Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

2021 Forte

Years ago, Britain’s Car magazine suggested that Kia’s models were “aimed at the easily persuadable, or those who regard Hyundai as unacceptably upmarket.”

Ouch. But since that biting portrayal, Canadians have come to embrace the notion that Kia manufactures some pretty fetching, functional automobiles. Consider that Kia recently ranked first in J.D. Power’s dependability study, displacing stalwarts like Lexus and Porsche.

J.D. Power’s analysis of three-year-old vehicles in its 2022 survey suggests that the build quality of mass-market automakers like Kia and Hyundai now matches that of the expensive luxury brands. In fact, some of the priciest vehicles have shown to be more troublesome for owners (looking at you, Land Rover).

The Forte is Kia’s standard-bearer in Canada’s still humming compact-car segment, although it’s spent much of its time in the shadow of its mechanical twin, Hyundai’s popular Elantra. While the two share a lot of the same genetic material, the Forte never quite captured the attention of car buyers. The latest iteration tries a little harder.

Taking styling cues from <a href="https://www.wheels.ca/vehicle-reviews/review-2022-kia-stinger-gt">Kia’s sporty Stinger</a> – also penned by former Audi designer Peter Schreyer – the third-generation Forte sedan adopted a cab-rearward profile when it arrived in late 2018, resulting in a fastback profile with a stubby trunk lid. Like the Elantra, the Forte’s unibody structure uses advanced high-strength steel, making it stiffer and stouter than the outgoing model.

Inside, a mix of plastics and textures make the cabin look more refined and pricier. The controls are logically placed and marked, and the infotainment system – complete with standard Apple CarPlay and Android Auto – is easy to navigate with physical buttons for important features.

As Kia is apt to do, the Forte includes gear that is otherwise optional on competing models, including an 8-inch infotainment touchscreen, automatic front headlights, heated seats, a tilt and telescopic steering column, and more.

<img class="aligncenter wp-image-174159 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/16509_2021_Forte-scaled.jpg" alt="used kia forte" width="2560" height="1865" />

The front seats offer a wide range of adjustability and taller drivers enjoy good headroom. The rear seat is more than adequate, though headroom will run out for passengers over six feet tall., The trunk is wide and deep, making the 15.3 cubic-foot space very usable, and the liftover height is reasonable.

Powering all 2019 Fortes is a new 2.0-L four-cylinder engine making a ho-hum 147 horsepower and 132 pound-feet of torque – the same specs as the previous mill, but utilizing the Atkinson cycle for better fuel economy. A six-speed manual transmission comes standard in the base model, while a continuously variable automatic transmission is optional, replacing the previous conventional six-speed autobox. The CVT is an in-house effort distinguished by the fact Kia uses a durable chain rather than a reinforced belt.

Kia’s CVT feels more like a normal automatic than most, but at times it still comes across as a little unpolished, especially when the unit surges as the driver presses the gas pedal. Zero to 97 km/h comes up in a sleepy 8.7 seconds; there are plenty of other compacts that can do better.

The Forte’s handling is competent, but nothing more. The steering weight is fine, but offers little feedback and the on-centre feel is vague. While the car corners relatively flat, the strut-and-torsion-bar suspension can get unsettled by bumpy asphalt in the curves. It rides a little more stiffly than some drivers might be used to in a Kia.

At least the drive is commendably quiet – easily the best way for automakers to telegraph quality in a car. And fuel economy is near the top of the class with 5.9 litres/100 km on the highway and 7.9 in the city, evidence that the new engine and CVT work well together.

<img class="aligncenter size-full wp-image-174158" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/17926_2022_Forte-scaled.jpg" alt="2022 Kia Forte" width="2560" height="1707" />

Kia brought more choice to the Forte lineup quickly. For 2020, it reintroduced a five-door hatchback in Canada (the U.S. missed out), as well as the Forte GT with its 1.6-L turbocharged four churning out 201 hp and 195 lb-ft of torque. It pairs with a fast-acting seven-speed dual-clutch automatic transmission that helps the GT attain highway velocity in 6.7 seconds. Its suspension features an independent rear multilink setup in place of the standard torsion beam.

The Forte earned a refreshed look for 2022 complete with revised bumpers, a new grill and sleeker headlights and taillamps. Inside, an electronic parking brake replaces the old manual one, freeing up more cubby space, and a new 10.3-inch infotainment touchscreen is optional. All models now come standard with a lane-following assist system, and the optional adaptive cruise control now uses navigation data to adjust speed based on posted speed limits.

WHAT OWNERS REPORT

The Forte has turned into a handsome swan that’s won over some Hyundai shoppers who might view the Elantra as a little too out there. It’s roomy, comfy and has an impressive list of standard equipment that represents good value, and it sips fuel like a champ.

“This is not the same car that you drove in the rental fleet just last year,” one owner posted online. “Kia can be mentioned with Honda and Toyota now as a go-to option.”

On the negative side, the Forte is a laggard with its 147-hp engine and the suspension could use some more tuning to iron out the unrefined ride and handling characteristics.

Kia’s standard five-year warranty might imply that their vehicles are well made – or that consumers need the confidence of lengthy coverage to buy in. Consider that Kia and Hyundai have recalled millions of four-cylinder models for potential engine fires and engine failures since 2015. Oil consumption is a lingering concern and owners would be wise to keep an eye on the dipstick.

<img class="aligncenter wp-image-174160 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/16515_2021_Forte-scaled.jpg" alt="used kia forte" width="2560" height="1707" />

More specific to the newest generation of the Forte, some unlucky owners have noticed that the CVT automatic transmission may start acting oddly before giving up the ghost.

“The rpms were revving up and down on its own even without touching the accelerator. Shortly after, the transmission failed while driving on the highway and the car lost all power and speed,” wrote the driver of a 2019 Forte after less than a year of ownership. Some are on their second transmission and a few are on their third. Kia’s warranty covers replacement, but transmissions can be hard to get and weeks may pass before the car is repaired.

Other notable owner complaints include: easily chipped paint, a faulty steering column, water-filled headlights and taillights after washing, audible engine knocking, and slow to warm cabin heat – which may be a function of the thermal efficiency of the Atkinson-cycle engine.
<h3>2019-2022 Kia Forte</h3>
BODY STYLE: Five-passenger compact sedan and hatchback

DRIVE METHOD: Front-engine, front-wheel-drive; six-speed manual or CVT automatic or seven-speed dual-clutch automatic transmission

ENGINE: 2.0-L four cylinder (147 hp, 132 lb-ft); 1.6-L turbocharged four-cylinder (201 hp, 195 lb-ft)

FUEL ECONOMY: (Regular) 7.9/5.9/7.1 L/100 km city/highway/combined (2.0-L)

CARGO VOLUME: 433 litres (15.3 cu ft)

TOW RATING: N/A

PRICE: $23,000 (2019); $28,000 (2022)

WEBSITE: <a href="https://www.kia.ca/">Kia.ca</a>

Buying Used: 2019-2022 Kia Forte

Ranger FX2 Package

Surprised by the popularity of the tiny Toyota and Datsun pickup trucks that established a beachhead in North America in the early 1970s, Ford mail-ordered its own version from Mazda.

Dubbed the Courier, the made-in-Japan trucklet wore a face that mimicked the F-150’s grille and a tailgate that unmistakably spelled out FORD. It was powered by Mazda’s 1.8-L overhead-cam, four-cylinder engine that churned out a paltry 74 horsepower and 92 lb-ft of torque.

The Courier bowed out in 1982, replaced by Ford’s in-house effort, the compact Ranger. Resembling a chip off the old block, it was a faithful reproduction of <a href="https://www.wheels.ca/reviews/2022-ford-f-150-lightning-first-drive">Ford’s best-selling F-150 pickup</a> in a handy five-eighths-scale size.

Tearing a page from the F-150 playbook, it offered a wide array of equipment choices in a small truck and promptly dominated the market. The Ranger accounted for one-quarter of compact truck sales, domestic and imports combined. Until one day it didn’t.

