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

Mustang front.png

Ford has revamped the Mustang for 2024, gifting it new looks and an interior that’s inching away from the past few kicks at a so-called retro design. Whether one thinks the ’24 Mustang moves the needle enough from last year in terms of styling matters not – after next year, it’ll have the American pony car market all to itself.

Starting the rodeo is a $37,000 Fastback model, equipped with a 2.3L EcoBoost engine. Purists will wail about a four-banger under the hood but one needs to remember this ain’t the 1980s anymore, not with the engine in question belting out 315 horsepower and 350 lb.-ft of torque. Both those numbers vastly eclipse those found in the 5.0L GT most of us coveted in high school – in measure if not in exhaust note. These days, a 10-speed automatic is the only transmission.

Those new-for-’24 LED projector headlamps are found on this pony’s schnoz, along with a lighting signature that’s sure to draw attention at the Barrett-Jackson sale in 2045. Side mirrors have body colour caps, the exhaust tips are bright and the size of sewer cannons, and the LED taillamps retain their too-cool sequential action. Nearly a dozen paint hues are on tap, plus a yaffle of racing stripes and hood/side graphics. We’ll select the tasty Atlas Blue since it looks great and is a $0 option. As a Mustang, it’s also tough to go wrong with the $0 Race Red.

<img class="aligncenter size-full wp-image-177668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-int.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="576" />

In the cabin, we find a 12.4-inch digital screen acting as an instrument cluster and a 13.2-inch tablet serving duty as an infotainment centre. At this price, those screens are contained in separate housings, making the place look like an office desk with two monitors. Spendier trims get both screens behind a single housing for a much more cohesive look. The cloth seats are manual (you can claim weight savings, if anyone asks for power adjustments), the climate is single-zone, and the flat-bottom steering wheel is clad in vinyl.

Still, it’s not like this is a stripped-out penalty box. Tilt/telescope steering column action means drivers of all sizes can get comfy at the controls, and that huge infotainment system mentioned above features the type of Track Apps that used to be reserved for the brawny GT. There’s leather on the gear shift knob and the type of driving aids (lane keeping, automatic emergency braking, et al) one expects in a new car these days.

<img class="aligncenter size-full wp-image-177669" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-rear.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="567" />

What We'd Choose 

Our minds go straight to the $48,500 V8-powered GT, of course. But if prodded to buy the EcoBoost, we’d take a hard look at the $1,400 active valve performance exhaust, if not for the extra racket then for the Remote Rev abilities baked into the car’s keyfob. Note this option requires the selection of another option package costing $2,600 as well.

Less clear cut is the $6,500 2.3L High Performance Package. Even though it brings goodies like better rear-end gearing, summer tires, more bracing, the neato drift stick, and better brakes (just to name a few), marching to that price point almost puts customers behind the wheel of a GT. Decisions, decisions.

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 Ford Mustang

IMG_8979

Despite the presence of a jetbridge, the Nevada heat smacked us in the face like a frying pan the instant we stepped off the plane. “Now I know what you’ve been talking about,” grinned Lucas as he hitched up his carry-on backpack.

Flying to the American southwest in the middle of July may not rank too high on everyone’s Top 40, not with forecasted daily highs near 50 degrees Celsius and single-digit humidity. But it was that latter metric Lucas wanted to experience; after all, growing up on the far-flung reaches of Canada’s East Coast (his favourite way to describe to others where he lives is to say “go as far east as you can without getting wet”) ensures an intimate relationship with saltwater dampness and perpetual humidity levels that must be experienced to be believed. That a place like where we’d just landed exists on the same planet, let alone within reasonable flight distances on the same continent, beggars belief and puts an exclamation point on Earth’s diversity.

Besides, it’s good to spread one’s wings a bit before tackling the sophomore year of high school, especially after completing a few annums in which all hands were bundled up in masks and more than one exam was proctored via Zoom meetings. It’s easy to dismiss this era by saying kids are resilient – and, largely, most of them are – but to keep one’s grades up in such an environment is a task this old guy could not likely have accomplished 30 years ago. Exploration and travel, when possible, can make for an equally important education as what’s on offer by the hard-working teachers at Lucas' school, a crew doing the best they can with a frighteningly shrinking list of resources.

