Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

Tonale front

Alfa remains a bit player in the Canadian car market, having sold just 167 units through the first quarter of this year. That’s approximately 56 fewer than the number of Ram pickup trucks sold every day, on average, during the same timeframe. In other words, Alfa Romeo is a solid choice if you’re looking for reasonably affordable exclusivity.

Fresh out of the gate is their new Tonale, an Italian-built compact (some would argue subcompact) crossover packing all-wheel drive as standard equipment. An iZEV-eligible plug-in hybrid powertrain will be available as an option in Canada later this year but, for now, the Tonale moves itself with a 2.0L turbocharged four-cylinder engine making a reasonable 256 horsepower and 295 lb.-ft of torque. A 9-speed automatic handles shifting duties.

Up front we find a trademark Alfa Romeo grille, stretching from the hood’s leading edge and dramatically diving towards the pavement. At each corner are so-called ‘phone dial’ wheels which are perfectly suited to duty on an Alfa; LED lamps are standard all around and there are washers for the front peepers. The sole no-charge paint selection is Alfa White but tasty Alfa Rosso is only a $200 proposition. Meanwhile, metallic options like Misano Blue are $900 extra.

<img class="aligncenter size-full wp-image-176338" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Tonale-int.jpeg" alt="Alfa romeo tonale sprint" width="1801" height="1128" />

The brand chooses to include several handy interior features on the $47,190 Sprint trim, such as a wireless charging pad for yer devices and enough charging ports to keep everyone happy (and quiet). Air conditioning with dual-zone climate control is present, along with a leather-wrapped heated steering wheel. Infotainment is handled by a 10.25-inch touchscreen packing navigation and Apple CarPlay/Android Auto plus satellite radio. Another 12.3-inch display sits ahead of the driver to pull duty as a colourful instrument cluster. The power 8-way front seats are heated and there’s a universal garage door opener for those of you with covered parking.

What We'd Choose

The leap to a Veloce trim is only $1,500 and brings functional items like an adaptive dual-stage valve suspension system for entertaining handling plus zooty red Brembo-branded brakes and 19-inch wheels. A power liftgate is also nifty, as are ventilated front seats and interior ambient lighting. These five items are more than enough to warrant the extra cash – particularly the suspension and liftgate.

By now, know-it-all eggheads are surely bleating that the Dodge Hornet, a close cousin to the Alfa Romeo Tonale with the same structure and powertrain options, starts at $40,190 – making the Dodge a significant $7,000 walk from the zesty Italian. However, while the bones are similar, the content level is not. Hornet GT customers do without wireless charging, power/heated seats, 18-inch wheels, remote start – and the list continues. Jumping to the GT Plus brings those features but jacks the sticker to $46,190, at which point one is back into Alfa territory. The GT Plus also includes a sunroof as standard, ruining headroom; that feature is optional on both the Sprint and Veloce trims of the Tonale.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

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Base Camp: 2023 Alfa Romeo Tonale

IMG_7111

Readers of a certain vintage may recall annual school assemblies in which various and sundry teachers would dole out honours for year-long achievements such as perfect attendance, highest marks in a particular subject, and the ability to swap sugar for salt in the principal’s tea.

The last one actually did happen in this author’s high school, though the prize was seeing the top administrator spit his drink across the room like Old Faithful, not a shiny trophy.

But I digress. If the automotive community awarded a “Most Improved Award”, the 2024 Chevrolet Trax would be a top contender. For this model year, the Trax is 11 inches longer than the old model, roughly 2 inches wider, has a thoroughly modern interior with the latest tech, and wears dandy new styling. Ditching the dorky tall-n-narrow proportions has helped the Trax immensely, but it’s those new threads which really leave the old model to the pages of history.

<img class="aligncenter size-full wp-image-176159" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7116-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

The front end is all Chevy, with LED running lights bookending a grille bifurcated with a spear of plastic on which the brand’s bowtie resides. There are enough character lines on its flanks to provide visual interest, while the de rigeur black plastic cladding does its job of making the Trax look taller than its dimensions imply, though ground clearance does check in at a respectable 7.3 inches. These jaundiced eyes think the taillamps are too far apart but that’s subjective.

Under the hood is a 1.2L turbocharged engine, packing just a trio of cylinders good for 137 horsepower and 162 lb.-ft of torque. Chevy told us a full 90 percent of torque is on tap by just 1,700 rpm, with all the twist showing up by 2,500 rpm and remaining present until just a few strokes short of the redline. Caning the mill through Quebec hill and dale near the St. Lawrence River exposed no real holes in the power band, with the little 1.2L spinning dutifully as it pulled us through rural areas of La Belle Province.

<img class="aligncenter size-full wp-image-176158" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7113-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

The three-banger doesn’t provide any aural delight, but nor are any expected. Fuel economy is rated by the feds at 7.9L/100km in combined driving, a figure we had no trouble matching after cruising Quebec City and its rural environs. We saw 5.8L/100km on a 45-minute highway run. General Motors has wisely paired this engine with an honest-to-Detroit six-speed automatic which, while sometimes slow to downshift, places the old continually variable transmission in the bin where it belongs.

Chevrolet has made the decision to offer the Trax solely as a front-wheel drive proposition, meaning customers will have the same number of driven wheels no matter how much cheddar they spend (or finance over 72 months). Every Trax also gets the likes of heated seats, a raft of USB ports, and wireless CarPlay. Trims range from mainstream LS and LT to blacked-out RS models, plus an Activ which brings knobbier 18-inch tires and a smattering of offroad-esque styling cues.

<img class="aligncenter wp-image-176142 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7217-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

The interior is a massive walk from last year’s Trax, the type of glow-up not seen since Drake hopped off Degrassi and onto the rap scene. Gone are the acres of rental-grade black plastic and dour switchgear, replaced with large screens and spears of colour darting through the cabin like lasers (the hue depends on trim: blue for LS/LT, yellow for Activ, red for RS). Ventilation controls are smartly placed where they can be twirled without lifting one’s hand off the shifter and are trimmed with a reasonable facsimile of real metal.