The competition had moved on, introducing larger mid-sized trucks like Toyota’s Tacoma, while the Ranger soldiered on, barely altered and definitely not resized, for decades. Outgunned by its rivals, Ford retired the Ranger in 2011 – but only in North America.

An international version of the Ranger continued to sell and capture market share in other lands. A new-generation Ranger was engineered by Ford of Australia and unveiled in 2011, available as a two-door standard cab, four-door extended cab and proper four-door crew cab truck.

<img class="aligncenter size-full wp-image-173524" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/ford-ranger-side-profile.jpg" alt="2019 Ford Ranger" width="1280" height="668" />

Ford re-introduced the Ranger to North America for 2019, but not before making some modifications to the Australian design, including fully-boxed frame rails to accommodate U.S. crash standards and boost its payload. Unlike the full-size F-Series trucks, aluminum body panels are limited to the hood and tailgate.

The Ranger is sold in four-door SuperCab and SuperCrew configurations here, though not the two-door work truck. Built to a budget, it has a mediocre cabin filled with hard plastics and much of the switchgear is borrowed from Ford’s older models. Seating up front is reasonably accommodating, but the SuperCab’s tight rear bench for two offers an upright backrest, limited legroom and a thinly padded bottom cushion that’s too close to the floor.

“If you are over 5 feet-11 inches in height or over 200 pounds, stay away. I just barely fit in this vehicle,” wrote one Ranger owner in a post. “Seats are hard and not comfortable on long trips – think of the new airline seats!”

<img class="aligncenter size-full wp-image-173523" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2019-ford-ranger-interior.jpeg" alt="2019 Ford Ranger" width="1280" height="652" />

At least Ford saw to it to equip the Ranger with its Sync 3 infotainment system, in addition to available features such as smartphone connectivity and in-car Wi-Fi. There’s also a healthy number of high-tech safety features, including forward collision mitigation and lane-keeping assist.

Out back, the smaller SuperCab has a 6-foot-long cargo bed while the SuperCrew makes do with a 5-foot bed. Unfortunately, there’s no other configuration. At least the Ranger can tow up to 7,500 pounds (3400 kg) when equipped with the tow package, although buyers noted there’s no factory brake controller option for towing.

Powering every Ranger is a 2.3-L four-cylinder EcoBoost turbocharged engine making 270 horsepower and 310 pound-feet of torque paired with a 10-speed automatic transmission. It’s an energetic drivetrain that propels the Ranger from a standstill to 97 km/h in a speedy 6.5 seconds.

Regrettably, the truck’s aging platform harks back to another era – er, 2011 to be exact. The suspension’s soft damping translates into a boat-like bobbing that can be disconcerting as you navigate through a turn on less than perfect asphalt. And the steering is light and over-boosted, making it feel numb and disconnected as you turn the wheel.

Braking is competent, but distances are long compared to the best in the segment, and brake-pedal feel is a little mushy. Thanks to the refined EcoBoost engine and 10 forward gears in the autobox, the Ranger is pretty quiet on the highway, as long as you haven’t opted for knobby off-road tires.

Fuel economy is not stellar – one of the reasons lots of shoppers opt for the full-size F-150 since there’s not much savings to be had – with the four-wheel-drive models barely cracking 14 litres/100 km (20 mpg) in mixed driving, while lighter rear-drive models can top 9 L/100 km on the highway.

The Ranger saw no substantive changes since its North American debut beyond some fresh paint hues and additional off-road equipment packages. The next-generation Ranger is set to arrive in 2023.

WHAT OWNERS REPORT

Ranger buyers like the truck’s athletic and smooth EcoBoost powertrain, handsome styling and its sensible size that works well in city parking situations. Unfortunately, there are nits to pick, including the plasticky and outdated cabin furnishings, nautical handling and lack of serious options some truck buyers expect.

It’s important to remember that the Ranger was engineered more than a decade ago, even though it was only introduced here in 2019. While originally built overseas, Ford established production at its Wayne, Michigan, assembly plant.

<img class="aligncenter size-full wp-image-173525" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/thumbnail_RANGER__90A9127.jpeg" alt="2019 Ford Ranger" width="1280" height="634" />

In terms of build quality, the Ranger has been a reasonably pleasing product. The most common reported problem involves issues with the infotainment system and other electronics: the display screen may go blank, the radio won’t play, or various sensors may give false warnings or not work at all.

“My backup camera failed as I was backing up in my driveway and struck a tree at extremely low speed,” wrote one hapless owner online. Ford monitors warranty claims related to the rear cameras that sometimes displayed distorted or blank images and has issued a recall specific to 2020-model-year Rangers.

The 10-speed automatic transmission has been the subject of technical service bulletins that address drivers’ reports of abrupt and harsh shifting. Ford has made modifications to the tranny and models after 2020 have exhibited fewer hiccups. There’s a safety recall involving a clip that locks the gear shift cable to the transmission not being fully seated, which could leave the transmission engaged rather than in Park as the driver intended.

Other reported mechanical issues include poor-performing air conditioners, failed fuel injectors, and leaking heater cores in small numbers.

Overall, the Ford Ranger is a well-executed mid-size truck that comes with a few reliability issues. Used-truck shoppers might want to consider a Nissan Frontier, a reliable compact truck that’s often overlooked.
<h3>2019-2022 Ford Ranger</h3>
BODY STYLE: Four or five-passenger mid-size pickup truck

DRIVE METHOD: Front-engine, rear- or four-wheel-drive, 10-speed automatic transmission

ENGINE: 2.3-L turbocharged four-cylinder (270 hp, 310 lb-ft)

FUEL ECONOMY: (Regular) 12.4/9.7/11.2 L/100 km city/highway/combined

CARGO VOLUME: 1225 litres (43.2 cu ft) 5-foot bed

TOW RATING: Up to 7,500 lbs. (3400 kg)

PRICE: $39,000 (2019); $58,000 (2022)

WEBSITE: <a href="http://www.ford.ca">www.ford.ca</a>

Buying Used: 2019-2022 Ford Ranger

Car,Bodies,Stacked,At,The,Junkyard

When you set up an auto-wrecking yard on the edge of an environmentally sensitive watershed, you can anticipate some pushback.

But when Ken Gold bought 11 acres of rural land in Scarborough north of the Toronto Zoo in 1979, he embraced the criticism and modelled his junkyard after a state-of-the-art automotive recycling centre, recognizing that the industry couldn’t continue to scrap cars the old way.

Junkyards have always stripped old autos of valuable items: tires and rims come off, batteries removed and drivetrains drained of fluids. What Gold introduced is a comprehensive operation to harvest components like starters and steering racks, cleaning them up and putting them on the shelf for resale.

“We realized the best thing we could do for the environment is reclaim components, catalogue them properly and offer them for sale to be put back into vehicles,” said son David Gold, who is president of Standard Auto Wreckers today.

The advent of bar codes, scanners, and computerized inventory software propelled their business model forward, and Standard became, well, the standard for Canadian auto recyclers.

Yet only about 35 per cent of vehicles that have reached the end of their service life are dismantled properly to extract all the recyclable materials, according to a report prepared for Environment and Climate Change Canada.

<img class="aligncenter size-full wp-image-173443" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/shutterstock_1350443336-scaled.jpg" alt="car scrapyard" width="2560" height="1707" />

The remainder are crushed and shredded by metal recyclers, or shipped overseas to be put back on the road again. Despite representing a treasure trove of materials that potentially could be recycled into new products, end-of-life vehicles are not yielding as much as could be expected.

“Auto recycling measured as a percentage of the vehicle by weight that is reused has probably gone backwards in the last couple of decades,” said George Iny, president of the Automobile Protection Association consumer group.

“Notwithstanding the hoopla about coding plastics for sorting, very little has been done in North America to repurpose interior materials. It’s also the case for vehicles made of composite or plastic body panels like Saturn… none of which is easy to recycle.”

In Europe, there are “disassembly lines” that take apart vehicles to sort plastics and support their re-use. About the only plastics that are recovered from vehicles on this side of the ocean are polypropylene gas tanks and bumper covers.

