft @4800 rpm
TRANSMISSION: 10-speed automatic
FUEL ECONOMY: (Premium Gasoline in L/100 km):15.1 city; 9.6 highway; 12.6 combined
CARGO CAPACITY: 153 litres
PRICE: $105,2 00 (base); $125,983 (as-tested)
WEBSITE: <a href="https://www.lexus.ca/lexus/en">Lexus Canada</a>

2023 Lexus LC 500 Review

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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>

Kunal Dsouza

Articles by Kunal Dsouza