Legroom was more than adequate in the front row while hard and scratchy plastic appears on door cards and console caps, and surfaces on which one’s knee will rest whilst driving was sufficiently padded. This is a detail with which some car companies struggle; not GM, this time around. This 6’6” writer found satisfactory headroom up front, even with the optional sunroof. Note well: the power seat found in the top rung Activ could be placed lower than the manual chair found in other trims. Be sure to sample both if you’re concerned about noggin space during Trax shopping.

<img class="aligncenter size-full wp-image-176150" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7100-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

One of our test units, an Activ trim with chunky 18-inch tires and zesty yellow interior accents, had infotainment software that spazzed out on two occasions, eventually bricking the system and rendering the central touchscreen useless save for the backup camera. It was explained our Activ was an early build running old programming; fair enough, but this hiccup is worth mentioning since GM is making noise about ditching Apple CarPlay and Android Auto to go it alone. If they wish to take on Silicon’s finest, they’ll need to bring the heavy darts and exterminate the bugs.

There were no such problems in a 2RS trim example, exhibiting crisp graphics and reasonable response times. Main functions such as heated seats still have a physical button on the dashboard, which is pleasant, but going into a menu to reset the trip odometer takes some adjustment. An 8-inch infotainment tablet is slightly canted towards the driver and standard on the base LS and next-rung 1RS, while our testers had the 11-incher. Wireless smartphone integration plays nicely with the wireless charging that’s part and parcel of most trims in an option package or as standard.

<img class="aligncenter size-full wp-image-176151" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7099-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

Rear seat room is about what one would expect for a small crossover, though this long-of-limb author was able to ride in those quarters without first removing his legs, largely thanks to the extra three inches of legroom – a product of that 11-inch stretch compared to last year. Make sure to take the whole brood on a test drive before signing the note. Cargo space is up as well, offering 25.6 cubic feet (725 litres) behind the back seat and 54.1 cubes (1,532 litres) when those seats are folded flat.

All told, the 2024 model vaults to join other podium finishers in this segment, a claim the old Trax simply could not muster. And before anyone complains that declaration is damning with sardonic praise, know the small crossover field is bursting with entries – some of which make a great case for your hard-earned dollars. After all, the Kia Soul, Hyundai Venue, and Nissan Kicks acquit themselves well in this very crowded group. Our buying advice is to sample the base LS and add the $295 so-called Driver Confidence Package (blind spot monitoring and cross-traffic alerts). This keeps the tab under 25 grand, which is tremendous value.

<img class="aligncenter size-full wp-image-176154" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_7124-scaled.jpg" alt="2024 Chevrolet Trax" width="2560" height="1920" />

It is not disingenuous to suggest the new Trax is so many leaps and bounds over the previous generation that Old GM would have probably given this variant a new name (witness the parade of Cavalier-Cobalt-Cruze as Exhibit A of this uniquely GM phenomenon). That they didn’t speaks to the confidence they have in the Trax, its construction, and the value proposition it provides. For a vehicle that is affordable enough to mark a gateway to new car ownership, we call that a win. Break out the “Most Improved” trophies.

The 2024 Chevrolet Trax is assembled in Korea and scheduled to arrive in dealers this year before the calendar flips into summer.
<h3>2024 Chevrolet Trax</h3>
BODY STYLE: five-door crossover

DRIVE METHOD: front engine, front-wheel drive

POWER: 1.2L turbocharged inline-three, 137 hp, 162 lb.-ft

FUEL ECONOMY: 8.3 / 7.4 / 7.9 (L/100km, city/highway/combined)

CARGO VOLUME: 25.6 / 54.1 (cu.ft, behind rear seat / rear seat folded)

PRICE: $24,498 (LS); $25,998 (1RS); $28,698(LT); $30,798(2RS); $30,798(Activ)

WEBSITE: www.chevrolet.ca

2024 Chevrolet Trax First Drive

Prius front

It doesn’t happen often, but there are occasions in which a vehicle model goes through an impressive overhaul to the point where its fresh styling wholly and thoroughly erase sins (and jokes) of the past. Enter the new-for-’23 Toyota Prius, sheathed in slinky new bodywork whilst retaining the type of efficiency which made the car so popular in the first place – only now, you don’t have to be embarrassed if seen in one.

This year’s car is available in two trims, starting with the XLE. A 2.0L four-cylinder engine lives under the curvaceous new hood, tag-teamed with a hybrid powertrain to deliver a system total of 196 horsepower – roughly 60 percent more than last year. A brace of electric motors means even this sub-$40,000 XLE is equipped with all-wheel drive. This is good for an estimated 4.8L/100km in combined city and highway driving.

Toyota makes plenty of noise about their Safety Sense suite of driver aids, and version 3.0 is found on the new Prius. This means gear like pre-collision with pedestrian detection is on board plus lane tracing assist and dynamic radar cruise control. Lane departure alert with a steering assist now has enhanced lane recognition which includes detection of certain 3D objects such as guardrails that can be used to help define the lane. In other words, the council’s refusal to paint new lines shouldn’t be as much of an issue with this system.

<img class="aligncenter size-full wp-image-176116" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Prius-interior.jpg" alt="Toyota Prius interior" width="1800" height="900" />

All ’23 Prius trims get the same snazzy headlamps and 19-inch alloy wheels. A good-looking Reservoir Blue is available for $0 on the XLE, though we won’t begrudge anyone paying $255 for Supersonic Red. If you must, Wind Chill Pearl is on offer for those who want their new Prius to look like something from the Apple Store.

Inside the XLE is an 8-inch infotainment tablet featuring goodies like satellite radio capability, wireless Apple CarPlay/Android Auto, and no fewer than six USB-C charging ports. Having more outlets in which to plug in than places to sit is a good thing these days. The front seats are heated, the driver’s perch is eight-way power adjustable, and the rear bench folds 60/40 for those times you have underestimated that IKEA purchase. Automatic climate control and a heated steering wheel should keep most occupants comfy.