“Soft plastics are really hard to recycle,” confirmed Karen Wirsig, plastics program manager at Environmental Defence Canada. “Textiles are tough to do, as are multi-materials. Yet plastic is a contaminant in every waste stream – it’s a real problem.”

David Gold concurs, adding that the cost to separate materials such as carpeting from the automobile interior is prohibitive and not worth the effort.

“Plastics, fabrics, foams are all shredder ‘fluff’ that is bound for landfill because the economics of it doesn’t make sense,” he said. Even an automobile’s electronic components are just not lucrative enough to harvest. “No one really goes after that stuff.”

“It shouldn’t come as a surprise,” said Iny. “Similar parts in our computers and phones are difficult to recycle and many end up in low-wage countries being recycled in environmentally unfriendly ways using solvents and heat.”

Precious metals such as platinum, rhodium and palladium found in catalytic converters, oxygen sensors and spark plugs are valuable enough to recycle. The demand for them is too high for mining operations to meet alone. Lightweight aluminum and magnesium components are prized, too.

Ultimately, it’s the hulk of the car that lends itself best to recycling. According to Gold, auto shredders have become highly efficient at turning old hatchbacks and pickups into raw metal for reuse. Some even incorporate “mini-mills” at the end of the line that churn out new metal rebars for use by the construction industry.

Despite the efforts to recycle, Gold said the best thing that could happen is wider acceptance of used components by the auto repair industry and even insurance companies, so that salvaged parts can be put back on the road instead of sent to landfill. He suggested that the tide may be turning.

“Dealers are calling us for components the car manufacturers can’t deliver due to supply-chain issues,” he said. Consumers who used to only be sold new OEM parts at the dealer are increasingly being offered off-brand parts and even used components to save money.

“Until recently, new aftermarket parts from China were priced so low that used was often not worth the savings. But that could be changing as transportation prices increase and supply bottlenecks lead to no inventory,” Iny explained. “A used OEM part may be of higher quality than some aftermarket new parts.”

Gold wants to see more cooperation and support from automakers when it comes to recycling their cars and trucks. He claims they’re not taking responsibility for their products at the end of their life.

“They don’t provide any information on dismantling their vehicles,” he said, adding that the kind of industry collaboration seen in Europe is absent in North America. “We’re working on a Right to Repair Act. Maybe it’s time for a Right to Recycle Act, as well.”

To that end, <a href="https://www.wheels.ca/news/stellantis-reveals-plans-for-a-range-of-electric-crossovers-pick-ups-and-emuscle-cars">Stellantis</a> – which assembles Chrysler and <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-dodge-challenger-hellcat-jailbreak">Dodge</a> vehicles in Canada – has a plan to generate more than $2.6 billion in savings by extending the life of its vehicles and parts through its “circular economy” unit that loops production scraps and end-of-life vehicles back into the manufacturing process.

Some 4.5 million multi-brand parts will be sold in 155 countries under the automaker’s B-Parts e-commerce platform, while used, worn and defective parts will be dismantled and remanufactured to factory specifications. Stellantis will introduce its SUSTAINera label adorning parts and accessories made with up to 80 per cent less material and half the energy compared to equivalent new parts.

It’s a progressive move by a global car company, but Wirsig wants to see more being done to get plastics out of automobiles and out of waste streams.

“We need to see other materials used. Or use plastics that can be easily dismantled and recovered, such as single polymers,” she said.

According to a new report by Greenpeace, almost 95 per cent of plastic waste in the U.S. last year ended up in landfills, oceans or scattered in the atmosphere in tiny, toxic particles.

Life beyond the scrapyard? How auto visionaries are reimagining car recycling

Red Light camera

It’s September and Toronto’s congested roads are growing busier with buses and parents ferrying children to and from school, adding to the artery-clogging disorder in the morning and afternoon.

Increasingly, the city is turning to automated traffic cameras to help keep Toronto’s drivers in check and improve road safety for everyone.

Canada’s largest city first installed red-light cameras in 2000 as part of the Ontario red-light camera pilot project. Starting with 10 units, the program was expanded over time as statistics showed cameras reduce “angle collisions,” or T-bone accidents, at busy intersections.

“Injuries and fatalities have decreased where red-light cameras were installed. As a percentage, injuries were reduced by 23 per cent and fatalities by 40 per cent,” City of Toronto spokesperson Hannah Stewart said.

“As part of the city’s Vision Zero Road Safety plan, it is critical that the city continues to take action to eliminate fatalities and serious injuries at signalized intersections by implementing and maintaining existing safety countermeasures.”

Vision Zero prioritizes the safety of vulnerable road users, including pedestrians, school children, cyclists and motorcyclists, with several comprehensive, data-driven initiatives. Ever-vigilant cameras play an outsized role in the plan.

Red-light cameras detect and capture images of vehicles entering an intersection while facing a red signal. The digital photos are reviewed by provincial offence officers and tickets are mailed to the owner of the vehicle, regardless of who was driving. The program is focused on altering driver behaviour to decrease red-light running and enhance safety.

Upon conviction, the only penalty is a fine, typically $325. No demerit points are involved, nor will anyone’s driving record be impacted because the technology cannot discern the identity of the driver.

“The city is not currently investigating options to identify individual drivers using the red-light camera system,” Stewart said in an email.

Intersections are selected for camera monitoring based on collision data at each location, including fatalities and injuries. The cameras are permanently installed, and signs are posted to inform motorists of red-light cameras in operation (there is a map showing their locations on the Toronto.ca website).

<img class="size-full wp-image-171302" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/wh-SpeedCamera-Bayview-Sept10-scaled.jpg" alt="Red Light Camera" width="2560" height="1704" />

The busiest cameras in 2021 were at Bayview Avenue and Truman Road in North York where 3,679 convictions were recorded. The intersection at Kennedy Road and Highway 401 in Scarborough gets a special mention because the 2,664 convictions last year were less than half of the 5,641 tickets issued in 2018, demonstrating that cameras can be a deterrent.

A common perception of drivers is that many red-light cameras are broken and can’t record offences. Stewart sets the record straight.

“The percentage of cameras offline averages around five per cent,” she said. “The city has a rigorous program in place for maintaining red-light cameras and is modernizing the cameras to reduce maintenance and downtime. The number of cameras offline is typically highest in the summer when nearby construction impacts their use.”

A red-light camera is often turned off near construction activity for the safety of the equipment and the workers; for example, when the electrical wires that power the camera are part of an excavation site. Cameras may also be removed temporarily so that they’re not damaged by construction equipment.

Red-light cameras also are used to enforce another rule of the Highway Traffic Act, which states that vehicles can turn right on a red light only after coming to a complete stop. The technology senses when a vehicle is turning and will issue a ticket if the car doesn’t come to a full stop at a red light before making the turn, said Stewart.

With red-light cameras keeping vigilance over busy intersections, the City of Toronto explored the idea of installing automated speed enforcement cameras in the vicinity of school zones to capture speeders. The Ontario government passed enabling regulations allowing municipalities to operate an Automated Speed Enforcement (ASE) program in 2019.

ASE uses a camera and a measurement system to detect and photograph vehicles travelling faster then the posted speed limit. The evidence is processed at a central facility and the only penalty is a fine, often as little as $105.

As with red-light cameras, no demerit points are issued by the Ministry of Transportation, nor will the registered owner’s driving record be impacted. However, vehicles that have exceeded the posted speed limit by 50 kilometres per hour or more will see a summons issued to the registered owner to appear before a Justice of the Peace.

Fifty ASE systems are installed in community safety zones adjacent to Toronto schools, with two allocated per ward to ensure even distribution. Locations are chosen based on data that compares speeding and collision incidence rates.

Unlike red-light cameras, speed cameras change locations every three to six months, providing an opportunity to address a greater number of areas with safety concerns. Residents can request a speed camera in their neighbourhood should they feel speeding is an issue. “Coming soon” warning signs are posted 90 days before ticketing begins at any new location.

The proliferation of both red-light and speed cameras has pundits claiming that the program is all about boosting revenue for the city and not about improving safety. Not so, said Sean O’Connor, director of TicketSave.ca, a paralegal service.