<img class="aligncenter size-full wp-image-177562" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_9015-scaled.jpg" alt="father and son road trip" width="1920" height="2560" />

Plans for the week were sketched out but nebulous, meaning we didn’t intend to twiddle our thumbs in a hotel lobby nor did we wish to spend seven days on a rigid timetable. This author learned a long time ago there’s a balance between those two extremes, though not after the appearance of numerous wrinkles and a sprinkling of grey hair at my temples. Typical tourist trap activities in the Vegas area were enjoyed, ranging from exploring the outrageous structures to being blinded by that jumbotron at the corner of Las Vegas Boulevard and Harmon Avenue.

So we hit the road after a couple of days, piling aboard Ram’s new half-ton Rebel G/T, and headed for the Valley of Fire. For those not in the know, this trim is an attempt to capitalize on interest surrounding the <a href="https://www.wheels.ca/vehicle-reviews/why-i-love-my-vehicle-2021-ram-1500-trx-a-supertruck-summer-driver">bonkers TRX</a> which packs a Hellcat engine in addition to a hellacious price tag. The Rebel G/T deploys the standard 5.7L V8 engine that’s been around since Adam was an oakum picker but gifts it an exhaust which provides some of the best start-up and full-throttle noises in any half-ton truck on sale today. These auditory delights were unmuffled by the eTorque mild-hybrid system, gear which helps low-end torque and provides a small fuel economy boost.

<img class="aligncenter size-full wp-image-177551" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8848-scaled.jpg" alt="Ram valley of fire" width="2560" height="1920" />
<img class="aligncenter size-full wp-image-177556" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8824-scaled.jpg" alt="Ram valley of fire" width="2560" height="1920" />

Exterior styling cues like its handlebar mustache of a grille mimics the TRX to a point, while cabin gear such as a shift lever located on the centre console jazz up the interior. The latter addition should placate the dudebros who complained about Ram’s shifter dial, while any gearhead with a pulse will enjoy the snarling exhaust.

Driving to the Valley of Fire from Vegas is a simple matter, though it is wise to take ample amounts of sunscreen and drinking water no matter when you go, let alone in the middle of July. This time of year is decidedly off-peak tourist season thanks to the temps – abandoned interpretation centres and empty gated checkpoints were the norm – but that was fine by Lucas. The utter silence of the Mojave Desert played well to his introverted tendencies, silently speaking to him in a way little else ever could. The sudden appearance of a wild bighorn sheep family moved him to sudden and understandable emotional responses, borderline unspeakable magic at seeing wild desert creatures free to roam and at peace with the world. A good palate cleanser for the soul? You bet it was.

<img class="aligncenter size-full wp-image-177560" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8809-scaled.jpg" alt="Ram valley of fire" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-177559" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8789-scaled.jpg" alt="Ram valley of fire" width="2560" height="1920" />

We hung around until well after dark, mindful of the posted admonishments to drink lots of water and not venture deep into the area’s hiking trails at this time of year for danger of perishing in the heat. It’s one thing to witness stars pop out at night but doing so in a spot utterly devoid of light pollution extends the experience to another level. Suddenly, it’s easy to find the Milky Way, and obscure star formations suddenly stick out like dandelions on a front lawn.

After learning the Hoover Dam can make one feel rather small, we pointed the Ram’s broad nose west, finding off-the-beaten-path places like historic Roy’s in Amboy on the old Route 66 and, further on, the remains of Bombay Beach at the Salton Sea. The latter was sizzling in mid-June and absolutely gobsmacking in terms of its art commentary and how we live in the world. Sitting 250 feet below sea level, this former playground once envisioned as a competitor to Palm Springs and even Vegas was created by an accidental release of water from the Colorado River but, with no natural outlet, has been slowly drying up for decades.

These days, locals welcome artists to the area, showcasing their skills by constructing and leaving installations on what used to be the water’s floor, all created from manners of items like old cars, television sets, subway entrances, phone booths, you name it. Lucas remarked how it gave him food for thought about life and relationships and the world. If any Salton Sea artists are reading this, consider your mission accomplished; getting a teenager to think deeply about such things tends not to be the most straightforward of tasks.

<img class="aligncenter size-full wp-image-177548" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8871-scaled.jpg" alt="Bombay beach" width="2560" height="1920" />

There were a couple more stops as we traversed highways and byways back to the Nevada airport as our week wound down. Speaking of, there were occasions in which the Ram was pressed into continually running in brutally hot conditions, both below sea level and at more than 3,000 feet of elevation. Never once did it put a foot wrong or give any cause to not have confidence in the thing getting us into (and out) of the remote areas being explored. Modern, well-designed cooling tech is a wonderful thing – both under the hood and in the cab.