What We'd Choose

One of the biggest, literally and figuratively, differences between the XLE and Limited is the latter’s 12.3-inch infotainment screen, a thoroughly modern unit packing wireless smartphone mirroring and an 8-speaker JBL sound system. The $4,500 walk also brings comforts like ventilated front seats, heated rear seats, wireless device charging, and a fixed glass roof panel. The price spread is not chump change – but at least the extra feature count seems worth the cash if those items are important to you.

The rest of us should probably bank the $4,500 spread, a sum which will purchase approximately 2,800 litres of regular-grade gasoline as of this writing. At the Prius’ fuel-sipping rate, that’s enough to travel roughly 58,000 kilometres – or almost 3 years of average driving. Combined with its attractive new styling, choosing the XLE is the easiest decision Prius shoppers will ever make.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2023 Toyota Prius

IMG_6615

The midsize pickup truck segment, once largely given up for dead by several manufacturers, is currently hotter than a three-dollar pistol. No fewer than four all-new models are on tap from different brands this year, ranging from Detroit stalwarts to the top sales dog <a href="https://www.wheels.ca/reviews/2023-toyota-tacoma-access-cab-review">Tacoma</a>. One of the first to appear? A fresh GMC Canyon, complete with a powerful new engine and a variety of trims to suit an array of personal tastes.

You know how some kids rummage through the closets of their bigger siblings, trying to find a cool outfit or a better pair of shoes? That’s essentially the tack taken by the Canyon, which has – erm – borrowed the engine from big-bro <a href="https://www.wheels.ca/reviews/2023-gmc-sierra-at4x-review">Sierra</a> and tuned it to its liking. Gone are the V6 and diesel options, replaced with a 2.7L turbocharged four-cylinder making 310 horsepower and 430 lb.-ft of torque, all hooked to an 8-speed automatic and four-wheel drive. Unlike its midsize cousin at Chevy, which offers the same engine in three different states of tune, all trims of the Canyon show up with a single selection of power – the best one.

Sampling an Elevation trim on a series of crowded paved highways and twisty simple dirt roads confirmed this was the right decision. It was easy to goose one’s way around traffic-choked by construction bottlenecks before turning onto a loose gravel surface which showed off the truck’s willingness to act with a personality larger than its cylinder count. The mill doesn’t offer much in the way of aural gratification but this is the reality of most four-banger engines.

<img class="aligncenter size-full wp-image-175991" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6601-scaled.jpg" alt="" width="2560" height="1920" />

All trims – Elevation, Denali, and AT4 – not only get the primo power tune but they also get equal face time in terms of height and stance. Where other brands make customers pay extra to amp the visual aggression via a factory lift and flared widetrack fenders, GMC simply installs these cues as standard kit on its Canyon. It’s a trick that works, making the truck as symmetrical as moth wings and creating one of the best-looking trucks from The General in good spell.

Heading north into the Blue Ridge Mountains, we grabbed the keys to an AT4X trim, which is essentially an AT4 with the yassification cranked up an extra 75 percent. This truck is jacked a further one inch skyward compared to other Canyons, enabling 10.7 inches of ground clearance and a 36.9-degree approach angle. Rubber shows up as LT285/70R17 mud terrains (that’s 33-inches for those who speak Offus-Roadus), while at each corner of the AT4X one will find the fantastic DSSV dampers from the wizards at Multimatic.

<img class="aligncenter size-full wp-image-176004" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6670-scaled.jpg" alt="2023 GMC Canyon" width="2560" height="1920" />

Much digital ink has been spilled about those suspenders since they first showed up on a GM truck about five years ago – and rightly so. These off-road wonders use separate spool valves for compression and rebound, meaning the unit can regulate the damper’s fluid flow depending on demand. During extreme off-road use, a third valve delivers additional compression damping plus yet another separate rebound valve up front. In plain English, this explains why we could send the AT4X suspension into full yaw over a jump but enjoy the pillow-like ‘fwump’ of a landing that didn’t break our spines. The drive home from the trail is also as comfortable as it gets.

Front and rear electronic locking diffs on AT4X can make the difference between getting through that slippery obstacle or calling for a tow truck; a quintent of drive modes deliver markedly different throttle maps off-road, including a Terrain mode that enables smooth low-speed one-pedal driving. Skid plates are on hand in case you misjudge those rocks. GM is king of the camera game, with views up the wazoo for lane changing and trailering but takes things to the next level with a pair of underbody cameras that are perfect for spotting one’s way through a rocky off-road trail. Equipped with washer jets, these initially seemed like gimmicks until they proved their worth whilst your author was trying to pick his way around boulders the size of a compact car.

<img class="aligncenter size-full wp-image-176003" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6659-scaled.jpg" alt="2023 GMC Canyon" width="2560" height="1920" />

Each Canyon trim has a distinct interior theme, an important way to separate trucks which all (save the AT4X) share the same stance and power level. With equal placement of major controls and solid material choice across all, choosing a favourite largely comes down to personal preference. Every truck gets an enormous 11.3-inch touchscreen for infotainment duties, populated with smartphone integration and reasonably responsive software. Elevation gets an 8-inch digital gauge cluster ahead of the driver; others are gifted an 11-inch display. Both offer up useful driving and off-road information, the latter in entertaining colours, and we never really missed the extra digital real estate in the more expensive models.

<img class="aligncenter size-full wp-image-176011" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6701-scaled.jpg" alt="2023 GMC Canyon" width="2560" height="1920" />

Cabin space puts a priority on the front-row passengers, with those chairs able to move far rearward on their tracks to provide maximum legroom. This comes at the expense of the peanut gallery, who otherwise have a pleasant space equipped with USB charging ports and their own ventilation registers. Headroom was also at a premium for this 6’6” driver, though the space-robbing sunroof was largely to blame for that annoyance. Fortunately, that feature is optional on certain trims.

Buying advice? Those who are in the market for a rig which writes off-road cheques its midsize body can most definitely cash may consider the AT4X. Those tremendous Multimatic dampers continue to comprise part of the best factory-fitted off-road suspension in this segment, though we’ll see what the upcoming Ford Ranger Raptor and Toyota Tacoma TRD Pro have to say about that statement.