“It’s good governance. The use of cameras helps motorists become better, safer drivers because getting photographed is not as intrusive as being charged by the police under the Highway Traffic Act, so you’re getting a second chance to do better,” O’Connor said.

It’s an interesting perspective from the owner of a business that doesn’t profit from the growth in traffic cameras, since clients don’t see much need to challenge fines in court.

“It’s not about punishment. The intended purpose is to improve driver behaviours. As the father of two young girls, I’m glad the cameras are out there,” he said. “And I’m a driver, too.”

In their first year of operation, Toronto’s 50 speed cameras issued a total of 227,322 speeding tickets, generating more than $23 million in revenue – although the cost of the technology and the staffing to process the tickets made it a zero-sum game. Still, it hasn’t deterred city council from ordering 25 more cameras to be installed next year.

Does O’Connor have any tips for motorists who want to avoid receiving a gotcha photo and ticket in the mail? “Yes, leave five or 10 minutes early. It costs you nothing, but you save gas and insurance – and maybe a life.”

Red-light and speed cameras are helping keep Toronto streets safe

2019 audi q5 exterior front

Leave it to the crack legal team at the International Olympic Committee (IOC) to sue any enterprise that attempts to cash in on its worldwide brand.

The IOC owns numerous Olympic-related trademarks, including its interlaced ring symbol, flag, anthem, motto, mascots and more. There’s good reason for the aggressive “logo cop” policing: the astronomical cost of corporate sponsorship compels the IOC to prevent counterfeit “ambush” marketing.

Pet owners who tried to advertise their Ferret Olympics got served with a cease-and-desist letter. So did German automaker Audi.

The Olympic organizing committee tried to sue Audi in 1995 to keep the auto brand off the air because its logo is similar to the Olympic rings. The IOC lost, due to the fact the automaker’s logo is almost as old as the Olympic symbol and born of another purpose.

Its four-ring logo depicts four car companies – Horsch, Audi, Wanderer and DKW – that merged in 1932 to form Auto Union. The logo was originally used on the company’s racing cars and it wasn’t until 1949 that the rings graced Audi’s consumer models.

One of the popular Audi models wearing the rings today is the Q5 midsize sport utility. The second-generation model, redesigned for 2018, was drawn just a little crisper, a subtle evolution that masked important changes under the sheetmetal.

The Q5 utilizes the automaker’s MLB Evo platform underpinning the latest A4 sedan, making the SUV incrementally longer, wider and taller to provide more room for rear-seat passengers and cargo. The main advantages of the new chassis is lighter weight and better ride and handling characteristics. Unlike numerous other crossover SUVs, Audis feature a longitudinal engine orientation, rather than mounting it sideways.

Headroom, shoulder room and hip room are generous front and back, and there’s plenty of legroom at the rear seats. Cargo capacity is almost par for the class, although the rear seatbacks don’t fold flat. Slender roof pillars provide decent outward visibility and the view out the back is good. The placement of the infotainment screen is excellent, being in the driver’s line of sight.

True to the marque, the Q5 benefits from impeccable assembly and shows off sumptuous cabin materials in every trim level. The weight and click of the switchgear exemplify Audi’s attention to detail. Significantly, the second-gen models are made in Mexico and not Germany. If there’s a niggle, it’s that some owners found the optional sport seats to be a little too firm and confining.

“I have never sat in a car seat that is so uncomfortable. It’s okay for about 30 minutes, after that it becomes painful. The seat has hard bolsters and is not very wide. I had to purchase a gel pad to put on top of the seat,” one Q5 owner posted online.

Unlike the outgoing model, the 2018 Q5 is limited to one powertrain: Audi’s familiar 2.0-L four-cylinder turbocharged engine, reworked to produce 248 horsepower and 273 pound-feet of torque, married to a seven-speed, dual-clutch automatic transmission. It’s sufficient to give the Q5 a maximum towing capacity of 2000 kg (4,400 lbs) when properly equipped.

All-wheel drive is standard. New that year was Quattro with Ultra Technology, co-developed with Canada’s Magna, which improves efficiency by decoupling the driveshaft to the rear wheels when all-wheel traction is not needed. The system is able to re-engage power to the rear tires within milliseconds of the system detecting slip, or the driver accelerating aggressively.

The performance-oriented SQ5 variant uses a 3.0-L Miller-cycle-capable V6 with a single mono-scroll turbocharger. Output is pegged at 354 hp and 369 lb-ft of torque (at just 1370 rpm). It retained ZF’s conventional 8-speed automatic, and unlike the Q5, the SQ5 features full-time, rear-biased all-wheel drive.

<img class="aligncenter size-full wp-image-171132" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2019-audi-q5-dash-scaled.jpg" alt="2019 Audi Q5" width="2560" height="1707" />

Subsequent model years saw some premium features, such as a smartphone charging pad, trickle down to lower trims. The Q5 received a mid-cycle refresh for 2021 that included an updated grille, front and rear bumpers, new 18- and 20-inch wheel designs, and revised headlamps and taillights.

Under the hood, the 2.0-L turbo four-cylinder earned a 13-hp boost to 261 horsepower, along with a 12-volt, mild-hybrid electric system. All 2021 models got a new 10-inch display with updated infotainment software and a host of driver-assistance features, including lane-departure warning, front and rear parking sensors, and blind-spot monitoring.

Also new for 2021 is the Q5 Sportback model, which sees the roof swoop down after the B pillar to give it a more sporting “coupe” profile. The rear window is at more of an angle, too, which compromises cargo capacity a smidge. Reportedly, rear headroom is reduced by less than 2 cm. There’s also an available Q5 plug-in hybrid that couples the 2.0-L engine to an electric motor for a combined system output of 362 hp and 369 lb.-ft. of torque.

Driving the Q5 is a treat. The turbo four is muscular enough for a 5.8-second run from zero to 97 km/h, providing plenty of punch while maintaining smooth, no-fuss delivery. The updated 2021 version shaved a third of a second off that time with its revised output (the SQ5, by comparison, can accelerate to highway velocity in 4.8 seconds). Audi’s dual-clutch automatic transmission shifts quickly, but when coasting to a stop at low speeds drivers noticed the occasional subtle clunk as the transmission shifts into the lowest gear.

The steering is accurate and lightly weighted, but provides little discernible feedback from the front wheels. The suspension is well damped and imparts a stable feeling no matter the road conditions. It soaks up bumps quite well, and passengers will be comfortable on all but the roughest roads. Cabin noise is commendably low, endemic to the premium German brand.

“Looked and drove all the premium SUVs – Alfa Romeo to Porsche – and could not find a better all-around performer than the Q5,” one owner noted online.

<img class="aligncenter size-full wp-image-171133" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2018-audi-q5-interior-rear-seat-scaled.jpg" alt="2018 Audi Q5" width="2560" height="1707" />

OWNERS TALK RELIABILITY

Audi Q5 drivers adore the sport ute’s responsive and efficient powertrain, impeccable road manners and exquisite tailoring inside. However, the Q5 lacks the additional cargo capacity of its competitors, and there are a few ergonomic faux pas, including awkward cupholder placement and narrow sport seats.

Mechanically speaking, the Q5 benefits from all of the automaker’s latest engine and tech innovations, but know that Audis still exhibit occasional faults that might surprise and frustrate former owners of Japanese brands. A case in point is unsettling reports of sudden engine shutdown while driving.

“‘Gateway control module J533: water in control module, corrosion in connector, causing fuse for gateway control unit to blow,’” one owner recounted Audi’s diagnosis. “We were told by the dealer that ‘liquid must have spilled into area behind rear seats.’ Nobody was recently sitting in the rear seat. This was a $3,200 repair not covered under warranty.”

Audi issued a recall of the module, which is located directly under the rear bench, but apparently the remedy is not good enough to prevent it from shutting down at speed. A U.S. class action lawsuit alleges that the plastic bag dealers wrap around the J533 module promotes condensation that disrupts the module’s functions.

Somewhat related to the module faults are reports of leaking sunroofs that allow water to infiltrate the cabin – and the electronic components in some instances. Some have had their sunroof assemblies completely replaced, while others have had adjustments made.

