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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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>

2023 Honda CR-V Sport Review

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Recently I had the opportunity to drive the new Mercedes C-Class which has been completely redesigned for the 2022 model year. Apart from looking like a shrunken S-Class, I was reminded just how good new sport sedans are to drive. I also noticed that since it’s gone on sale I’ve only seen a handful on the road, where I can’t go a day without spotting a number of GLC and GLA crossovers. Not very long ago it was C-Class sales that helped Mercedes pay the bills but now most buyers enter the Mercedes world through a crossover.

Go back just 10 years and the hype train surrounding the arrival of a new C-Class, <a href="https://www.wheels.ca/vehicle-reviews/review-2019-bmw-330i-xdrive">BMW 3 Series</a>, or <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2020-audi-a4">Audi A4</a> would have discussion forums and social media buzzing with anticipation. Now that the focus has shifted to crossovers and SUVs, all that anyone cares about is ground clearance, chunky tires, and third-row seating. Sleek and stealthy sport sedans have been replaced by tall, awkward, and bulbous SUVs.

And that makes me a bit sad because even though there’s more choice in the market than ever before, it just doesn’t feel that way. As a result fun sedans and luxury coupes are dwindling, and unless you have tons of money to spend what remains is merely a shadow of what it once was.

<img class="aligncenter size-full wp-image-174690" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04210.jpg" alt="2022 Mercedes-Benz C300" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-174689" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04203.jpg" alt="2022 Mercedes-Benz C300" width="2048" height="1365" />

The C-Class is one of the original sport sedans. It's always been impeccably built and great to drive. The new one has an interior that looks like it can be dropped into a car worth twice as much. The gorgeous tablet-like screens have some of the best visuals I’ve seen yet and the ambient lighting will impress even the techiest of nerds.

You might argue that you can get a lot of this in a <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-mercedes-benz-glc-300-4matic-suv">Mercedes GLC</a>, but drive both back to back and there’s no argument as to which is the better vehicle. The C-Class isn’t just better looking; it’s better to drive, gets better fuel economy, and has roughly the same amount of room for 5 passengers. Sure, it falls short on cargo space but is that the only reason we’re buying cars today?

In almost every objective measure, then, the new C-Class is better than the GLC crossover and it would probably win most subjective tests too but better doesn’t always equal more sales. For every one C-Class sold in the U.S. and Canada, nearly 3 GLC crossovers find homes. And as GLC sales go up year after year, sales of the C-Class steadily decline.

This isn’t just happening at Mercedes. The sales numbers for the BMW 3-Series and Audi A4 follow a similar pattern. And when something fails to sell, it’s not long for this world. For me, personally, it would be a sad day if Mercedes were to stop selling the C-Class or if BMW got rid of its 3-Series.

The last few cars I’ve owned were sports sedans. And until my garage can accommodate more than one car, I’ll probably keep buying them because they do it all. I also enjoy driving too much to succumb to the utilitarian temptations of a crossover.

In the decade that I’ve owned my current car, a BMW 3-Series, it’s carried my newborn son home from the hospital, helped us move more than once, and taken us to remote cottages in the middle of nowhere. Gravel roads, logging trails, snow-covered rural roads and highways, my little rear-wheel drive sedan has been through it all and never let me down. I’d be lying if I said that an SUV with its extra ground clearance and all-wheel drive wouldn’t have been better suited to some of those roads and conditions but I never found it a necessity. And on clear roads where 95 per cent of drivers do 95 per cent of their driving, sports sedans are vastly more fun and engaging than any SUV.

In the new Mercedes C-Class, I felt at home the second I buckled myself in. The firm and supportive driver’s seat hugs your torso in all the right places. All controls are easy to reach and the main screen is angled towards you delivering an excellent user experience. I don’t like that there’s no volume knob, and the recent trend toward capacitive touch buttons isn’t one that I can get fully behind just yet but those are fairly minor annoyances in the grand scheme.

<img class="aligncenter size-full wp-image-174684" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04187.jpg" alt="2022 Mercedes-Benz C300" width="2048" height="1365" />
The biggest difference between driving a sedan and a crossover is evident from the first turn you make. The C-Class is planted and secure. You always feel in control and the way it responds to your inputs inspires confidence and more importantly, makes for an enjoyable driving experience.

In a crossover, you're a smaller part of the driving equation. In many of them, it feels like you're just along for the ride. And while that might be just fine for some, I think many have forgotten just how much driving joy they gave up when they made the switch away from a sedan into an SUV or crossover.

It’s a funny thing, though, because as the “affordable” sport sedans slowly disappear, the ones in the six-figure price range, like the <a href="https://www.wheels.ca/reviews/2022-cadillac-ct5-v-blackwing-review">Cadillac CT5-V Blackwing</a> and the latest iterations of the BMW M3 and M5 are some of the best examples the world has seen yet.