The rest of us should try an Elevation trim, equipped in Canada as standard with four-wheel drive and the same 310hp/430tq high-output tune as its more expensive brothers. It retains an equal lift and burly stance as the Denali and AT4, comes with that jumbotron of an infotainment screen, and can still tow 7,700 pounds. Layer on the $2,250 Convenience Package (sliding rear window, trick MultiStow tailgate, bed outlet, remote start, dual-zone climate control, and fog lamps) plus $410 for a locking rear differential and you’ve a solidly equipped Canyon for $48,108 plus destination. This is nearly twenty thousand dollars less than the AT4X and, as a bonus, ditches the infernal sunroof to quell my whinging about headroom.

Look for most trims of the new 2023 GMC Canyon on dealer lots before school lets out for the summer, with the burly AT4X not far behind.
<h3>2023 GMC Canyon pricing (plus freight)</h3>
Elevation – $48,497

AT4 – $53,197

Denali – $62,497

AT4X – $67,797

WEBSITE: www.gmccanada.ca

2023 GMC Canyon First Drive Review

2024 GMC Sierra HD AT4X

Car companies are famous for mining every single shred of goodwill out of a popular trim or nameplate when they suddenly find themselves with a hit on their hands. Fortunately, when the bones are as good as this, the proliferation of models can be considered a Very Good Thing.

Enter the 2024 GMC Sierra HD AT4X. The overlords at General Motors have permitted their truck brand to delve into the corporate off-road parts bin and have a root around – paying particular attention to the magnificent Multimatic DSSV dampers which are the party pieces on top-tier variants of dirt-focused trucks from The General. For those not in the know, those suspension bits are the product of a Canadian company and feature technology hewn from lessons learned in the likes of professional desert racing and Formula 1. In short, they are a tremendous piece of kit.

<img class="aligncenter size-full wp-image-175898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6768-scaled.jpg" alt="2024 GMC Sierra HD AT4X" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175894" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/007-2024-Sierra-HD-AT4X-AEV-scaled.jpg" alt="2024 GMC Sierra HD AT4X" width="2560" height="1565" />

Along with some of the segment’s best off-road suspension dampening, the AT4X adds a factory-installed 1.5-inch (38mm) suspension lift, then goes ahead and places specific control arms up front plus unique steering knuckles to appropriately handle that raised height. A rear e-locking differential is on board, plus skid plates in the form of a steel one over the transfer case and an aluminium one covering things up front. Those are 35-inch Goodyear Territory tires at each corner, if you’re wondering.

A choice of two engines are on tap, both familiar to GM fans. A 6.6L gasser is the standard mill, making 401 horsepower and 464 lb.-ft of torque. The one you really want is the 6.6L Duramax diesel, producing 470 ponies and a towering 975 lb.-ft of twist. It is this engine which, in our testing, has been shown to fit the personality of GM’s heavy-duty trucks to a tee. A 10-speed automatic handles shifting duties no matter which engine is selected. Towing prowess tops out at 18,500 pounds when properly equipped.

<img class="aligncenter size-full wp-image-175902" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6782-scaled.jpg" alt="2024 GMC Sierra HD AT4X" width="2560" height="1920" />

Walking up to these trucks in person gives one a sense of just how enormous they are, keeping in mind yer author is 6’6” in his size 13 stocking feet. The top of its hood is chest level, meaning even yours truly will need to step on the power running boards to scrape off the windshield on a cold December morning. Those 35-inch flotation size tires look ready to pummel the earth into submission, and it probably will since diesel-powered units will weigh well in excess of 8,000 pounds. And forget leaning in the driver’s door to grab something out of the deep centre console without hauling oneself into the cab. Ground clearance is a whopping 11.6 inches, up from about 10 inches in the standard truck, and height checks in at 82.6 inches. Check those clearance signs, folks.

Speaking of, the truck benefits from the same interior upgrades as other GMC HD pickups, which is to say it jumps leaps and bounds over the old one as if evolution went straight from protozoa to human beings. Soft-touch surfaces and luxurious appointments abound, clad in an Obsidian Rush colourway which is unique to the AT4X. The full-grain leather-wrapped front seats have a massaging function, meaning one can unwind and decompress with the same verve as those DSSV dampers working underneath the truck. The authentic Vanta Ash wood trim looks expensive (and, more importantly, real) while the 12-speaker Bose surround sound audio system is sure to crank out Prime Country with the best of them.

<img class="aligncenter size-full wp-image-175892" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/004-2024-Sierra-HD-AT4X-scaled.jpg" alt="2024 GMC Sierra HD AT4X" width="2560" height="1145" />

Most importantly, these HD pickups receive a 13.4-inch infotainment touchscreen, a tablet tasked with running major truck operations plus music and navigation. It is complemented by a 12.3-inch configurable gauge cluster ahead of the driver and a 15-inch-diagonal head-up display. In short, there are more screens in there than your local cinema. More cameras than the cineplex, too, with views ranging from the trick Transparent Trailer View to a Bed View with zoom. In fact, up to 14 different camera angles are available to help drivers keep an eye on the truck and their stuff.

If all that’s not enough for ya, GMC will be glad to point you in the direction of a Sierra HD AT4X AEV Edition. This brute takes everything on the AT4X and adds a yaffle of extra off-road tools. Up front is a robust stamped steel bumper with integrated recovery points and front winch capability, an addition which looks great and adds a ton of functionality but slightly harms approach angles compared to the AT4X (29.8 vs 31.6 degrees) since it juts out a bit further than the stock bumper. Choose your weapon wisely, then. There is another steel bumper out back, skid plates are swapped out for heavy duty steel units over the steering gear and transfer case, while the expected AEV badging pops up in conspicuous places around the truck. The AEV trim showed up when corporate cousins at Chevy tossed a set of ZR2 keys to AEV brass Dave Harriton and told him to outfit the thing as if he was headed into the wilderness. This truck is a continuation of that relationship.