Some drivers noticed that Audi’s Pre-sense automated braking system is too sensitive, applying the brakes spontaneously and without reason, risking a collision from behind. A few experienced a power-steering malfunction that left the Q5 difficult to steer. Others found the infotainment system needlessly complex, requiring numerous steps to perform simple functions, and the voice commands didn’t always work.

In summary, the Audi Q5 is a handsome and refined premium sport-utility that may emphasize sport over utility – given the smallish cargo area and shortage of storage pockets families crave – but it’s true to form when it comes to making short work of long distances. Unfortunately, less than reliable electronics have rendered the Q5 a bit of a gamble in the used luxury crossover segment.

2018-2022 Audi Q5

BODY STYLE: Five-passenger midsize crossover SUV

DRIVE METHOD: Front-engine, all-wheel drive; seven-speed automated transmission

ENGINE: 2.0-L turbo four (252 hp, 273 lb-ft); SQ5: 3.0-L turbo V6 (354 hp, 369 lb-ft)

FUEL ECONOMY: (Premium) 10.3/8.1/9.3 L/100 km city/highway/combined

CARGO VOLUME: 725 litres (25.6 cu ft)

TOW RATING: 2000 kg (4,400 lbs)

PRICE: $38,000 (2018); $54,000 (2021)

WEBSITE: <a href="http://www.audi.ca">www.audi.ca</a>

Buying Used: 2018-2022 Audi Q5

wh-SmartLights-July30

Automobiles have benefited from remarkable advances in technology over the past 100 years – just compare a Ford Model T with today’s Mustang Mach-E. Yet the system of timed lights that controls traffic flow remains stuck in the past.

Traffic signals haven’t changed much since the first electric traffic light was installed in Cleveland, Ohio, in 1914. The earliest ones employed only red and green lamps; a yellow light was added in 1920 to give motorists time to stop safely.

Mechanical timers were soon added to the signals, relieving traffic officers from the drudgery of changing the lights manually. Thanks to the egg-timer-inspired innovation, New York City was able to reassign most of its 6,000 traffic cops, saving the city more than $12 million in the 1920s.

The technology didn’t advance much for decades after that, even while traffic volumes grew exponentially.

Toronto became the first city in the world to introduce computer-controlled traffic lights in 1964. The floor-to-ceiling Sperry UNIVAC 1107 computer gradually took over all traffic signals in the Toronto area by 1970, which significantly improved vehicular flow without the expense of widening streets and intersections.

Computerized traffic signalization has been a benefit for cities managing heavy traffic volumes, but motorists recognize its limitations. Anyone who has waited at a red light at 1 a.m. with no other cars in sight knows the frustration of dealing with obsolete computer programming.

All of that is poised to change.

NoTraffic is an Israeli start-up that intends to revolutionize how traffic can move more efficiently. The company’s platform utilizes machine vision, cloud and edge computing, vehicle-to-everything (V2X) connectivity – technology that allows your car to “talk” to things around it – and the Internet of Things (IoT), which allows everyday objects to exchange data and information. It was named one of “Time” magazine’s 100 most influential companies of 2022.

“We have IoT in our refrigerators, so why not in our streets where there are life-and-death situations?” said Tal Kreisler, co-founder and CEO of NoTraffic. “The urban environment has become more complex and dynamic. Congestion is the by-product of an unmanaged network. We can do better.”

Already adopted by several cities in California, Arizona and Texas, NoTraffic uses sensors and artificial intelligence (AI) to monitor traffic and adjust traffic lights in real time to bring about more efficient movement of people and vehicles.

In one case study, conducted in Redlands, Calif., the platform was shown to reduce traffic congestion in an intersection by up to 50 per cent, cutting 33 tons in carbon dioxide emissions and saving 2,700 hours of delays during a one-year period.

<img class="alignnone size-full wp-image-169927" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/shutterstock_1756194506-scaled.jpg" alt="smart intersections" width="2560" height="1440" />

NoTraffic’s platform relies on IoT sensors installed at eye level at each intersection using machine vision and radar to classify all road users, including bicycles, scooters, pedestrians, cars, heavy trucks, transit and emergency vehicles. “Connected” vehicles that already use autonomous technology can integrate directly with the platform.

“IoT devices are processing all the real-time data using AI algorithms with the end result of increasing safety and efficiency of movement,” said Kreisler. “It’s like a huge chess game.”

Founded in 2017, NoTraffic recently announced its expansion into Canada, teaming up with Rogers Communications and its wireless 5G network.

Its first Canadian pilot project is in Vancouver. The technology is being installed at multiple intersections and roundabouts and the company is working with the city, Rogers and the University of British Columbia to improve road coordination, safety and environmental sustainability. The partnership will contribute to Vancouver’s goal of cutting the city’s carbon footprint in half by 2030.

“With its history of embracing innovation, Canada is a priority market for NoTraffic and the ideal location for the next step of our expansion,” Kreisler said.

While optical devices are used, Kreisler said that privacy is maintained, since the technology does not collect identifying information or perform facial recognition or licence plate reading. Installed in existing traffic light cabinets, the system calculates variables and adjusts the signalling to match the traffic in real time. This data is also passed along to other nearby intersections to help it understand the flow of traffic and adjust according to needs.

“The IoT technology is making real-time decisions without human intervention,” said Kreisler. He said traffic planners can still, for example, set priorities for the system, such as giving pedestrians or transit vehicles higher priority.

“We are transforming low-tech infrastructure to support modern demands,” said Kreisler. NoTraffic can retrofit an intersection with its “plug and play” technology in a matter of hours.

Since the Vancouver pilot got underway, Kreisler said NoTraffic and Rogers have received strong interest from several Canadian cities, with more projects launching soon – just not in Canada’s largest city.

Toronto’s Transportation Services division recently made the transition to the Sydney Coordinated Adaptive Traffic System (SCATS), an AI-based solution developed by Australia’s New South Wales government. It was installed as part of the Smart Signals program identified in Toronto’s MoveTO action plan.

“SCATS is a prominent AI traffic signal solution used by many jurisdictions in North America and the world,” Hakeem Muhammad, a transportation spokesperson for the city, said in an email.

Rather than classify and assess all road users, SCATS gives priority to transit and emergency vehicles to make Toronto’s streets safer. According to the SCATS website, the system relies on modified timing plans and traditional pedestrian pushbuttons and road-embedded sensors and not the optical and radar systems used by NoTraffic.

“Following a thorough investigation of a number of AI traffic signal solutions, SCATS was a front-runner as it’s able to manage the city’s Vision Zero safety requirements better than other solutions,” said Muhammad.

&nbsp;

Instead of timed lights, this company is using AI to keep traffic moving

2022 Chevrolet Silverado LT

Retired Toronto Beach resident Karl Nicholson was looking forward to receiving his brand-new Genesis GV70 sport utility after a predictably long wait – but he wasn’t prepared for the letter that preceded its arrival.

“(We are) optimizing microchip usage in select Genesis models so that our guests can get behind the wheel as soon as possible,” the letter read. “While vehicles were previously specified to include Highway Driving Assist II, this has had to be replaced with Highway Driving Assist.”

Essentially, Genesis downgraded Nicholson’s SUV with fewer high-tech features, such as lane-change assistance, in an effort to save microchips.

“The letter stated that my Genesis Experience Manager could explain my options regarding the revised specifications,” Nicholson says. He was hoping to negotiate a nominal discount or even free floor mats – but no such luck. “They told me my options were: ‘Take it or leave it.’”

Nicholson took delivery of his sport ute in April, and while he’s more than happy with its performance and comfort, the dealership has been disappointing. Nicholson admits he’s “not overly tech savvy,” but when his at-home demonstration of the GV70’s controls was cut short, the promised follow-up lesson never happened.

“My rep never found the time to complete my orientation,” he recalls. “I had to resort to watching YouTube videos to learn about my car’s complicated controls and menus.”

Nicholson’s unsatisfactory ownership experience is not so uncommon these days.

J.D. Power’s 2022 U.S. Initial Quality Study (IQS) reveals ongoing upheaval caused by the pandemic, including supply-chain issues and long delivery delays, contributed to new-vehicle complaints reaching a record high in the research firm’s latest benchmark study.