Here's looking forward to a good year ahead for ya, son. Like a bit of summertime exploration and travel through the sizzling southwest, I’m sure upcoming studies will provide lots of opportunities for exploration and growth – even if the humidity levels are a lot higher.

A Road Trip at the Edge of Seventeen

Large-53602-HyundaiAutoCanadaannouncespricingforall-new2024Kona

Hyundai has been known for ages in this country as the purveyor of vehicles with a solid value play, these days with assists from its wingers “Styling” and “Power”. The Kona stepped into a void left by the Tucson when it got slightly larger a few years ago, providing an alternative for customers shopping in the Elantra price range.

For 2024, the Kona has been significantly revamped, appearing with an alarming new face reminiscent of Robocop’s helmet, at least to those of us with one foot still in the ‘80s. The base trim is still called the Essential on this side of the border, equipped with a 2.0L four-cylinder engine and front-wheel drive, priced at $25,999 before fees. An automatic transmission is the sole choice of gearbox – which really isn’t a gearbox at all since it is of the continuously variable sort. We digress. Horsepower figures remain the same.

The ’24 Kona grows a bit in size compared to its predecessor, stretching an extra 145 mm (5.7 inches) longer and 25 mm (1.0 inch) wider than before. Some of that bounty is said to be shuffled to the rear seat, where passengers in that perch should enjoy better legroom than last year. And, yes – we know it’s a Limited trim in these photos; overall footprint and appearance (and LED lighting signatures!) will be similar, so use yer imagination for now, mmkay?

Alert readers will have noted a price hike, and some of that increase is thanks to snazzy standard equipment which pops up even on the base Essential model. On board is a 12.3-inch touchscreen, one which incorporates a next-generation infotainment system that builds on the generally excellent software currently inhabiting today’s car. It appears we’re getting to the point in base model cars where it’s cheaper for some manufacturers to simply include the biggest infotainment screen on all trims instead of making a smaller one solely for The Cheap Seats. This phenomenon played itself out years ago on the likes of power windows and air conditioning, and we’re glad to see it migrate to infotainment. Thank you, economies of scale.

<img class="aligncenter size-full wp-image-177515" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-53599-HyundaiAutoCanadaannouncespricingforall-new2024Kona.jpg" alt="2024 Hyundai Kona" width="1800" height="1200" />

Hyundai’s Smartsense safety features are also standard across the board, meaning active driving aids such as forward collision assist are part of the deal, as are 17-inch alloy wheels. Back to the infotainment system, we learn that wireless connectivity to Android Auto and Apple CarPlay tools are standard kit as well. It is rumoured that remote start is standard on all trims, though it is unclear if that is a dedicated feature or one provided through the BlueLink over-the-air service which is generally offered as a three-year trial before expiring.

What We'd Choose 

All-wheel drive will be a $2,000 option on the base Essential trim, meaning it still comes in about $500 cheaper than the Preferred trim with front-wheel drive. While full details will be shared closer to the ’24 Kona’s official launch later this year, we’ve learned the Preferred trim will likely gain adaptive cruise control and the brand’s too-cool digital key along with a few other creature comforts.

With that in mind, we’d rather spend an equivalent sum on a Preferred FWD than an Essential AWD – especially since every good Canadian driver budgets for a quality set of winter tires anyway, right? But anyone unconcerned by those few extra features would be smart to sample the Essential FWD and enjoy its healthy list of standard equipment whilst saving about $40 per month compared to the more expensive options.

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.

&nbsp;

Base Camp: 2024 Hyundai Kona

Polestar 3 front

Fledgling Polestar decided to launch itself with a brace of sedan-ish vehicles, with the all-electric Polestar 2 serving as the beachhead onto which many Canadians first heard of this Swedish brand with kinda-sorta ties to Volvo. Now, its next act involves this nation’s favourite style of vehicle: the SUV.

Called the – you guessed it – Polestar 3, this near-six-figure all-electric vehicle is offered in Canada as two different trims. Both deploy dual motors and a long-range battery pack but the Performance variant trades a bit of road trip legs for outright speed. At a base MSRP of $97,400 we find a machine with up to 482 kilometres of driving range, 483 horsepower, and the ability to hit highway speeds in a tick under 5 seconds. Towing capacity is 3,500 pounds if you dare.