Curiously, as the transition to electric cars continues to unfold we’re seeing new sedans like the slippery <a href="https://www.wheels.ca/news/2023-hyundai-ioniq-6-lands-in-north-america-as-a-tech-forward-aero-focused-sedan">Hyundai IONIQ 6</a> enter the market. EVs can be packaged completely differently than a gas car as they don’t have all those messy driveline bits to worry about. And since EVs need to be much more aerodynamic, the sedan has a clear advantage over a crossover.

In the meantime, there are still some great sport sedans out there, like the new C-Class. And if more people start to realize what they’ve been missing throughout the SUV boom, the sport sedan might just be due for a big comeback.

The Mercedes-Benz C-Class is better than ever. Does anyone care?

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I drove the Hyundai Palisade in 2020, when it first came out, and I found that for a three-row SUV, it was comfortable, refined, and easy to drive. And it was, in typical Hyundai fashion, loaded with features that you’d normally find in vehicles with much higher price tags. It was a winning combination that resonated with families immediately and it proved to be a big hit for Hyundai.

But now there’s even more competition; as I write this Mazda has just introduced <a href="https://www.wheels.ca/news/2024-mazda-cx-90-three-row-gets-new-inline-6-plug-in-drivetrain">the CX-90</a>, their largest-ever SUV. There’s also the <a href="https://www.wheels.ca/reviews/review-2022-kia-telluride-sx">Kia Telluride</a>, the Palisade’s mechanical twin, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford Explorer</a>, the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-toyota-highlander-xle-awd-v6">Toyota Highlander</a>, an all-new <a href="https://www.wheels.ca/reviews/2023-honda-pilot-first-drive-review">Honda Pilot</a>, and others.

Rather than getting left behind, the 2023 Hyundai Palisade has received a thorough mid-cycle update that includes new styling elements and upgraded interior tech. Does it still have what it takes to be one of the best in the segment?

<img class="aligncenter size-full wp-image-174492" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04152-1.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-174508" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04156.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

We’ll start with the look, as it’s the most obvious difference. Gone is the rather awkward chrome-outlined grille, which gets replaced by a much larger one made up of a gradient of individual rectangular facets that take inspiration from the grilles of the <a href="https://www.wheels.ca/reviews/base-camp-2022-hyundai-tucson-phev">Hyundai Tucson</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2022-hyundai-santa-cruz">Santa Cruz</a>. Artfully incorporated into those facets are the turn signals while the headlights are set lower in the newly sculpted bumper. It gives the Palisade a ton of presence.

On the inside the infotainment screen grows to 12.3 inches, there’s a new slim air vent that runs the length of the dash, and the third-row seats are heated for the first time.

Hyundai loaned me a Palisade Ultimate Calligraphy, the highest trim level available and that meant it had heated and ventilated seats and acoustic laminated glass in the first two rows, and a power-folding and unfolding third row. It was also equipped with Nappa leather, a head-up display, and remote smart parking for $59,504.

<img class="aligncenter size-full wp-image-174494" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04178-1.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

There’s also a plethora of safety features including the usual suspects of blind spot monitoring, driver attention warning, lane keeping and following assist, rear cross traffic assist, and highway driving assist. My tester was equipped with electronic child locks that are so much more convenient and easy than having to set them manually, and there’s an ultrasonic motion detector that will warn you via the horn or the Bluelink app if anyone gets left behind in the car. The Palisade will also actively avoid collisions with other cars, pedestrians, or cyclists by either braking or moving out of the way when possible.

The features mentioned here might make you think I’m writing about a six-figure German SUV but even some of those aren’t as well equipped.

The Palisade hits the nail on the head in terms of value, but it would all be for nothing if it failed you behind the wheel. Thankfully, it remains just as good to drive as I remember it.

<img class="aligncenter size-full wp-image-174495" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04177.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

With seating for 7(8 if captain’s chairs aren’t equipped) occupants in all three rows will find comfortable seats, conveniently positioned USB ports, and a whisper-quiet cabin. With all three rows in place there’s 509 litres of cargo capacity, slightly more than you get in the Highlander and enough for everyday use. Fold the third row down via buttons in the cargo area or through the infotainment system and the cargo volume rises to 1297 litres.

The engine remains hushed during normal operation and emits a pleasant growl when pushed hard. With 292 hp from a 3.8-litre V6 metered through an 8-speed automatic and out to all four wheels, the power isn’t bottomless but it’s enough for most driving situations a big family rig like this is bound to encounter.

<img class="aligncenter size-full wp-image-174493" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04179-1.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

On-road and off-road drive modes are both accessible by a nifty rotary dial. Sport mode is interesting as it automatically tightens the seat bolsters for the driver, which is a bit dramatic for a big three-row vehicle but it does give the Palisade a bit of personality. Sport mode also shuffles more power to the rear axle, speeds up the gearchange, and firms up the steering wheel. It makes the Palisade a bit more responsive to inputs and a bit more fun. Off-road modes like mud, sand, and snow will also alter drive parameters and tweak the power distribution of the all-wheel drive system but with my time spent mostly in the city, I didn’t get a chance to try them out.