Compared with last year’s IQS – which surveys owners of new vehicles 90 days after purchase – the auto industry experienced an 11 per cent increase in problems per 100 vehicles (PP100), with an industry average of 180 PP100. The average was just 93 PP100 in pre-pandemic 2019. Only nine of 33 ranked brands improved in initial vehicle quality this year.

“Given the many challenges automakers and their dealers had to face in the past year, it’s somewhat surprising that initial quality didn’t fall even more dramatically,” says David Amodeo, director of global automotive at J.D. Power.

“Supply chain disruption, especially the shortage of microchips, has caused automakers to seek alternative solutions to get new vehicles into purchasers’ and lessees’ hands,” he adds. “In some cases, new vehicles are being shipped without some features installed. Communication with them about the changes in feature availability, as well as when such features will be reinstated, is critical to their satisfaction.”

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/07/JD-power-survey-scaled.jpg"><img class="alignnone size-full wp-image-169561" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/JD-power-survey-scaled.jpg" alt="JD Power IQS 2022" width="1921" height="2560" /></a>

Now in its 36th year, the IQS surveyed 84,165 U.S. purchasers and lessees of new 2022 model-year vehicles. The study is based on a 223-question survey organized into nine categories: infotainment; features, controls and displays; exterior; driving assistance; interior; powertrain; seats; driving experience; and climate. The study is designed to provide manufacturers with robust data to guide product quality improvements.

So who ranked on top in terms of initial quality? Surprisingly, the top three automotive brands were all domestic: Buick, Dodge and Chevrolet, with Genesis coming fourth as the first-ranked premium brand, followed by Kia, which has dominated the ratings in the recent past.

J.D. Power points out that “mass market” brands like Chevrolet and Kia average 175 PP100, while premium (luxury) brands are 12 per cent more troublesome, as a segment, at 196 PP100. Luxury brand buyers typically have more technology in their vehicles and the added complexity increases the likelihood of headaches.

The numbers bear that out at the other end of the spectrum, where expensive luxury brands congregate in the basement of the rankings. Chrysler – which only sells the Ontario-built 300 sedan and Pacifica minivan – had the highest score at 265 PP100, followed by Volvo (256), Maserati (255), Audi (239) and Volkswagen (230) all accumulating more issues than the study average of 180 problems per 100 vehicles. A higher PP100 score is equated with lower quality and poorer ranking.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/07/651057_20220427_Polestar_2-scaled.jpg"><img class="alignnone size-full wp-image-169559" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/651057_20220427_Polestar_2-scaled.jpg" alt="Polestar 2 JD Power" width="2560" height="1920" /></a>

The most unexpected survey result may be this: Battery-electric vehicles and plug-in hybrid vehicles (PHEVs) are more problematic than conventional gasoline-powered vehicles (240 PP100 for electric versus 173 for gasoline) at least in initial quality. Volvo’s all-electric Polestar brand was the worst performer at 328 problems per 100 vehicles.

J.D. Power notes Tesla models average 226 PP100 and are calculated separately from the electric-car average because the predominance of Tesla vehicles could obscure the performance of electric models made by legacy automakers such as Ford and Chevrolet.

Auto shoppers looking for affordable, quality buys may want to look at the Kia Rio and Forte, Buick Encore, Chevrolet Malibu and Equinox, Nissan Murano, Toyota 4Runner and Chevrolet Silverado pickup – all IQS top-rated models in their segments.

Still, consumers ought to take the IQS results with a grain of salt, since the survey tallies problems after just 90 days of ownership. The study may reveal more about design and software hiccups – such as fussy Bluetooth connections – than it does about product quality. For that, consumers should pay closer attention to <a href="https://www.wheels.ca/news/hyundai-kia-and-genesis-rank-at-the-top-of-the-2022-j-d-power-dependability-study" target="_blank" rel="noopener">J.D. Power’s Vehicle Dependability Study (VDS)</a>, released every February.

VDS provides a more in-depth examination of the vehicle-owner relationship after three years, which typically documents more serious quality issues, such as poor-performing transmissions. In this year’s VDS, Kia ranks highest in vehicle dependability with a score of 145 PP100, followed by Buick (147 PP100), Hyundai (148), Genesis (155), Toyota (158), Lexus (159) and Porsche (162).

In addition to examining the quality of automobiles and light trucks, J.D. Power measures assembly line quality in those plants that build U.S.-bound vehicles. General Motors’ plant in San Luis-Potosi, Mexico, which produces the Chevrolet Equinox and the GMC Terrain SUVs, received the Platinum Plant Quality Award as the best in the world.

Canada’s assembly lines ranked high in the ratings, as well. Honda’s plant number 2 in Alliston, Ontario, earned a silver award for its assembly quality of the Honda CR-V compact crossover. GM’s CAMI plant in Ingersoll, Ontario, which also produces the Chevrolet Equinox, earned a bronze award.

GM, Dodge top Initial Quality Survey for 2022, Polestar ranks lowest

2020 Mazda CX-3 used main

How much do car shoppers absorb during a test drive?

Realistically, they’ve got their eyes locked on the road, trying to avoid a collision in the dealer’s shiny demonstrator while the sales rep rambles on about the entertainment system.

How else to explain the genuine surprise buyers of the Mazda CX-3 express when they realize that they’ve bought something that’s way too small for their needs?

“Trunk barely fits a carry-on suitcase. The back seat feels like the third row of a much larger vehicle and is fit for a small child,” reads an online remark by a remorseful buyer. “If you don’t like little footprints on the back of the front seats, then this car is not for you.”

“The CX-3 has almost no functional front storage areas – the cupholders are underneath a squeaky, creaky, cheap plastic armrest, which is in the driver’s way whether it’s raised or lowered,” another owner commented.

Needless to say, shoppers should try both the front and back seats before they buy, and check out the cargo area. Bring a measuring tape, if needed. You shouldn’t realize weeks after bringing it home that you bought a car that’s too small.

There’s a good reason why the CX-3 feels cramped: it’s based on the diminutive Mazda2 hatchback, a “supermini” that sold well in other parts of the world, but not so much here. Its front-wheel-drive platform also underpinned Ford’s Fiesta, another tiny car many North Americans had trouble living with.

When it came time to replace the Mazda2 in 2016, the automaker recast the 2 as a subcompact SUV that could go wheel-to-wheel with the <a href="https://www.wheels.ca/reviews/buying-used-2016-2019-honda-hr-v">Honda HR-V</a> and Subaru Crosstrek in a lucrative market segment that sells tidy hatchbacks jacked up with optional all-wheel drive. It was the perfect solution for a small automaker trying to stay relevant and profitable.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2020-Mazda-CX-3-used-main-scaled.jpg"><img class="alignnone size-full wp-image-169420" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2020-Mazda-CX-3-used-main-scaled.jpg" alt="Mazda CX-3 buying used" width="2560" height="1708" /></a>

Size-wise, the CX-3 is about 19 centimetres shorter and 3 cm narrower than the popular Mazda3, but it’s 9 cm taller – which provides some gains inside. The space up front is good for two grown adults, although the car’s skinny width feels pinched. The rear split-folding bench is largely akin to a penalty box; it’s almost cruel to fit three seatbelts there. Consider it a timeout space for kids and dogs. And there’s merely 402 litres of cargo space behind the rear seats or 1,484 litres with the rear seatbacks folded down; competitors offer more.

Beyond the space restrictions, the cabin is nicely executed with a sleek dashboard that projects some stylish sophistication on a Walmart budget. The front seats provide outstanding comfort for this segment, with pleasantly firm support for long trips and good lateral bolstering for spirited drives. Interior materials are high quality and assembly is very good in this made-in-Japan import (Mazda sources many of its models there).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2021-Mazda-CX-3-used-interior-scaled.jpg"><img class="alignnone size-full wp-image-169418" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2021-Mazda-CX-3-used-interior-scaled.jpg" alt="Mazda CX-3 buying used" width="2560" height="1810" /></a>

Stylists went with a single round instrument bezel, which gives the panel an odd cyclops look. All trims feature a 7-inch touchscreen interface with crisp graphics and a handy controller knob on the centre console, though some ordinarily simple tasks, such as switching between satellite radio stations, require multiple steps to accomplish.