For now, all Polestar 3s get a 400V lithium-ion battery with a 111-kWh capacity and the ability to hoover up enough electricity at 250kW DC fast chargers to re-juice from 10 – 80% in an estimated half hour. Brembo-branded performance brakes, an option on other Polestars, are standard with the calipers painted a so-called Swedish gold. Alright, then. Active air suspension and mode-selectable electric power steering help handling.

<img class="aligncenter size-full wp-image-177376" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Polestar-3-int.png" alt="Polestar 3" width="1800" height="1246" />

In an apparent homage to IKEA and other whip-tidy Swedish items, the interiors of Polestar vehicles are decidedly minimalist – but that’s not to say they are poorly equipped. A fixed panoramic roof is part of the deal, as are tri-zone climate control, ample device charging spots (one of them wireless), and a jumbo 14.5-inch centre infotainment screen. A Bowers &amp; Wilkins sound system with 25 speakers belts out your favourite tunes or grim news from the CBC.

One can splash out $7,000 for different interior upholstery, replacing the charcoal-hued cloth or MicroTech seat coverings with “animal welfare” perforated Nappa leather. The upgrade brings ventilated front seats and massaging functions, so it’s not all for looks. Zooty 22-inch wheels can be swapped in for about three grand but the stock 21’s look just fine to our jaundiced eyes.

It is fortunate Polestar sees fit to splash a bit of colour on those brake rotors since the 3’s exterior paint palette is bleaker than a Swedish crime drama show. Only the dark blue Midnight adds any sense of non-grayscale to the car, with all other options – Magnesium, Snow, and even the entertainingly named Jupiter – residing squarely in the “non-colour” category. At least they are all $0 options.

What We'd Choose 

A grand total of $7,000 for the performance pack is a lot of cheddar for adding just 27 horsepower and shaving 0.3 second off the highway sprint. That’s almost $260 per horse, or the average bet per equine at Churchill Downs. Torque fares better in comparison, jumping up 51 to 671 lb.-ft. Still, that’s a big ask – especially knowing the extra power blunts total driving range by about 10 percent.

With that in mind, we’ll stick with the standard Polestar 3 – just be aware that less-expensive trims may be in the pipeline for 2025.

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 Polestar 3

Crosstrek front

Canadians looking for an affordable way to get all-wheel drive under their feet have often sought out Subaru dealerships in search of a new machine. These days, every model – save for the BRZ – has its power meted out to all four corners.

Towards the entry-level end of the Subaru menu, we find the 2024 Crosstrek which is priced at $28,995 when shod with its Convenience package. Under its hood is a 2.0L boxer-type four-cylinder engine making 152 horsepower and 145 lb.-ft of torque, all lashed to a continuously variable transmission marketed by Subaru under the Lineartronic name. There are a couple of drive modes and, of course, all-wheel drive is standard.

You’ll do without fog lamps in the entry-level Crosstrek, though at least Subaru has the decency to offer a couple of blue paint options instead of limiting choice to greyscale. Headlights are snazzy steering-responsive LED units as found on more expensive trims, a spoiler juts from the back hatch, and a rear wiper is present unlike base trims of some competitive models. Tires are 17 inches in diameter.

<img class="aligncenter size-full wp-image-177313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Crosstrek-int.png" alt="2024 Subaru Crosstrek" width="1800" height="842" />

At this price, the Crosstrek is saddled with twin 7.0-inch touchscreens in its centre stack instead of the jumbo 11.6-inch tablet-style slab found in costlier trims. However, given the latter only makes use of part of its screen for functions like the backup camera, this may not be a wholly bad thing – if you can get over the odd appearance. At least there are physical dials for radio volume and tuning, plus dedicated buttons for temperature and defroster controls. CarPlay is onboard, plus a USB port and satellite radio. The latter is notable since some competitors force upgrades to access that capability.

Air conditioning is present, as it is in just about every new car these days. Black interior trim is found on the dashboard and door handles, though a skiff of colour appears by way of silver stitching on the manually adjusted heated cloth seats. Analog gauges flank a small colour multi-information display ahead of the driver, serving up basic information and a digital speed readout if desired. Cost cutting for the base trim shows up in the lack of illumination in the glovebox and visor mirrors, absent armrest for rear seat urchins, and binned heated steering wheel.