The Palisade is satisfying and relaxing to drive. It does exactly what it says on the label and nothing more. It’s not trying to be sporty outside of the seats hugging you a bit tighter at speed and it’s not trying to be a luxury SUV, although it does tend to blur that line. It’s not going to carve corners but a twisty road won’t scare it off and it doesn’t ride like a Bentley but it’s comfortable and isolated, and the suspension is just soft enough to soak up most road imperfections without feeling ponderous.

<img class="aligncenter size-full wp-image-174500" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/DSC04170.jpg" alt="2023 Hyundai Palisade" width="2048" height="1365" />

The Palisade doesn’t really commit any grave sins. I could talk about subpar materials and the like but this Hyundai exudes a sense of quality at this price range that needs to be experienced. I’m still not sure why Apple Carplay doesn’t connect wirelessly and because Hyundai got rid of the base level trim for a more simplified three-trim lineup the starting price of the 2023 Palisade is over $6000 higher. And while it’s reasonably efficient, the lack of a hybrid trim means that entries like the ever-popular Toyota Highlander have a leg up on efficiency.

What the Hyundai Palisade does best is giving you the impression that you’ve paid much more for it than you actually have, especially if you spring for the Ultimate Calligraphy. For a family that needs the space, it remains one of the segment’s best buys.
<h3>2023 Hyundai Palisade Ultimate Calligraphy</h3>
BODY STYLE: 5-door, 7-passenger mid-size SUV

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  3.8-L V6; Power: 291 hp @ 6000 rpm  Torque: 262 lb-ft @ 5200 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 509-1297 litres

FUEL ECONOMY : (Regular-grade Gasoline in L/100 km): 12.6 city; 9.5 highway; 11.2 combined 

PRICE: $ 59,504 (Ultimate Calligraphy)

 Website: <a href="https://www.hyundaicanada.com/en/">Hyundai Canada</a>

&nbsp;

2023 Hyundai Palisade Review

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The Kia Sportage has always been an underdog in the compact crossover class even when compared to its corporate cousin, the <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-tucson-ultimate-hybrid">Hyundai Tucson</a>, which sells at nearly double the rate of the Kia. And that’s not even mentioning the sales juggernauts that are the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Toyota RAV4</a> and the Honda CR-V which use up most of the oxygen in what is likely the most popular segment in Canada.

So when it came to the <a href="https://www.wheels.ca/reviews/2023-kia-sportage-first-drive">redesign</a> Kia didn’t play it safe. And in order to get people to notice it a bit more they give it one of the most distinctive faces of any crossover you can buy today. Stretching from end to end, Kia’s “tiger nose” grille is framed by unique boomerang DRLs with the headlights situated at bumper level. It’s about as alien as it gets.

<img class="aligncenter size-full wp-image-174214" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04126.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

Kia has also added two hybrid models to the Sportage lineup for the first time and the timing couldn’t be better as the Honda CR-V, one of the segment leaders, just <a href="https://www.wheels.ca/reviews/first-drive-2023-honda-cr-v-touring-hybrid-awd">brought its own hybrid</a> to Canada this year. The Kia Sportage hybrid has a few big advantages over the CR-V hybrid, though. It’s significantly cheaper and you can get it in a plug-in version. The plug-in hybrid (PHEV) also has the distinction of being the most powerful version of the Sportage.

We spent a week with new Sportage PHEV and it didn’t take us long to become fans. It starts with the drivetrain. A 1.6-L turbocharged 4-cylinder is augmented by a 66.9 kW electric motor. Combined power is rated at 261 hp and 258 lb-ft of torque. All-wheel drive is standard and a 6-speed automatic handles gear changes. A 13.8 kWh battery pack under the floor provides juice for the e-motor and up to 51 km of electric range. When the battery is depleted the Sportage PHEV operates like a standard hybrid. Charging takes about 2 hours using a Level 2 public plug or home charger.

These are all fairly standard numbers but the Kia’s electric range falls on the lower end of the plug-in hybrids in this group, which includes the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Ford Escape PHEV</a> (60 km) and the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-toyota-rav4-prime">Toyota RAV4 Prime</a> (70km). The RAV4 Prime has the most muscle here with just over 300 hp and it certainly feels the quickest but at a starting price of $53,234 it’s also the most expensive by a long shot.

<img class="aligncenter size-full wp-image-174205" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04144.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

The Sportage earns top marks for the refinement of its drivetrain, and the remarkable efficiency you can get even when you don’t plug it in. Thanks to a severe lack of reliable charging infrastructure in Ontario even within the dense city core of Toronto, it’s common to show up to a charger that’s either occupied or not working.