<img class="aligncenter size-full wp-image-175900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_6778-scaled.jpg" alt="2024 GMC Sierra HD AT4X" width="2560" height="1920" />

With the addition of an AT4X trim, and its AEV counterpart, GMC has realized its multi-pronged approach of offering gonzo levels of off-road capability in each size class of its pickup truck portfolio. With this ability in midsize, full size, and heavy duty segments, the brand is – along with Chevrolet which offers similar kit on three sizes of ZR2 trucks – uniquely positioned to have a rig on tap for just about every off-road customer.

The 2024 GMC Sierra HD AT4X and the accompanying AEV Edition are expected to arrive at dealerships in this autumn.

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First Look: 2024 GMC Sierra HD AT4X

CX-90 front

For the 2024 model year, Mazda jumps into the three-row crossover game looking to ruffle some feathers in the premium segment. Clean styling, a 3.3L inline-six engine, and a finely crafted cabin are all part of Mazda’s plan to move upmarket. As an aside, know this post only refers to the mild-hybrid CX-90; perhaps we’ll write a Base Camp about the plug-in hybrid another time.

Mazda tends to offer a yaffle of trims for each model, and they’ve continued this trend with the CX-90. The least expensive one shows up for duty in GS guise, priced at an agreeable $45,900 and packing the same 280 horsepower/332 lb.-ft of torque as the pricier GS-L and GT trims. All-wheel drive is included. Safety gear includes active helpers like emergency lane keeping, smart brake support, and radar cruise control with stop &amp; go functions.

The brand’s signature Soul Red Metallic paint is not available on this entry-level CX-90, but the tasty Deep Crystal Blue Mica shown here can be selected at no charge and looks good with those 18-inch gunmetal alloy wheels. LED lamps are present front and rear, while colour-keyed door handles and heated side mirrors don’t give away the fact you’re rolling in the GS trim. We feel there’s more than a bit of BMW in those slick taillamps, by the way.

<img class="aligncenter size-full wp-image-175739" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/CX-90-interior.png" alt="Mazda CX-90 GS" width="2682" height="1800" />

Three-zone climate control does a good job of quelling complaints from the peanut gallery – even third-row riders get a set of air-conditioning vents. Keyless entry and push-button start are expected and present at this price, as are enough power points and USB ports to keep all devices fully charged. Cloth upholstery is equipped on the GS (the “L” stands for leather-type seats on the next-rung trim), though the front perches are heated and the second row can recline like an airliner for extra comfort. Infotainment shows up as a 10.25-inch colour centre display with wired Apple CarPlay and Android Auto but no satellite radio capabilities.

What We'd Choose

It is always easy to spend someone else’s money – just ask Queen’s Park – which is why we are looking heavily at the GS-L and its extra kit. Real leather on touch points like the gear selector and (heated) steering wheel, leatherette on the seats, power-operated access to the third row, and a power rear liftgate are all features most families would appreciate in their next all-wheel drive kid hauler.

An extra $3,400 isn’t exactly chump change, especially in this age of Galen Weston putting his hands in our pockets and inflation remaining stubbornly high, but a few of those extra items add tangible benefits to one’s daily travels. Adding in few extra USB-C ports and zoom-zoom paddle shifters seal the deal for a GS-L in our book.

However, if you’re even thinking about the $55,350 GT and its Bose audio system, you might as well blow sixty grand on a GT-P. Recall how the “-L” suffix denoted leather-type seats? The “-P” stands for performance, cranking the 3.3L inline-six wick to 340 horsepower and 369 lb.-ft of torque when fed a steady diet of premium fuel. Nappa leather, wireless device tools, 360-degree cameras, ventilated seats – all are part and parcel of the GT-P.

But for less than $50,000, we’ll gladly stand the comfortable and good-looking GS-L.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2024 Mazda CX-90

24CHSLHD35081_v4

Doe-eyed marketers often stake their claim on a so-called “multi-pronged” approach to business, a tactic which – despite its name – has nothing to do with taking several forks to the all-you-can-eat buffet. In reality, it means offering numerous products in various segments, with the goal of attracting a diverse lot of customers.

This has been on the mind of Chevrolet – especially in its truck division. The ZR2 trim has appeared on numerous vehicles throughout the company’s history, with its most recent interpretation first showing up on the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chevrolet-colorado-zr2">midsize Colorado</a> pickup a few years ago. Shod with meaty tires and equipped with trick DSSV dampers from the Canadians at Multimatic, its guts (and right-sized dimensions) made it a popular off-road whip for bowtie fans. In succession, Chevy applied the same treatment to its <a href="https://www.wheels.ca/reviews/2022-chevrolet-silverado-zr2-first-drive">half-ton Silverado</a> and next-gen Colorado.

You know what happens next, right? A third prong – in the form of a ZR2 trim for the brutish three-quarter ton Silverado HD.

<img class="aligncenter size-full wp-image-175677" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/0N5A3063-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1707" />

It’ll be offered exclusively in 2500 Crew Cab configuration, a style which is the beyond dominant choice of customers in this segment since it makes up a reported 90 percent of builds. The familiar 6.6L gasoline engine will be standard, making 401 horses and 464 lb.-ft of twist, though GM expects over 70 percent of HD ZR2 buyers to select the Duramax diesel with its 470 ponies and 975 lb.-ft of towering torque. Current gas/diesel split on other trims sits at about 65 percent; personal experience leads us to suggest shoppers should check the box for that optional diesel without delay. Both mills are hooked to a 10-speed automatic, and it should go without saying the HD ZR2 will come standard with four-wheel drive.

GM’s excellent spool-valve DSSV dampers are present and accounted for, tuned here for the extra weight presented by an HD frame. For those unfamiliar, these suspenders have a unique spool-valve design with a trio of different spools, meaning the truck can provide precise wheel travel depending on the driving surface and rebound demand. In other words, these dampers can adjust the travel of fluid inside their cartridge to absorb large bumps while off-roading but also provide a smooth ride home on pavement after leaving the trailhead. It’s trick tech which works very well on Silverado 1500 and Colorado.