What We'd Choose 

Perhaps ironically, the least expensive Crosstrek shares several visual cues with the far more expensive Onyx trim, including blacked-out mirrors, grille, and similar wheels. The Onyx gets a power boost to 182 ponies, a sum which better fits the Crosstrek’s lot in life, but its $5,000 price walk is not to be trifled, generally representing $100 or more per month depending on terms of the loan. At that price, one could easily find themselves in the much larger Forester or Outback at entry-level trim, cars which also have 182 horses.

All of which leads us to what is probably our first dual Base Camp recommendation. If the base Crosstrek’s power levels are sufficient to yer tastes, jump on that trim. But if one desires a bit more grunt and wishes to stay in a Subaru showroom, the smart play would be to sample a Forester or Outback instead.

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.

&nbsp;

Base Camp: 2024 Subaru Crosstrek

IMG_7630

What do you consider well-travelled? Jumping on a plane and heading to a different country? Maybe cracking off the Toronto – Montreal corridor multiple times a week? Or perhaps taking in the cross-country sights of this great nation.

How about driving from the bottom of South America in Tierra del Fuego to Prudhoe Bay at the top of Alaska? Or surreptitiously smuggling thousands of books to children behind the Iron Curtain? And then motoring 3,061.8 kilometres clear across the UK from London to Land’s End to John O’Groats and back again without refueling?

That’s the provenance behind this pickup truck, a diesel-powered 1988 GMC Sierra 3500 SLE equipped with an extended cab and four-wheel drive. Owned by Garry Sowerby, it’s a machine that has seen more of planet Earth than most humans – which is appropriate since Sowerby, holder of multiple Guinness World Records for long-distance driving – has driven more miles in reverse than many people have in forward.

<img class="aligncenter size-full wp-image-177012" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_2435-scaled.jpeg" alt="Gary Sowerby 1988 GMC Sierra 3500" width="2560" height="1742" />

Actually, this truck is the first diesel-powered 1988 GMC Sierra 3500 SLE equipped with an extended cab and four-wheel drive. Readers with an affinity for Ovaltine and a bedtime of 9:00pm (raises hand) will remember that model year saw the introduction of brand-new GM half-tons and heavy duty machines after about 15 years of “squarebody” rule. In fact, assembly workers had to stop the production line twice since the combination of an extended cab and one-ton frame (not to mention a manual transmission) had yet to be hammered together on the factory floor.

The impetus for the rig was a follow-up to Sowerby’s adventure a few years prior in which he and a driving partner broke the world record for venturing from the bottom of Africa to the top of Scandinavia (which itself was a follow-up to his around-the-world feat in 1980 of circling the globe in 74 days). After conquering those challenges, belting from the southern tip of South America to the northern reaches of Alaska seemed like natural progression.

<img class="aligncenter size-full wp-image-177000" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_4026.jpg" alt="Gary Sowerby 1988 GMC Sierra 3500" width="1000" height="688" />

<img class="aligncenter size-full wp-image-177005" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/SowerbyCahillPrudhoeBayFinish.jpg" alt="Gary Sowerby 1988 GMC Sierra 3500" width="1000" height="525" />

They called it the Pan-American Challenge, cracking off the feat in just 23 days, 22 hours, 43 minutes. For the task, Sowerby determined he and co-driver Tim Cahill needed a purpose-built pickup truck; they turned to GMC, a brand with which Sowerby enjoyed good relations thanks to previous successful record attempts. The new Sierra was a perfect choice, especially since the company was keen to prove its switch to an independent front suspension (unheard of on a truck in those days) was up to the task of handling harsh environments.

Also required? A truck that didn’t need refueling at every corner since they expected diesel quantity (and quality) to be unreliable in certain places. For ’88, the truck’s stock tank was good for 35 gallons or about 132 litres. Impressive, but the team installed a u-shaped fuel cell in the Sierra’s cargo box capable of handling an extra 110 gallons. That’s a total of nearly 550 litres, ensuring they’d only have to stop a handful of times on the journey. In fact, the truck only required two fuel stops between Texas and Alaska. And, for your next trivia night, that much diesel weighs roughly 1,000 pounds. Good thing this truck has a stout payload rating.