Thankfully it was fully charged when I picked it up, and I was able to charge it once more during my time with it. With a fully charged battery you have the choice of running the Sportage PHEV in hybrid or electric-only mode but it always defaults to hybrid on start-up. There’s also a smart mode but I didn’t spend much time using it.

<img class="aligncenter size-full wp-image-174212" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04130.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

With temps around 3 degrees Celsius, the Sportage PHEV travelled 40 km before it lit the engine. Not too bad considering the cold weather. When the engine did fire up it did so smoothly and without the coarse ruckus usually associated with PHEVs. The 6-speed automatic shifted through its gears smoothly and the transition from gasoline to electric propulsion and back was nearly imperceptible. Toyota’s hybrids are similarly good but they’ve been producing them for a much longer time, so kudos to Kia for getting this right.

Even better, the brakes were not grabby or touchy, but had a normal linear pedal feel that wasn’t squishy on initial application. Kia uses something they call an Integrated Electronic Brake (IEB) that combines hydraulic and regenerative braking functions and it works really well. I recently drove a <a href="https://www.wheels.ca/reviews/2023-jeep-grand-cherokee-4xe-review">Jeep Grand Cherokee 4xe</a>, a mid-size plug-in hybrid SUV nearly double the Kia’s price, and its hybrid system and brakes were nowhere near as refined.

<img class="aligncenter size-full wp-image-174207" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04140.jpg" alt="2023 Kia Sportage PHEV" width="2048" height="1365" />

There are other good things about the Sportage PHEV. With the electric motor and gasoline engine combined, it feels zippy in town and there’s more than enough passing power on the highway, a big improvement over the <a href="https://www.wheels.ca/reviews/2023-kia-sportage-first-drive">base models</a> and even the regular hybrid. It rides really well on rough roads, it’s quiet and smooth and it’s roomy for up to 5 passengers with a large cargo area that’s only slightly compromised by the underfloor battery. It also has the best tech in its class with a 12.3-inch digital instrument cluster and a 12.3-inch touchscreen infotainment system integrated under one large piece of curved glass giving it a high-end feel without the high-end price tag. One downside is that using Apple Car Play or Android Auto still requires you to tether your phone to the car. A small price to pay for all the tech you’re getting.

With an empty battery, I was still doing under 7L/100 km and I wasn’t driving in a particularly efficient manner. The Sportage PHEV is also priced well, with my EX Premium tester coming in at $45,595, not including the $5000 federal rebate.

There’s little to complain about here. It’s not particularly sporty or fun to drive but a family crossover doesn’t need to be. And while it doesn’t have the highest electric range it’s still enough to cover the average commute and also deliver remarkable efficiency if you can plug it in every day. If you’re looking for a fuel-efficient crossover with plug-in capability the Kia Sportage PHEV is one of the best buys currently on the market and we highly recommend it.
<h3>2023 Kia Sportage PHEV EX Premium</h3>
BODY STYLE: 5 door, 5-passenger compact crossover

CONFIGURATION: Front-engine, all-wheel drive

ENGINES: 1.6-L turbocharged 4-cylinder + 66.9 kW electric motor and 13.8kWh battery: Combined power: 261 hp; Torque: 258 lb-ft

TRANSMISSION: 6-speed automatic

CARGO CAPACITY: 977-1855 litres

FUEL ECONOMY: 2.8 Le/100 km combined; gas-only: 6.7L/100 km

PRICE:  $44,595 + taxes and fees

WEBSITE: <a href="https://www.kia.ca/en">Kia Canada</a>

2023 Kia Sportage PHEV Review

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Jeep has always been the go-to adventure brand even when off-road vehicles weren’t as popular as they are now. But as #offroadlife becomes the next biggest hashtag amongst the Instagram and TikTok crowd, Jeep is suddenly well ahead of the game. The new plug-in hybrid <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-jeep-wrangler-unlimited-rubicon-4xe">Wrangler 4xe</a> not only pleases eco-junkies but it can also take you further out into the wilderness on silent battery power alone for that perfect social media post. Jeep now applies the same treatment to the family-friendly Grand Cherokee giving rise to the Jeep Grand Cherokee 4xe.

We’ve driven the Grand Cherokee a few times now in both its regular and <a href="https://www.wheels.ca/reviews/2021-jeep-grand-cherokee-l-summit-reserve-review">long-wheelbase versions</a> and have come away impressed with its handsome styling, versatility, and broad appeal. You can still get it with a Hemi V8, although you’ll have to spring for the three-row version to get it. It also packs some serious towing capability along with a luxurious interior packed to the brim with the latest in tech and driving aids.

<img class="aligncenter size-full wp-image-174071" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04095.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

A quick look at the specs of the new Grand Cherokee 4xe reveals that it is now the most powerful in the lineup with 375 hp and 470 lb-ft of torque, numbers that best even the V8. It makes this power from a combination of a 2-litre turbocharged 4-cylinder and an electric motor that replaces the torque converter of the 8-speed automatic transmission.