In keeping with the CX-3’s budget mission statement, it’s offered with just one powerplant: Mazda’s Skyactiv low-friction 2.0-L four-cylinder engine rated at 146 horsepower with a matching 146 pound-feet of torque. A conventional six-speed automatic was the sole tranny originally, but a six-speed manual gearbox appeared in the front-wheel-drive GX model starting in 2018. All-wheel drive is offered as an option on all trim levels.

On the safety front, the CX-3 scored the highest “Good” rating in crash testing by the Insurance Institute for Highway Safety and it earned the IIHS Top Safety Pick when equipped with optional LED headlights and Smart City automated braking. The U.S.-based NHTSA government agency also anointed it with its top five-star safety rating.

The CX-3 received some worthy upgrades for the 2018 model year. In addition to the new manual transmission, the suspension was revised to improve handling and ride quality, while added sound insulation made the little ute quieter. It also gained Mazda’s standard G-Vectoring Control, which automatically reduces torque to the drive wheels to enhance handling in dicey situations.

The updates continued in 2019, when the CX-3 got a minor refresh inside that saw the mechanical handbrake replaced by a pushbutton electronic parking brake that opened up room for a centre armrest and storage bin. Tweaks to the engine resulted in two more horses under the hood (for a total of 148 hp), although torque remained unchanged. For 2020, models got more standard safety tech and convenience features, including Apple CarPlay and Android Auto.

U.S. dealers dropped the CX-3 after 2021, while Canadian stores continue to sell 2022 models, though likely not for long. Shoppers are turning their attention to the all-new CX-30, a more spacious and feature-packed subcompact crossover based on the Mazda3 rather than the aging Mazda2 platform.

DRIVING THE CX-3

For all the harping about the confined cabin, the CX-3 redeems itself on the road. It’s one of the most fun-to-drive vehicles in its segment because it has some of the Miata roadster’s DNA that Mazda injects into all of its models. Notably, engineers worked overtime to pare any excess weight in the chassis. Lotus Cars founder Colin Chapman would be proud.

Handling is exemplary thanks to precise electric steering and nimble reflexes – despite being saddled with a simple torsion-bar suspension at the rear instead of a fully independent suspension. The ride is on the firm side with the optional lower-profile 18-inch tires, so shoppers with sensitive tushes may want to seek out models with the standard 16-inch wheels.

Zero to 97 km/h takes 8.2 seconds, which is slightly better than average for the subcompact crossover segment, but drivers notice it gets bogged down when all the seats are occupied. The 2.0-L engine also turns a little coarse above 4,000 rpm, but it’s decently quiet at highway speeds. Both the automatic and manual transmissions are at the top of their game; the latter would not feel out of place in the Miata.

The emphasis on a lightweight chassis pays dividends at the gas pump. Owners report an average 8 litres/100 km (35 mpg) in real-world driving conditions, which is very good, although some might expect more given how small the CX-3 is. One shortcoming is the car’s teeny fuel tank – just 45 litres – which results in a relatively short range between fill-ups.

OWNERS TALK RELIABILITY

Mazda CX-3 owners rhyme off the crossover’s engaging driving characteristics, appealing design and impressive fuel economy as their reasons for buying. Expressed negatives include the cramped rear seating, poor visibility to the rear thanks to large headrests, and below-average cargo space that wouldn’t satisfy even the smallest of families.

More good news comes in the form of exceptional reliability – which is always top-of-mind for used-car shoppers. There are relatively very few complaints involving mechanical issues in our scan of owners’ online remarks. The most common gripe has to do with the air conditioning system, which can lose its cool over the long run.

“Warm air from the climate control vents. Car is under 72,000 kilometres and needs a new evaporator,” one owner of a 2017 model posted. “Most cars will never need a new evaporator, especially one that is under four years old.” As luck would have it, air conditioning repairs are expensive post-warranty.

The 2019 CX-3 was part of a Mazda recall of more than a half-million Denso fuel pumps that could suffer failures from the impeller becoming deformed from fuel absorption, causing the pump to fail. A U.S. class-action lawsuit seeks to have the recall widened to include many more model years of various Mazdas, including the CX-3.

Owners of 2016 and some 2017 CX-3s found moisture in their headlamps, noting that the sealed units aren’t all that well sealed. Most were repaired under warranty and later models don’t appear to have the issue. Other weaknesses, reported in small numbers, include easily cracked windshields (a Mazda scourge) and infotainment screens that lock up. That’s it.

Overall, the CX-3 is a distinctive subcompact crossover with its evocative exterior styling and athletic driving reflexes. Perhaps it’s taken after the Miata sports car a little too much, and gave up a tad too much practicality. One thing’s for certain: be sure to try one on for size before you buy.
<h3>2016-2022 Mazda CX-3</h3>
BODY STYLE: Five-passenger subcompact crossover SUV

DRIVE METHOD: Front-engine, front- or all-wheel drive; 6-speed manual or automatic transmission

ENGINE:  2.0-L four cylinder (146 or 148 hp, 146 lb-ft)

FUEL ECONOMY: (Regular) 8.6/7.4/8.0 L/100 km city/highway/combined

CARGO VOLUME: 402 litres (14.2 cu ft)

TOW RATING: NA

PRICE: $21,000 (2016); $27,500 (2021)

WEBSITE: <a href="http://www.mazda.ca">www.mazda.ca</a>

Buying Used: 2016-2022 Mazda CX-3

wh-UsedEVs-June18

With gasoline and diesel prices reaching for the stratosphere, motorists are reassessing their relationship with fossil fuels and giving electric vehicles a closer look.

But with few new electric vehicles on dealer lots due to supply-chain issues, more consumers might consider kicking the tires on used examples. Purchasing any second-hand car is fraught with trepidation, but gauging a used EV comes with a whole new vocabulary, along with questions and concerns.

Keep in mind that what we’re talking about are vehicles that run solely on electric energy stored in a battery pack – there’s no gas engine to assist propulsion the way gas-electric hybrid vehicles and plug-in hybrids work.

So, what does a potential buyer need to consider when it comes to EV technology, battery longevity and hidden drawbacks?

The number one question used EV shoppers ask has to do with the remaining life of the powertrain battery, since replacing it will cost $15,000 to $20,000, or even more. Fortunately, EV battery warranties typically cover eight years of use or 160,000 kilometres and are transferrable to the second owner. But there are limitations.

“Automakers’ new EV warranties on batteries allow 30 to 40 per cent degradation before approving a claim for replacement batteries,” said George Iny, president of the Automobile Protection Association consumer group. “There are now extended warranties for EVs, but they exclude battery degradation, which is considered wear and tear.”

Studies show EV batteries actually degrade very slowly – even in the 2011 Nissan Leaf, one of the first EVs to sell in large numbers. According to a 2015 report by Warranty Direct, out of 35,000 Leafs sold in Europe, just three experienced a battery failure, compared to a failure rate 25 times higher for gasoline-powered cars.

Still, the prospect of spending $15,000 to replace the battery would give any car shopper heartburn, which is why Iny recommends a pre-purchase inspection before buying a used EV.

“Specialized shops can do a battery check using a scanner plugged into the OBD (on-board diagnostics port) or verified using the dash function. Leaf buyers can use the Leaf Spy app. Tesla has no OBD port, you will need a wireless connection,” Iny said. “The Hyundai and Kia battery health monitor is optimistic; it will show zero battery degradation after two or three years in service.”

As more EVs populate Canada’s streets, there are other battery options available for motorists on a budget.

“There are aftermarket solutions – essentially the cells from an old battery pack are tested individually and the dead ones replaced with other used ones. There are shops that can replace dead nickel metal hydride cells individually, but even a complete battery pack is reasonable, about $2,000,” Iny said. “That’s cheaper than a gas engine.”