<img class="aligncenter size-full wp-image-176978" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_7641-scaled.jpg" alt="" width="2560" height="1920" />

But before hitting the environs of North America, Sowerby and Cahill had to navigate through Central and South America. “A big worry was security,” explained Sowerby. “There were problems in Peru at the time, and then the issue of Colombia. Several areas were simply not safe.” Given geopolitical climates of the day, Sowerby and Cahill were prime targets for kidnappers with ransom demands. Their solution? Run quickly and quietly through trouble spots, broadcasting neither their progress nor arrivals. In fact, their first large-scale press conference didn’t occur until they reached Texas. “We were all stickered up for the journey – but no one knew we were coming,” grinned Sowerby.

Still, they had a few tricks up their adventurous sleeves in case of emergency. A stock of Farmer’s milkshakes were squirreled away in the truck, with the lads making sure to be drinking one or two whilst being approached by federales, then giving some away as an ice breaking gesture of goodwill. The same went for a trove of special truck-shaped lapel pins worn prominently on their jackets. Often, they’d sigh to various gendarmes that these were their last two pins but would gladly give them up if it helped grease the wheels of border entry. A few miles after clearing the checkpoint, Sowerby and Cahill would simply reach into their stash of pins and affix new ones to their lapels.

Mavericks, I tell ya.

<img class="aligncenter size-full wp-image-176979" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_7650-scaled.jpg" alt="Gary Sowerby 1988 GMC Sierra 3500" width="2560" height="1920" />

During the interview, at a turnaround spot, Sowerby tossed me the keys which is a move akin to Gordon Ramsey passing over the controls to his convection oven. Sitting behind the wheel was a familiar experience since this generation of truck was common whilst growing up in rural Newfoundland but the provenance of this thing seeps through with plenty of gravitas. Easing out the bear trap of a clutch is easy enough since the engine to which it is attached is less stressed than Willie Nelson after enjoying his favourite herb scent. The aftermarket tachometer climbs a couple thousand rpm and it’s time to find another gear.

Starting in first, a bull low cog, is almost a waste since its ratio is in the basement. Pulling onto the highway, we’re on through second to third nearly as quickly with only one more gear left in the chamber. Outrageously long shift throws are handled by a stick big enough to brain a moose – you could take a bus from first to second gears and still need a transfer – but the whole experience is one of low stress and deliberate motoring. Handled properly, it’s the yacht rock of powertrains.

<img class="aligncenter size-full wp-image-176995" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_4056-scaled.jpg" alt="" width="2560" height="1818" />

<img class="aligncenter size-full wp-image-176997" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Sowerby1Moscow.jpg" alt="" width="1000" height="663" />

Don’t get it twisted: an easy powertrain doesn’t mean it was an easy drive. “About one-third of the journey was on unpaved roads,” Sowerby said, “But in the Atacama Desert, for example, we found pavement in such shocking condition it was worse than dirt.” Plans were afoot for one person to sleep in the cargo area while the other drove, explaining the u-shaped auxiliary fuel tank and rudimentary mattress back there, but temperatures approaching those found on the sun forced the abandonment of that idea after just a couple of days. Fitful rest was taken in the cab area.

Shockingly, much of the truck’s mechanicals are stock – which, of course, was the point GMC wanted to make. Engine, transmission, and suspension were all factory items, as were the body panels and glass (nothing bulletproof here). Some of the SLE trim equipment was ditched in favour of custom gear, especially the electronics which were cutting edge at the time but rudimentary today. A built-in radar detector peeps through the grille, for example, if you can find it. Also custom? The cap covering the cargo bed needed to be split down the middle and the fibreglass redone – the truck was so new for ’88 that properly fitting bed caps simply didn’t exist.

<img class="aligncenter size-full wp-image-177007" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/1988GMCSierraUK1992-e1644432256697.jpg" alt="Gary Sowerby 1988 GMC Sierra 3500" width="1200" height="705" />

Cruising up through America and Canada was relatively relaxed compared to the first legs of Pan-American journey, though fighting fatigue and road fever was a challenge. After smashing that record, Sowerby took the truck overseas for other events. This is a pickup which can lay claim to driving over 3,000 kilometres across Great Britain and back again without stopping for fuel. It can celebrate a similar feat in Scandinavia. And it can also bask in the importance of smuggling 5,000 children’s books to Moscow schools and libraries.

Well-traveled? That description doesn’t even cover the half of it.