A 17 kWh battery pack mounted under the floor powers the electric motor and gives the Grand Cherokee 4xe up to 42 km of electric range. Charging via a Level 2 public charger or Jeep’s home charger will take about 2 hours. The 4xe will run in pure electric mode under light-medium loads but will fire up the gasoline engine if you decide to floor it and test the system’s full power.

Once the battery is drained, the system will automatically enter its default hybrid mode and act much like a typical hybrid blending electric and gasoline power. There’s also a battery save mode that will save the battery charge for use at a later time or it can be set to charge the battery using the engine as you drive along.

<img class="aligncenter size-full wp-image-174067" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04101.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

With a plug-in hybrid, you get the best of both worlds: quiet and efficient electric operation and a gasoline engine to keep you going when the battery depletes. If you have a short commute it could be all the electric car you need, however, it doesn’t come cheap. Prices start at $77,835 for the base 4xe, and the options are pricey. My Overland tester topped out a wallet-busting $91,565 after all the extras and fees.

At that price, the Grand Cherokee 4xe goes head to head with the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-volvo-xc90-t8-r-design">Volvo XC90 Recharge</a>, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-x5-xdrive45e">BMW X5 PHEV</a>, and the Audi Q5 TFSI e. While it doesn’t give up much to those when it comes to interior amenities and tech, the Jeep is at a disadvantage when it comes to overall refinement.

And this all boils down to the drive. When the battery is fully charged the electric operation is smooth, quiet, and seamless. However, when the charge runs low, the switchover to gasoline is like a rude wake-up call as the buzzy and raucous 4-cylinder fires up with little warning. At around-town speeds, the 8-speed transmission can exhibit clumsy shifts and the regenerative brakes are grabby and difficult to modulate smoothly. It feels like a first-generation plug-in hybrid that hasn’t had all the kinks and bugs worked out.

The Volvo and BMW feel almost exactly like normal gasoline-powered vehicles and that’s what you want in a plug-in hybrid. They also have nicer interiors with better-feeling materials and more badge prestige.

<img class="aligncenter size-full wp-image-174062" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04113.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-174059" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04116.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

The Jeep might not have that "premium" badge it's built tough enough to handle the abuse of a serious off-road trail. A trail-rated badge on my Overland tester means that the Grand Cherokee 4xe isn’t just a boulevard cruiser with a jacked-up suspension and all-wheel drive like so many others in this class. Equipped with an optional off-road package it gets skid plates to protect the electronics, a robust 4-wheel drive system with an electronic limited-slip rear differential, a bevy of off-road drive modes, a 4WD low setting for the rough stuff, hill descent control, and a tow rating of 2720 kg (6000 lbs).

And while the cabin might not be as well finished as that in the Volvo or the BMW, it’s still nice enough to almost justify that lofty price tag with more screens than a commercial jetliner including an optional passenger display, a great infotainment experience, a 19-speaker McIntosh stereo system, soft supple Nappa leather, and quality materials that would have never been found in a domestic product even 10 years ago. It’s also vastly better than anything Ford and GM is doing with their interiors right now. The 4xe is also equipped with just about every safety feature and driving aid you’d ever need, there’s lots of room for 5, and the cargo area is enormous.

Most of that clunky driving behavior happens at lower city speeds but hit the highway or a nice farm road and the power is immediate and plentiful. Turbo lag is masked by the electric motor and passing slower traffic is effortless. The suspension also maintains good body control though I felt the ride was a bit on the stiff side.

<img class="aligncenter size-full wp-image-174074" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/DSC04089-1.jpg" alt="2023 Jeep Grand Cherokee 4xe" width="2048" height="1365" />

All that’s good about the regular Grand Cherokee carries over to the 4xe, except you have much more power and you’ll routinely score under 9L/100 km even without charging it. If you do plug it in regularly that number will drop drastically.

The biggest issue here is that the regular Grand Cherokee offers better value and a more refined driving experience, and it would be the one I’d lean more toward if it was my money. If, however, you value the extra efficiency and can take full advantage of the electric-only drive mode the Grand Cherokee 4xe is a very compelling buy.
<h3>2023 Jeep Grand Cherokee 4xe</h3>
BODY STYLE: 5 door, 5-passenger mid-size SUV

CONFIGURATION: Front-engine, four-wheel drive

ENGINES: 2.0-L turbocharged 4-cylinder + electric motor and 17kWh battery: Combined power: 375 hp; Torque: 470 lb-ft

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1067-2005 litres

FUEL ECONOMY: 4.2 Le/100 km combined; gas-only: 10.0L/100 km

PRICE:  $77,835 (base); $91,565 (2022 model as-tested)

WEBSITE: Jeep Canada

&nbsp;

2023 Jeep Grand Cherokee 4xe Review

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The Range Rover is the mother of full-size opulent SUVs. It’s also the traditional way to enjoy some picnicking and a spot of tea in the rural British countryside and there’s a brand new one for 2022.