Iny suggests consumers look beyond the issue of battery life, especially since most used EVs will “likely run a long time at 70 per cent of their original capacity, like an old cellphone.” A U.S. government lab concluded EV batteries could last eight to 12 years in extreme climates such as Canada’s before requiring replacement or renewal.

Surprisingly, Iny said that electric vehicles are not less troublesome than the best gasoline-powered models – despite the fact EVs have fewer moving parts and no complex systems such as pollution controls and 10-speed automatic transmissions.

Other concerns

So, what else deserves scrutiny under the hood of an EV? Apparently, corrosion can be an issue.

“We’re already seeing galvanic corrosion due to different metals in direct contact on some models,” Iny said. For example, galvanic corrosion in the BMW i3 is caused by the interaction of metal fasteners and an aluminum housing. In other models, critical battery pack connections may be susceptible to corrosion.

Cabin heaters are another weakness. There are two types: a resistance heater (like your toaster) or a heat pump. Iny said the latter is more efficient until minus-10-degrees Celsius, when it has trouble keeping the cabin warm enough for occupants. The Nissan Leaf, Tesla Model 3 (now resolved) and the new Ford Mustang Mach-E have issues with their heat pumps, he said. Many EVs may have both types depending on the model year and trim level.

On-board charger failures are not unusual in some brands, and they’re pricey to repair or replace. By contrast, electric motors are very reliable; after all, the basic design goes back almost 200 years.

“The only brands the Automobile Protection Association has recorded failures of the electric motor are Hyundai and Kia, usually in the first 18 months and replaced under warranty,” said Iny, adding that the motors are known for failed bearings in small numbers.

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Don’t forget that EVs are still cars beyond their advanced propulsion systems, meaning they have suspension and steering components that can wear out. And like any used vehicle, inspect it for collision damage – use a magnetic or electronic paint meter to check for uniform paint thickness across all metal panels.

A more general concern has to do with the support available to owners of EV models that are no longer made, such as the Ford Focus Electric. Getting parts for any EV these days is not so easy, with the wait for parts likely being longer than for conventional vehicles, Iny said.

Perhaps most disconcerting is the fact that electric vehicles – new or used – are in high demand and command higher prices.

“A late-model used Tesla Model 3 or Y will probably sell for more than it sold new,” Iny said. “All Teslas hold their value very well, and high mileage examples are not heavily discounted like European and domestic luxury cars.”

On the other hand, shop the mainstream brands like Nissan and Chevrolet, and you may find an unexpected bargain.

“The Nissan Leaf is the most widely available used EV for the broadest range of prices. The Chevrolet Spark EV is cheap and cheerful with limited range. Both are a good runabout for a two- or three-car household.”

Considering a used electric vehicle? Here is what you need to know before you buy

Orchard,,Singapore,July,26,2021,-,Electric,Cars,Have,Become,Increasingly

Professional photographer Stephanie Lake credits her experience with her reliable Toyota Prius for giving her the confidence to graduate to the fully electric Tesla Model 3 she drives today.

“I learned with the Prius that new technology needn’t be scary,” she recalls after she traded in her thirsty Mazda6 for the gas-electric hybrid hatchback. “It was even more fuel-efficient in stop-and-go city traffic than on the highway because it draws on the battery.”

It was her son Stephen who encouraged her to take the next step and go all-electric with a Tesla. She balked, not wanting to spend $80,000 on an opulent Model S, until she heard that the upstart automaker was launching the more affordable Model 3.

“There’s a misconception that Teslas are luxury vehicles for the rich, but in reality, they’re economy cars that cost a lot less to operate than a BMW,” Lake says.

Common misunderstandings about electric vehicles (EVs) have prevented them from becoming more popular more quickly – especially in Canada, which lags behind other industrialized countries in terms of EV adoption.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/tesla-model-3-scaled.jpg"><img class="size-full wp-image-169053" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/tesla-model-3-scaled.jpg" alt="Tesla 3" width="2560" height="1605" /></a>

According to the inaugural Canada Electric Vehicle Consideration Study by J.D. Power, 46 per cent of car buyers say they are “very likely” or “somewhat likely” to consider an EV for their next vehicle purchase, which pales in comparison to the United States, where 59 per cent of consumers say they are ready to go electric.

“It’s a surprising result,” says J.D. Ney, director, automotive practice lead at J.D. Power Canada. “We pride ourselves on being more progressive than our American neighbours. We have an affinity for green technology, which ought to make us more receptive to electric vehicles.”

“There are several unique systemic challenges in Canada upon which manufacturers and policymakers need to collaborate to effectively navigate the transition,” Ney says.

The Canadian-market survey, conducted online this spring, reflects perspectives not just from the minority of vehicle owners who’ve already purchased an EV, but the vast majority who haven’t. The six in 10 consumers (61 per cent) who are unlikely to consider an EV say the steep purchase price is a factor; this compares with only 44 per cent of U.S. consumers who say the same.

The governing federal Liberals are addressing the affordability issue with an incentive program that offers purchasers $5,000 in rebates when buying a new battery-powered electric vehicle as part of their climate change strategy. The program began in 2019 and has been extended until March 2025.

[caption id="attachment_169054" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/nissan-leaf-charging-scaled.jpg"><img class="size-full wp-image-169054" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/nissan-leaf-charging-scaled.jpg" alt="Nissan Leaf" width="2560" height="1707" /></a> Electric car charging point with Nissan Leaf connected. EV parking and recharging station. Lithuania, Kaunas, February 10, 2020[/caption]

While anyone in Canada can access the federal money, some provinces chip in their own rebate while others don’t bother stacking incentives to help bridge the big gap between the price of gas-powered vehicles and more expensive EVs.

Quebec offers the most generous rebate at $13,000 (including the federal cash), followed by New Brunswick, PEI and Yukon at $10,000, British Columbia and Nova Scotia at $8,000, Newfoundland and Labrador at $7,500 and the rest at $5,000 – meaning they don’t top up the federal rebate at all.

When he was elected in 2018, Premier Doug Ford scrapped Ontario’s EV incentive program, which provided up to $14,000 to purchasers, and defended the move by claiming “it only benefitted millionaires who could afford Teslas.”

Beyond the hefty sticker price to get into an electric vehicle in Canada – the Nissan Leaf has the lowest entry price at $37,498 before rebates – there are other factors at play that make EVs less appealing to Canadians.

Limited driving range between charges is cited by 65 per cent of survey respondents who say they are unlikely to consider an EV, compared with 44 per cent of American consumers who answered similarly. Canadians’ trepidation may be attributed to the anxiety of travelling longer distances in remote regions with fewer cities and towns to offer EV support.

In addition, Canada’s colder climate can degrade battery performance, with 44 per cent citing a compromised range in extreme temperatures as a barrier to consideration. Range anxiety has always been a mitigating factor when it comes to EV ownership, although shoppers should know that manufacturers are continually improving battery performance and vehicle systems. The newest EVs can travel farther on a charge than those offered for sale just a few years ago.

“The good news is that EV consideration increases dramatically across a number of metrics once consumers are either better informed on the capabilities of the newest EVs or, better yet, have personal experience with them,” Ney says.

Indeed, the more exposure consumers have to EVs, the more likely they are to consider one as their next vehicle. Likelihood of consideration is just 15 per cent among Canadians who have had no experience with EVs – but the number improves to 22 per cent among those who have been passengers in an EV, and leaps to 42 per cent among those who have driven one.

J.D. Power’s Canada Electric Vehicle Consideration Study will be utilized as an annual industry benchmark for gauging EV shopper consideration. Ney says that in presentations he’s made to manufacturers, he emphasizes “doing whatever you can” to inform consumers about EVs, dispel the myths and get more people to test drive an electric vehicle.

Tesla owner Lake says what may be missing in Canada is a critical mass of EVs visible on streets and highways, like they are in many parts of the U.S., which can motivate curious motorists to take a closer look.

“There’s a domino effect when there’s a lot of Teslas on the road,” she says. “Most people I talk to say they know their next car will be electric” – despite the fact that cost, climate and range anxiety remain significant impediments to ownership in Canadians’ minds.

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Mark Toljagic

Articles by Mark Toljagic