I’ve Been Everywhere, Man

XT4 front

The crew at Cadillac has gifted their smallest crossover, the XT4, a major redesign for the 2024 model year. In addition to a massaging of its front and rear styling, the cabin gets a total overhaul by taking more than a few cues from the tony Escalade and all-electric Lyriq.

Caddy chooses to continue offering the XT4 in either front- or all-wheel drive configurations, permitting the advertisement of a sub-$45,000 price tag. Every XT4 is equipped with the same 2.0L turbocharged four-cylinder engine making 235 horsepower and 258 lb.-ft of torque when fed a diet of premium gasoline. This plays dance partner to a 9-speed automatic transmission.

Three trims are on tap: Luxury, Premium Luxury, and Sport. Only the first one is available as a front-driver while the latter two are identically priced but aimed at different customers – the Premium Luxury has more chrome brightwork and the Sport has blacked-out details, just for starters. The $44,798 Luxury FWD trim has 18-inch bright alloy wheels, colour keyed door handles and heated side mirrors, and LED lamps all around. A power liftgate is fitted to the rear. The hue of Argent Silver Metallic is shown here as the only no-cost paint option, an irritating detail that also extends to the more expensive trims.

<img class="aligncenter size-full wp-image-176936" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/XT4-int.png" alt="2024 Cadillac XT4" width="1800" height="1024" />

An absolutely enormous uninterrupted display commands attention in the cabin, measuring a claimed 33 inches and packing the likes of wireless smartphone integration plus built-in Google services and GM’s generally excellent wi-fi program. The front chairs and rear outboard perches are heated, dual-zone climate control keeps warring factions happy, and a smattering of USB ports means everyone should have a place to plug in. So-called ‘Interluxe’ upholstery (read: fake leather) is standard and more than good enough for the vast majority of us. Real leather is a $1,725 option.

Safety gear is impressive with the likes of automatic emergency braking, blind zone steering assist, parking helpers, and forward collision alerts all part of the deal. Old-school cruise control is at the ready but the brand’s tremendous SuperCruise has yet to make it to this level on the Cadillac ladder.

What We'd Choose 

The selection of front- vs all-wheel drive is a debate which has raged for generations and is not likely to be resolved within the confines of this article. Shuffling power to all four corners has huge advantages in parts of our country where what falls from the sky in winter is not to be believed, but it’s worth noting the old saying that all-wheel drive does not mean all-wheel stop. Fitting a set of stout winter tires should be mandatory no matter the number of driven wheels.

A trailering package costs $655 and should be considered even if you don’t plan on hauling anything thanks to its inclusion of better gubbins for engine cooling. Monochrome emblems are available for the vain, though we can think of better ways to spend $265. Audiophiles may consider the $1,010 AKG 13-speaker sound system a decent upgrade, though we remain ambivalent. It is one’s own decision whether or not to splash $3,400 on all-wheel drive – just remember to leave room in the budget for winter tires no matter yer choice.

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 Cadillac XT4

ioniq 6 frt

We’ve spilled a lot of digital ink writing about the Ioniq 6, the latest in an excellent line of Hyundai electric vehicles which offer useful all-electric range whilst incorporating hefty doses of interesting visual design. The new Ioniq 6 is a four-door sedan serving as counterpart to the five-door hatch (crossover?) that is the Ioniq 5. The fact that Hyundai didn’t take the easy route and simply tack a trunk onto the 5 and call it a day should be applauded.

The 6’s unique shape also pays dividends in terms of driving legs. Since it is very aero-friendly, Hyundai advertises a maximum range of up to 581 kilometres in some variants on a full charge, nearly 100 more than the 5 despite deploying similar all-electric guts. Kicking off the range is a $54,999 Preferred trim, billed as a ‘long range’ model even though all Canadian offerings have precisely the same 77.4 kWh battery pack.

This configuration grants rear-wheel drive, 225 horsepower / 258lb.-ft of torque, and acceleration to 100 km/h in about 7.5 seconds. Just an extra $3,000 gains you access to the all-wheel drive club, packing an entertaining 320hp/446tq, and a shot to 100 km/h in a hair over 5 seconds. Read: it’s properly quick. However, estimated range drops to 509 clicks (or 435km when shod with 20-inch wheels, proving that physics can be a cruel mistress.