<img class="aligncenter size-full wp-image-175683" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35073_v1-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1707" />

<img class="aligncenter size-full wp-image-175684" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35075_v2-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1920" />

Also on board are ZR2-specific front upper and lower control arms, specific steering knuckles to help handle the 1.5-inch lift kit, unique skid plates, a rear e-locker, and 35-inch Goodyear Wrangler off-road meats. You’ll notice the absence of a front locking differential, a decision GM explains by saying they didn’t want to add the mass of a locker and the stability control, plus a smattering of drive modes should dish up appropriate traction needs in 95 percent of off-road situations.

Not enough for ya? Then you’ll be gratified to know Chevy is continuing to forge its relationship with American Expedition Vehicles, a company that has provided factory upgrades for the ZR2 trim on both Silverado 1500 and Colorado. Called the ZR2 Bison, these trucks were born out of the mission statement from GM to AEV boss Dave Harriton that he add whatever off-road gear required to suit his own personal needs. This means the HD ZR2 Bison will come equipped with a steel front bumper with integrated recovery points and winch provisions, a unique rear bumper also crafted from steel, skid plates made of even sterner stuff than what’s found on the standard ZR2, plus the expected badges and identifying visual cues.

<img class="aligncenter size-full wp-image-175687" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35079_v4-scaled.jpg" alt="Chevrolet Silverado HD ZR2 Bison" width="2560" height="1707" />

Thanks to mission-specific off-road gear, some trucks of this ilk trade some towing prowess for dirt road glory but the Silverado HD ZR2 posts solid numbers in this category. Conventional trailering maxes out at 18,500 pounds for the diesel, with gassers coming in at 16,000 pounds. Both those numbers are good for ZR2 and Bison but the picture changes slightly for payload: 3,397lbs for ZR2 gas, 3,193lbs for ZR2 diesel, 3,013lbs for Bison gas, and 2,811lbs for Bison diesel.

The latter is a remark on how much weight (approximately 400 pounds) the Bison gear adds to this truck. In fact, an HD ZR2 Bison diesel will press a stunning 8,495lbs into the dirt when it hits the trail. This thing’s a brute. And yes – customers can fit the Bison bumper onto other HD trims after the fact if they so choose.

<img class="aligncenter size-full wp-image-175678" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/0N5A3396_V2-scaled.jpg" alt="Chevrolet Silverado HD ZR2" width="2560" height="1619" />

These off-road trims will get the same interior upgrades as others in the Silverado lineup for 2024, finally binning that Playskool environment in all but entry-level trucks. The instrument panel houses a 13.4-inch infotainment screen plus an expansive 12.3-inch gauge cluster ahead of the driver, with smart off-road tech such as a 15-inch heads-up display and surround vision camera views on tap for those who select those options. The space and materials promise to be a massive leap over the old truck.

In a conversation with Wheels, spox from the company told us its ZR2 trim is a high source of conquest buyers, meaning shoppers who don’t currently own a Chevy. These can be the most difficult customers to snag, especially in the pickup truck segment where loyalty to a brand can span generations. Until now, Chevrolet didn’t really have an answer for anyone looking to trade out of a Ram <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2020-ram-power-wagon">2500 Power Wagon</a> or Ford F-250 Tremor; the new Silverado 2500 HD ZR2 now gives dealers a hook with which to reel such customers into the showroom.

<img class="aligncenter size-full wp-image-175686" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/24CHSLHD35077_v4-scaled.jpg" alt="Chevrolet Silverado HD ZR2 Bison" width="2560" height="1707" />

Prices are a secret for now but we did manage to extract a suggestion that this truck’s ZR2 trim will ask a similar price premium compared to Silverado 1500 and Colorado price structure. At present, ZR2 sits atop the half-ton heap, commanding roughly 5 percent more than the High Country. If that follows suit to the HD ZR2, expect a sticker price starting just north of six figures in Canada.

Production of the 2024 Chevrolet Silverado HD ZR2 and ZR2 Bison begins later this summer at GM Flint Assembly in Michigan.

&nbsp;

First Look: Chevrolet Silverado HD ZR2

Sentra front

Believe it or not, there are still options in the Canadian marketplace for customers seeking a compact sedan with a manual transmission. A type of rig which was once very common on our roads – Cavalier, Focus, Sunfire, et al – these affordable row-yer-own cars (not crossovers, cars) have now either vanished or lost their manual transmission option.

Nissan holds the course. In fact, the Sentra recently received a makeover, earning a front fascia which drags it in line with the rest of its family, making it appear a lot more expensive than its $20,548 price tag may imply. For that sum, shoppers will find a 2.0L four-banger making 149 horsepower and roughly a like amount of torque. The car is front-wheel drive, of course, but sprouting between its two front seats is a six-speed manual transmission just like nature intended.

<img class="aligncenter size-full wp-image-175673" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-int.png" alt="2023 Nissan Sentra" width="2400" height="1104" />

The base S trim is only available in three shades – Super Black or Fresh Powder are $0 options while Gun Metallic costs $135 extra. Stick with the noir and save some simoleons. Those are steel wheels with old-school hubcaps, though the 16-inch rubber will keep a lid on replacement costs. Active grille shutters up front do their part for fuel economy (6.2 L/100km highway) and the body-colour power sideview mirrors are heated.

Inside, we hope you like black cloth upholstery because that’s the only choice. That’s not a bad thing, since it lends a sharp appearance to the place, though one should expect a decent amount of dashboard plastic at this price. Air conditioning is standard, along with the likes of power windows and keyless entry. Hooray for economies of scale. The steering wheel tilts and telescopes, the driver’s seat moves six ways, and front passengers get heated chairs. In other words, this is not the penalty box of yore.

A small display wedged between its speedometer and rev counter does the trick for showing the driver important messages, while a 7-inch touchscreen does duty for infotainment. The latter may be underwhelming since some smartphones are now approaching that dimension. Still, one cannot argue with the presence of Apple CarPlay / Android Auto in a car priced just over 20 grand, though it surely wouldn’t kill Nissan to place more than a single USB port in this cabin. Cruise control, lane departure warning, and blind spot monitoring round out the safety kit – features for which one must pay extra on some more expensive car.