But I’m not in the British countryside, I’m a pond away in Toronto and the big Range still feels at home in this urban environment. Its gorgeous Sunset Gold satin paint (a First Edition exclusive) and future-sleek design feel part of the décor in areas like the Financial District and the Mink Mile where Range Rovers are about as ubiquitous as designer leather handbags.

Design changes are subtle and evolutionary. Recessed door handles and smoothed-out lines give it a more minimalistic and elegant silhouette than before. The stealthy vertical taillights might be my favourite part of the design. There’s a presence here you don’t get in anything else this side of a Rolls Royce.

<img class="aligncenter size-full wp-image-173699" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/DSC03871.jpg" alt="2022 Range Rover P530 First Edition" width="2048" height="1365" />

Climb inside and it’s more of the same, minimal and elegant. A large 13.1-inch screen floats above the centre console and like many other luxury brands today there are few actual buttons to be found. Any that remain, are of the capacitive touch variety and just don’t offer the same tactile ease as real buttons. But like the previous Range Rover, the nifty climate control dials still double as the control for the seat warmers and I was happy to see a real volume control knob.

<img class="aligncenter size-full wp-image-173692" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/DSC03854.jpg" alt="2022 Range Rover P530 First Edition" width="2048" height="1365" />

Every other surface is covered in leather, natural wood, and metal and it all flows together in a simple almost Swedish manner. Sitting in this cabin you’d never once think that you could wade in up to 90 centimetres of water and clamber up just about any road or trail with ease. But that’s the reality with a Range Rover and it always has been.

Power in this range-topping P530 First Edition comes courtesy of a 4.4-litre twin-turbo V8 that produces 523 hp and 553 lb-ft of torque and that means power is never an issue. If those engine specs sound familiar, it’s because the engine is now supplied by BMW and it’s the same powerplant found in the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-x5-xdrive45e">X5</a>, X7, and others. Because of this beast of an engine the extra-large Range Rover feels light and athletic under acceleration with a mellow V8 note subtly muted under its many layers of insulation and double-glazed glass.

Every new Range Rover gets four-wheel steering and a four-corner air suspension. The former gives this large vehicle a particularly nimble feel in parking lots and slower corners and the latter gives it a serene and dignified ride, no matter what’s underneath the tires.

<img class="aligncenter size-full wp-image-173694" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/DSC03860.jpg" alt="2022 Range Rover P530 First Edition" width="2048" height="1365" />

On the centre console a small dial controls the Terrain Response system. Twist it to enter off-road modes like mud and ruts, sand, and rock crawl and the Range Rover will respond by adapting its differentials, suspension, ride height, transmission, and traction settings to confidently carry you and your passengers over virtually any surface. Push the dial in and you enter Auto mode where the Range Rover’s myriad of sensors automatically determine the best configuration of its systems for the conditions in real-time. And while I didn’t test it off-road, some of Toronto’s roads bear a strong resemblance to a rock-strewn trail and the Range just shrugged it all off.

A dynamic mode, meant for on-road driving tightens the steering and suspension and makes it responsive enough to feel nimble. Body roll is kept to a minimum and along with the energetic powertrain in the P530 you can even call it fun on a less than straight road.

Seats are throne-like in the front and are heated and ventilated and have a rather good massage function all accessible via the latest iteration of Land Rover’s infotainment system which is responsive, intuitive and boasts impressive graphics. But the real party piece is the reclining rear seats that also get a massage function, while the passenger side gets a leg rest that can be deployed with the touch of a button. In here back seat passengers have it made.

<img class="aligncenter size-full wp-image-173707" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/DSC03881.jpg" alt="2022 Range Rover P530 First Edition" width="2048" height="1365" />

A large centre armrest between the rear seats can be dropped down to reveal a control screen that can be used to deploy the power sunshades, mute the audio, control the rear seats, and more. My tester was also equipped with a rear entertainment system that places two 11.4-inch screens on the seat backs which can be connected to a variety of devices or be used to stream whatever you like to it via a built-in hotspot.

And if you choose to go for that spot of tea in the (Canadian) countryside, just pop the split tailgate, lift up the partition floor and install the included leather padding to create seats and you have a comfortable space for two to lounge and even listen to music.

<img class="aligncenter size-full wp-image-173697" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/DSC03866.jpg" alt="2022 Range Rover P530 First Edition" width="2048" height="1365" />

More than just a luxury SUV, the new Range Rover deserves full limousine status and is executive transport of the highest order. At nearly $200,000 (as-tested) for this First Edition, it’s an SUV for the one per cent. A <a href="https://www.wheels.ca/reviews/2023-bmw-x7-m60i-review">BMW X7</a> with the same powertrain or a <a href="https://www.wheels.ca/vehicle-reviews/review-2020-mercedes-benz-gls-450-4matic">Mercedes GLS</a> are both less expensive and have usable third rows and similar levels of equipment but the Range is far more desirable from its on-road composure to its design and styling. And you can actually consider it good value compared to something like a Rolls Royce Cullinan where it gives up little to it in terms of poshness or even status.