<img class="aligncenter size-full wp-image-176812" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/ioniq6-int.jpg" alt="Hyundai IONIQ 6" width="1800" height="1039" />

Standard kit includes items like a heat pump, a device which warms the cabin more efficiently than a resistive heater. Some brands eliminate this feature in the lower trims of their EV, so shop carefully. Typical driving aids like lane keeping and forward collision assist is on board, plus adaptive cruise control.

Cloth seats are found inside – unless one pops for AWD and adds a pricey $6,000 Ultimate package – heated up front and power-adjustable for the driver. Gear like dual-zone climate control, leather-wrapped touchpoints like the steering wheel, and paddles for brake regen are present. Infotainment is handled by a 12.3-inch colour touchscreen, running Apple CarPlay and Android Auto. There are plenty of places in which to charge a device, including a wireless pad, and multiple smartphones can be paired to the system at any one time. Another 12.3-inch tablet sits ahead of the driver doing able duty as a gauge cluster. In short, Hyundai’s ability to provide deep value-for-money is carried over into its all-electric offerings.
<h3>What We'd Choose </h3>
Regular readers know our penchant for selecting trims with the most power and that trend continues here. Three stacks for an extra 95 ponies which shave about two-and-a-half seconds off the car’s acceleration time is a good deal, even if it does blunt driving range by over 10 percent. We’d stay away from the 20-inch wheels, since even our vanity isn’t worth 74 kilometres, and the expensive Ultimate package pads a monthly payment handsomely. We think most customers will be happy sticking with the Preferred Long Range AWD.

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 Hyundai Ioniq 6

XM front

This one is sure to enrage the penny pinchers who usually frequent this column in search of advice on good deals. After all, it isn’t every day that an SUV with a sticker price the better part of a quarter-million dollars is referred to in the same breath as a ‘base’ car. Let’s call this one “Ace of Base”, then.

Anyone who grew up in the ‘90s will appreciate that reference.

Back to cars. BMW has set tongues wagging with their styling experiments over the last few years, and the XM is certainly not immune to these conversations. An alarming snout adorns a face only a mother could slug, leading the way on a vehicle which comes with gold window trim as standard equipment. That’s right – BMW will charge you the princely sum of $1,500 for a Black Exterior Contents package to delete the offending metal and replace it with something a bit more subdued.

Six different exterior colours are on offer for $0, as they should be on a machine costing $245,580 before taxes. If you’re hellbent on searing the retinas of everyone on yer street, be sure to select Toronto Red and pair it with the no-charge gold accents. For maximum effect, a set of gold-trimmed 23-inch wheels are on the options docket for a cool $2,000. The standard 22-inch double spokes are on show here.

Under the hood is a twin-turbo V8 tag teaming a hybrid system, responsible for summoning 664 horsepower and 590 lb.-ft of torque. BMW claims a 0 – 100 km/h acceleration time in the mid-4-second range, sufficiently fleet of foot to blur the scenery and whisk this SUV out of sight of offended strangers. A sport automatic transmission with paddle shifters will assist your exit, as will all-wheel drive.

<img class="aligncenter size-full wp-image-176502" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/XM-int.png" alt="2023 BMW XM" width="1800" height="976" />

The interior of this XM has been gifted numerous items from the BMW toybox, including a "sculptural roofliner" crafted from Alcantara and featuring a 3D prism structure with ambient lighting. It’s tough to describe absent a live demonstration but suffice it to say anyone working at Ripley’s Aquarium will feel at home. Typical tech such as an enormous curved dashboard display, BMW’s digital cockpit professional, and head-up display are all present in this cabin. Also on tap are massaging front seats, quad-zone climate control, a Harman Kardon surround sound system ready to belt out everything from Adele to ZZ Top.

What We'd Choose 

If the standard H/K stereo isn’t sufficient for the audiophiles in your life, BMW will gladly rectify that for $5,500. This nifty sum nets a Bowers &amp; Wilkins Diamond surround sound system which is capable of banging out 1,475 watts from 20 speakers – four of which are hiding up in the aforementioned roofliner, playing along with a pair of subwoofers underneath the front seats (don’t tell BMW we call ‘em butt thumpers, ok?). For extra theatre, the system features illuminated elements in case your passengers missed the look-at-me exterior styling.

Hey, in this age of rampant inflation and skyrocketing interest rates, one might as well display their wealth if it is available. After all, it might not be yours much longer. Smoke ‘em if you got ‘em, folks.

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 BMW XM

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.

&nbsp;

Matthew Guy

Articles by Matthew Guy