<img class="aligncenter size-full wp-image-175674" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-rear.png" alt="2023 Nissan Sentra" width="1200" height="675" />

What We'd Choose

Folks toiling in the Wheels office enjoy a manual transmission, explaining why we’re pleased Nissan still offers this drivetrain combo in an entry-level trim. Shelling out an extra $4,400 brings the SR trim with a stick, offering no extra power but upping the ante with rear disc brakes and intelligent cruise control. Also on the SR are dual-zone climate control, a heated leather-wrapped wheel, better gauges, and a larger infotainment screen. The SR can also be had in entertaining colours like Electric Blue or Monarch Orange with a black roof, the latter of which makes the Sentra look very much like big-bro Altima.

This is tempting, though adding 20 percent to a car’s bottom line is not to be trifled at this price point. However, keep an eye on interest rates since base trims are sometimes excluded from subvented rates or incentives, making the monthly payment on a more expensive car not much more than an entry-level model even though the total amount financed is higher. As this is written, rates are equal for S and SR on the Sentra, leading us to recommend the S with its healthy level of standard equipment. If good-old-days of 0% ever return on SR, we’d flip that endorsement.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2023 Nissan Sentra

2023 mercedes eqe suv main header

Ericeira, Portugal - The crew in Stuttgart has been plunging with both feet into various all-electric segments, smartly serving up offerings in the popular (and profitable) SUV and crossover body styles. Their latest effort? This EQE SUV. It's a size smaller than the jumbo <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqs-suv-first-drive">EQS SUV</a> we drove last year, though it shares platform bones with that vehicle – and much in the way of appearance. German car companies have always been good at creating different lengths of sausage, so it’s not unlikely onlookers may mistake this ride for its larger cousin.

A pair of models, both with all-wheel drive, will be on tap when this rig comes to Canada later this year as a 2023 model. The EQE 350 4Matic SUV ($94,900) can muster 288 horsepower and 564 lb.-ft of torque from its dual motor setup, while the EQE 500 4Matic SUV ($104,900) belts out a healthy 402 all-electric horses and 633 lb.-ft of right-now torque. Battery capacity is equal across both, at 90.6 kWh, but the more powerful twin ekes out a win in terms of officially stated driving range: 433 kilometres versus 407 clicks.

<img class="aligncenter wp-image-175481 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/67E856CE-2EAE-4047-AD7F-C6AB87E787E6-scaled.jpg" alt="2023 mercedes benz eqe suv" width="2560" height="1920" />

This is the opposite of what’s expected – typically one trades range for power in an EV – but Mercedes attributes the discrepancy to tire and wheel choice, meaning one may not see those figures if they opt for snazzy 22-inch dubs instead of the aero-friendly 19 inchers. Call it 400 kilometers of range for each trim, a number that seemed realistic according to vehicle readouts during our first drive, and choose your optional trim packages wisely if the maximum range is your primary bogey whilst shopping for an all-electric luxury SUV. This Merc can hoover up electrons from an appropriately stout Level 3 public charger to the tune of 170kW, meaning it can juice itself from 10 – 80 percent in about half an hour. An at-home Level 2 can do the deed overnight while all hands slumber.

<img class="aligncenter size-full wp-image-175478" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_6006-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

The EQE SUV is immediately recognizable as an electric Mercedes, which is to say it bears an enormous tri-star logo the size of a dinner plate on its non-grille, sure to advertise yer new purchase to nosy neighbours across the street. And, before you ask – there is no frunk underneath that hood. Mercedes insists the space is better used for tech-laden cabin air filters and other unmentionables, like the utility floor you’re not supposed to visit at a fancy hotel. We feel the market will decide if this is the right approach, especially with some direct competitors choosing to read from the Book of Frunk.

One benefit of such an arrangement? A cavernous interior. Head- and legroom was ample in both the front and rear quarters for this 6’6” author, despite the presence of a retractable panoramic glass roof which – combined with underfloor EV batteries – generally scuppers headroom. In fact, your long-legged writer had to move the driver’s seat forward on its tracks to find a comfortable driving position, which is great news for second-row passengers who will have abundant space in which to enjoy their own climate controls and adjustable chairs. For comparison, the EQE SUV roughly splits the difference in length between the Tesla Model Y and Model X but is within a shout of the new Cadillac Lyriq in all dimensions.

<img class="aligncenter size-full wp-image-175492" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_5882-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

The interior is loaded to the gunwales with sumptuous materials and bleeding-edge technology, as one would expect in an all-electric Mercedes. The brand’s expansive MBUX Hyperscreen is a treat for non-luddite eyes, with a pane of gently curved glass spanning the entire dashboard housing a trio of crystal-clear screens. Ahead of the driver is a 12.3-inch display that can be reconfigured a few different ways to serve up vehicle vitals, while the passenger gets their own 12.3-inch OLED display with a separate user interface in which whoever’s riding shotgun can call up driving info, maps, or even watch their own movie through a streaming service. This screen uses camera-based blocking logic to dim the display if it catches the driver taking their eyes off the road for a gander at what’s occupying the passenger. This is the type of luxury feature you don’t know you wanted until it is – literally – right in front of you.

In between these displays is an IMAX-sized infotainment screen, handling all manner of features and climate controls plus doing duty as deejay and navigator. The former can tag team with an optional Burmester 3D sound system and Dolby Atmos to create the type of musical atmosphere once exclusively reserved for elite home systems. We made sure to sample the standard infotainment as well, comprised of a 17.7-inch tablet that integrates well into EQE’s dashboard without looking like an errant tablet temporarily lodged on the console. Both systems displayed navigation information to such detail that it literally showed rolling surf on the ocean when we neared the coast.

<img class="aligncenter size-full wp-image-175490" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_5880-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

Materials and finish were typically Mercedes, which is to say top-tier, save for a very un-Benz-like hollow sound behind the passenger-side dashboard trim panel when a Hyperscreen is not present. Don’t rap on it with your knuckles and you’ll never know this fault. Numerous materials are crafted from recycled resources to keep the environmentalists happy yet maintain the quality one expects from a vehicle wearing this badge.