The Range Rover has always prided itself on being the original full-size luxury SUV, and it’s always been the best at what it does. And this latest iteration moves the bar even higher.
<h4></h4>
<h4>2022 Range Rover P530 SWB First Edition</h4>
BODY STYLE: 5-door, 5 passenger full-size luxury SUV

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 4.4-L twin-turbocharged V8; Power: 523 hp  Torque: 553 lb-ft

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1158 litres

FUEL ECONOMY: (Premium-grade Gasoline in L/100 km): 15.1 city; 11.1 highway; 13.3 combined

PRICE: $182,000 (base); $197,120 (as-tested)

 Website: <a href="https://www.landrover.ca/en/index.html">Land Rover Canada</a>

2022 Range Rover P530 First Edition Review

acura integra type s proto main

TOCHIGI, JAPAN - The launch of the new Acura Integra garnered mixed reactions. On one hand, many were glad to see the revival of one of the marque’s most popular models from the ‘90s. Others weren’t so kind. With criticism hurled towards the styling, lack of power, and the 5-door-only body style, the faithful were not happy with the drastic changes to the new model.

Even when journalists (myself included) drew mostly positive impressions <a href="https://www.wheels.ca/reviews/review-2023-acura-integra-a-spec-mt">after driving it</a>, some were not convinced. Once again, citing styling, and the lack of power as being the biggest disappointments. The price and the fact that a manual transmission is only available on the most expensive trim didn’t help.

So if you were one of those that believed the new Acura Integra was underpowered we don’t exactly blame you. With just 200 hp from a turbocharged 4-cylinder, it’s down significantly when compared to the likes of the VW Golf GTI or the <a href="https://www.wheels.ca/reviews/2022-subaru-wrx-review">Subaru WRX</a>.

But Acura has more in store for the Integra with an upcoming Type S version in the works. So for those that wanted more power, not to worry, it’s coming.

<img class="aligncenter wp-image-173448 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD03-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

I don’t have a whole lot of details to share mainly because we weren’t provided with any, but I did drive a camouflaged prototype of the Acura Integra Type S on Honda’s high-speed oval behind their sprawling R&amp;D facility in Tochigi.

We already know what the Integra looks like but the camo wrap was hiding what looked like a new set of rocker panels, revised bumpers with much larger openings in the front, and possibly a different grille. The easiest thing to spot was the Civic Type R-like triple exhaust. And from the pictures it might even be wearing wider fenders.

Even before we could see the Type S, we could hear it approach. Honda says that they tuned the car to be even louder than the new <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a>. I believe them. The Civic is certainly louder than it was before but it still lacks the theatrics we’ve come to expect from some performance cars today.

<img class="aligncenter size-full wp-image-173452" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Tochigi-Testing_001-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1710" />

In comparison, the Acura Integra Type S exhaust is all drama. It’s throaty, loud, and boisterous, with plenty of pops if that’s what you’re into. It had to be the loudest factory exhaust I’ve ever heard on a Honda or Acura product, and this was fully intentional.

By now, it’s no surprise that the Type S uses the powertrain from the Civic Type R but it will make slightly less power. In this case, the 2-litre turbocharged 4-cylinder is tuned to make about 300 ps, which converts to 296 hp. Although final figures might change, nearly 100 hp more than what you get from a base Integra is like adding a <a href="https://www.wheels.ca/reviews/base-camp-2023-mitsubishi-mirage-es">Mitsubishi Mirage</a> under the hood plus 20 more horses. The gearbox also feels very much like the unit in the <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Civic Type R</a> I drove last month, with short beautifully weighted throws.

<img class="aligncenter size-full wp-image-173449" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra-Type-S_Prototype_Profile-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1703" />

Our drive time amounted to only a couple of laps, but we were fortunate for the opportunity to experience it on Honda’s own testing grounds. Speed picks up quickly, and the power comes on strong through third and fourth gear. The car was electronically limited (for our test) to 200 km/h but it was enough to feel its rock-solid stability at that speed. The oval was banked in the outer lanes and it was a strange gravity-defying sensation, but the Type S remained velcroed to the tarmac. In “Sport plus” mode the steering was firm and precise, similar again to the Civic. Mechanical grip was high, a combination of the stiffer suspension and sticky Michelin Pilot Sport tires. Once at 200 km/h, I kept my foot buried. There was no reason to slow for the corners.

It’s louder than the Civic Type R but at 200 km/h synthesized exhaust from the speakers (or what sounded like it) was all I could hear. Wind noise at speeds double our highway limit was surprisingly low.

Nothing jumped out at me about the interior, it was standard Integra fare from what I could see, and that’s no bad thing. The seats felt more supportive but the glass smooth track meant I couldn’t tell you if it rode any softer than the Civic Type R, which I assume it will.