Our drive routes took us out of a snarled Lisbon, up through a series of Autobahn-style highways, and onto the rural roads of Portugal. The stronger EQE 500 was very agreeable, unleashing all its torque with a simple flex of the driver’s big toe which made it a great tool for finding a gap in traffic or zipping up to felonious speeds on the open autoroutes. But it would be a mistake to call the EQE 350 a slouch, mainly because it trails big-bro by less than 70 lb.-ft of torque. In truth, most customers will be more than happy with the 350 unless they require the bigger badge to impress their friends. Wind noise was perceptible around the oddly huge A-pillars, a consequence of silent electric motoring that one wouldn’t even know was present in a traditional ICE car. Road noise was never pronounced, regardless of surface.

<img class="aligncenter size-full wp-image-175494" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_5860-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175496" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/E59C8273-C86E-40CC-9077-45FA8A127FB4-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="1920" />

Depending on the driving situation and the power required, the EQE 4Matic’s powertrain will automatically decouple the front-axle electric motor to reduce rolling resistance and increase range. All-wheel drive kicks back in when the system senses extra traction is required, such as in slick weather or when the driver calls down to the engine room for more power during passing. This transition is invisible, which means it’s working precisely as designed. A rear axle steering system with a maximum steering angle of 10 degrees is standard on the 500 and available on the 350, a trick piece of kit that proved its worth in tight Lisbon traffic where drivers regularly displayed a terrifying mix of apathy and aggression.

With all this in mind, it’s arguable the EQE SUV is Mercedes’ most important vehicle right now. It is sized right for Canadian shoppers seeking a premium all-electric mid-size SUV, packs more real-world passenger space than its footprint might suggest, and offers two powertrain flavours paying service to either id or ego. A driving range of 400-ish kilometres doesn’t top the charts but should be enough to satisfy the needs of most families and its 170kW charging speed is as much as most Canadian public chargers are able to supply right now.

<img class="aligncenter size-full wp-image-175483" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/139D1869-A27B-4CA8-ABF9-D31C80AA4777-scaled.jpg" alt="2023 mercedes eqe suv" width="2560" height="2560" />

Add acres of typical Mercedes luxury plus optional AMG-line exterior styling for those of us who don’t live life on the greyscale and you’ve a strong competitor in what’s becoming a crowded segment. Look for both variants of the 2023 Mercedes-Benz EQE SUV to appear in Canadian showrooms during the month of May.
<h3>2023 Mercedes-Benz EQE SUV</h3>
EQE 350 4MATIC – $94,900

EQE 500 4MATIC – $104,900

BODY STYLE: five-door SUV

DRIVE METHOD: synchronous electric motors, all-wheel drive

POWER: 288 hp, 564 lb.-ft (EQE 350), 402 hp, 663.-ft (EQE 500)

RANGE: 403 km (EQE 350) / 433 km (EQE 500), NRCan rating

CARGO VOLUME: 520L / 1675L (rear seats up / down)

WEBSITE: www.mercedes-benz.ca

2023 Mercedes-Benz EQE SUV First Drive Review

2023 Dodge Hornet GT in Gray Cray

For the first time in a decade, Dodge dealerships will be on the receiving end of an all-new car. Set to play in the unfathomably competitive small crossover segment, the Dodge Hornet will be a much-needed product for those hucking Dodge metal – especially after the <a href="https://www.wheels.ca/news/the-dodge-demon-170-is-the-quickest-hardest-accelerating-production-car-in-the-world">Charger and Challenger</a> are put out to pasture at the end of this year.

Base Camp readers will want to know about the $37,995 GT trim, powered by a 2.0L turbocharged four-cylinder engine making 268 horsepower and 295 lb.-ft of torque. All-wheel drive is standard in Canada, and a nine-speed automatic transmission handles shifting duties. Hewing to Dodge’s reputation as the purveyor of vehicles purporting to be sportier than average, Koni-branded frequency selective dampers are standard kit, while flashy Brembo brakes show up on the options sheet.

Visually spotting the difference between base GT and next-tier R/T is easy with the Hornet – just take a look at its rear fascia. The latter has a pair of loud-n-proud exhaust tips poking out under its bumper, while the GT’s are much more discreet. Up front, GT gets a gloss black grille (and a curiously centred red Dodge badge), plenty of LED mascara for an aggressive lighting signature, and heat extractors on its hood which are actually functional. As per Dodge tradition, a palette of wild colours are on tap, including the likes of Hot Tamale and Acapulco Gold.

<img class="aligncenter size-full wp-image-175459" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Hornet-int-scaled.jpg" alt="Dodge Hornet interior" width="2560" height="1707" />

Inside the Hornet GT, the company has fitted a 10.25-inch infotainment touchscreen, packed with SiriusXM and integration with Amazon Alexa if you’re invested in that ecosystem. There are enough USB ports to keep all hands quiet, including rear seat passengers, though a wireless charging pad is absent. Seats move manually and aren’t heated unless you pay extra. Dual-zone automatic climate control keeps warring factions at bay. An attractive 12.3-inch reconfigurable digital gauge cluster sits ahead of the driver.

What We'd Choose

Making a $6,000 hike to the GT Plus trim retains the 2.0L gasoline-powered engine but brings many of the features missing on the standard GT. Navigation shows up in the 10.25-inch dashboard tablet, wireless charging sprouts from the centre console, and its rear liftgate gains a power-operated function. Better seats (covered in leather with heat and ventilation) are on tap for yer extra cash as well.

The $50,495 R/T is similarly equipped in terms of toys as the GT but brings an electrified powertrain to the table in the form of a plug-in hybrid system. Its 15.5-kWh battery pack permits roughly 50 kilometres of all-electric driving when conditions are right, a trait which may be very attractive to some shoppers. It qualifies for iZEV rebates, meaning some provinces will shave 10 stacks off its sticker price.

If you live in one of those provinces, the R/T is an easy choice since its net price of just over 40 grand compares well to the GT since it includes features – heated leatherette seats and heated steering wheel, for example – which are extra cost on the base model. The rest of us will have to either make the math work in terms of extra cost versus fuel saved, or simply go for the base GT and add the $995 Cold Weather package.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Matthew Guy

Articles by Matthew Guy