<img class="aligncenter wp-image-173447 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Integra_Type-S_Proto_KD05-scaled.jpg" alt="acura integra type s prototype" width="2560" height="1704" />

Internally Honda positions the Civic Type R as the more serious, nerdy car. The one that should be taken to a track on a regular basis. The Integra Type S is the emotional one, you can tell that just from the exhaust. While it is track worthy, its focus is performance on the street.

With little else to go on at the moment, we are eagerly awaiting an official reveal and some real specs. And hopefully, a price that’s within reason.

But from our quick stint behind the wheel, we have something good to look forward to.

2024 Acura Integra Type S Prototype First Drive Review

honda crv production

Honda has just announced that it will be producing a new version of its CR-V crossover, and it will be a plug-in hybrid. Except this one won't have a gas engine. It will instead be powered by a hydrogen fuel cell.

Hydrogen fuel cells are nothing new but they are rare with only a handful of cars available today that use the technology. As the exodus away from internal combustion technology accelerates, fuel cell electric vehicles are likely to play a bigger role.

Honda’s FCX concepts of the late ‘90s and early ‘00s were some of the first to use the technology and in 2002 an FCX became the world’s first production fuel-cell vehicle. In 2008, they debuted the FCX Clarity, a 4-seat sedan with a 100 kW Honda-developed fuel cell. It took minutes to refill the hydrogen fuel tank, which provided a range of up to 390 km. The FCX Clarity was leased in very small numbers to customers in Southern California and Japan.

<img class="aligncenter size-full wp-image-173367" src="https://images.wheels.ca/wp-content/uploads/2022/11/2022_10_27_Honda-424-3215-1-scaled.jpg" alt="honda hydrogen fuel cell" width="2560" height="1708" />

An improved version known just as “Clarity” came in 2016. It still used a 100 kW fuel cell but it was 33 per cent smaller. With the exception of the hydrogen fuel tank and the lithium-ion battery the power unit was fully packaged under the hood along with the air supply, drive motor, and fuel cell voltage converter unit. In total it was the size of a typical V6.

This compact powertrain opens up the possibility for hydrogen power in more mainstream vehicles, like the<a href="https://www.wheels.ca/reviews/2023-honda-cr-v-first-drive"> new CR-V</a>. The Honda CR-V is one of the most popular crossovers in North America and using it as a platform for the next evolution of hydrogen fuel cell technology is a smart move.

Production will still be limited as there are only four hydrogen filling stations in Canada (three in B.C., and one in Quebec). California currently has 53 public hydrogen stations.

Production of the new CR-V fuel cell electric vehicle (FCEV) is scheduled to begin in 2024 at the Performance Manufacturing Center (PMC) in Marysville, Ohio. The PMC is Honda’s small-volume specialty manufacturing facility where the cars are hand-built at a slower pace with much greater attention to detail. The Acura NSX hybrid supercar was made there along with limited-production PMC editions of the TLX, MDX, and RDX.

<img class="aligncenter size-full wp-image-173366" src="https://images.wheels.ca/wp-content/uploads/2022/11/2023-Acura-TLX-Type-S-PMC-11.jpg" alt="honda pmc facility" width="1200" height="900" />

Honda has also partnered with GM on fuel cell production through a joint venture that will see them work together towards mass production of the technology, lowering costs, and further accelerating the development and evolution of fuel cells.

Details on the new CR-V FCEV are scarce. The last Clarity used a 130 kW electric motor and had a range of about 750 km, so something similar might be very possible. But the big news here is that it will have plug-in capability for short trips and around-town driving. The 17 kWh battery pack from the Clarity plug-in enables around 75 km of electric range and it might be a good option but that’s little more than speculation at this point.

FCEVs work just like a typical electric car, where an electric motor drives the wheels. But instead of plugging it in to recharge you can refill the hydrogen fuel tank in about 3 minutes just like you would a gas car. The fuel cell stack generates electricity via a chemical reaction of hydrogen and oxygen, and the only emission is water.

Being able to fill up so quickly also eliminates the range-anxiety common with pure battery electric vehicles while the plug-in capability opens up the possibility of short trips especially when hydrogen isn’t available or when longer trips aren’t necessary.

Fuel cells are also much better suited to large applications like commercial trucks, trains, and cargo ships, thanks to having a much higher energy density than batteries which are very heavy especially as the vehicle size increases and more are required.

Honda’s plan to phase out internal combustion engines by 2040 and achieve carbon neutrality by 2050 will require more than just battery electric vehicles and they see hydrogen fuel cells as vital to making this transition happen.

While we likely won’t see too many CR-V FCEVs zipping around town, fuel cell technology is very promising and it’s rapidly improving. Don’t be surprised to see more automakers jumping on the hydrogen bandwagon in the very near future.

More information and specs on the Honda CR-V FCEV will be announced closer to its introduction in 2024.

Kunal Dsouza

Articles by Kunal Dsouza