With over two decades as a member of the Automobile Journalists Association of Canada (AJAC), Michael Bettencourt has been writing about cars and automotive topics for over 25 years. A journalism graduate of Ryerson University, he has won multiple awards for automotive photography, vehicle testing, plus EV and green topics, and has owned various EVs since 2011.

Crosstrek front 18

Kelowna, BC – With the Crosstrek status as Subaru’s best-selling model in Canada, accounting for just over a third of all its sales last year, it’s perhaps not surprising that the company has taken a decidedly conservative approach to its 2024 redesign arriving in dealerships across the country now. This third-generation Crosstrek offers the same basic dimensions as the outgoing one, with the same engine choices – minus the limited production Crosstrek PHEV version.

And yet Subaru Canada has to draw a finer line in the sand with this latest Crosstrek, which continues to be a more off-road-ready version of the compact Impreza hatchback. Many of its subcompact crossover rivals (think Honda HR-V, Hyundai Kona, or Mazda CX-30) offer an off-road package, but in the Crosstrek, that ability is part of its DNA. Later this year, Subaru will also offer its Wilderness package on the Crosstrek, which will make it even more capable.

<img class="aligncenter size-full wp-image-176048" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Crosstrek-side-18.jpeg" alt="2024 Subaru Crosstrek" width="1280" height="720" />

New exterior, new interior

The 2024 Subaru Crosstrek certainly looks different, with all-new wheel designs for each of the four trims, with even the base Convenience model (which starts at $28,995) receiving black 17-inch rims. The new Onyx trim ($33,995) that slots between the Touring ($32,195) and the top Limited model (MSRP of $36,995) is the most unique, with colourful mustard yellow foglight housings, yellow seat trim, and stitching accents to match. The Sport and Outdoor trims are no more, as is the manual transmission option, with all models now automatic CVT only.

On our drive, we sampled the Limited for half the day, where we encountered a slow-moving mountain goat just outside Kelowna right in the middle of the road. It wasn’t white like the ones sometimes seen in the Subaru ads, apparently named Gus, but was happily munching on some nearby grass at the side of the road.

<img class="aligncenter size-full wp-image-176044" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Crosstrek-Onyx-fogs-accent-10.jpeg" alt="2024 Subaru Crosstrek" width="1280" height="851" />

We then switched into the Onyx for the afternoon, and frankly didn’t note many additional features in the top trim outside the leather seats. The yellow-dabbed interior of the Onyx was much more fun and playful than the monotone black leather interior of the Limited, though some folks were not fans of the Onyx’s yellow fog light surrounds.

All ’24 Crosstrek models have new black cladding that incorporates subtle aero outlets on their trailing edge, which reduces wind buffeting at speed according to Subaru. The Onyx also has a black surround panel in between the rear lights, giving it a Nissan Leaf-like rear appearance, in contrast to the usual body colour panel on other trims.

Crosstrek is now pricier

The Crosstrek’s $29k base MSRP is higher than last year’s base price of just under $25,000 in Canada. Why? Much of that is because the Crosstrek no longer offers a manual transmission, which was one of the few vehicles that offered the stick with standard all-wheel drive. But the ’24 Crosstrek’s $28,995 base price is still $1,800 higher than the last base automatic CVT model due to the addition of a host of standard equipment.

This includes advanced LED headlights with steering response, auto high beams, heated seats, dual-zone climate control, a windshield wiper de-icer, dual seven-inch screens replacing a single 8-inch screen, and SiriusXM now standard on all trims.

<img class="aligncenter size-full wp-image-176050" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Crosstrek-side-with-accessories-21.jpeg" alt="2024 Subaru Crosstrek" width="1280" height="720" />

As with most Subarus, AWD is standard, compared to many rivals where it’s an optional extra. Keep in mind too that even though the Crosstrek name is officially global now, with no more XV anywhere, there are still some key differences between Canadian and American Crosstreks.

Canadian versions all come from Subaru’s plant in Gunma, Japan, whereas the U.S. Crosstreks are built at Subaru’s Indiana plant. Our Onyx model is called the Sport south of the border, and its mustard yellow accents are in the grille versus the foglight surrounds.

But once the Wilderness arrives later this year, it will come from the Indiana plant, since Wilderness models are only offered in North America, for now. So a Crosstrek that doesn’t cross oceans to arrive should be less expensive, right? Well, likely not. Subaru Canada said official pricing has not yet been set, but will likely fall close to the Limited trim models.

New safety and interior tech, familiar driving feel

On the road, driving the Crosstrek feels very familiar. There’s the same base 2.0-litre four that produces 152 hp and 145 lb-ft of torque, with the upmarket Onyx and Limited models we drove getting a 2.5-litre four-cylinder engine that nudges the power up to 182 hp and 178 lb.-ft. of torque. Both of these engines are traditional (for Subaru) flat four engines, meaning the cylinders run side to side instead of up and down.

<img class="aligncenter size-full wp-image-176041" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Crosstrek-in-driver-2.jpeg" alt="2024 Subaru Crosstrek" width="1280" height="851" />

Paddles behind the steering wheel on Onyx and up allow for a bit of sporty character, though no one will confuse this for a sports car. And even though the Crosstrek is offered in other markets with a hybrid powertrain option, neither that nor the plug-in hybrid option will be offered anymore.

Subaru’s standard all-wheel system in the Crosstrek defaults to 60 per cent power to the front and 40 to the rear, then shifts back and forth as needed, versus an equal split previously. That slight difference wasn’t noticeable on either the winding mountain roads we encountered on our route, or the city and highway portions that will make up the vast majority of a typical Crosstrek’s life.

But the company did set us loose on a couple forested off-road paths to demonstrate that the AWD system could indeed tackle some dirt roads. Its 220 millimetres of ground clearance and lower cladding helping protect its underbody over the rough stuff, though some may argue against Subaru’s labelling of the Crosstrek as a “compact SUV,” versus a lifted hatchback.

There’s plenty of room in the Crosstrek’s cargo area but there’s no power tailgate option. Most buyers will be more impressed, however, with the upgrades inside, and especially the larger 11.6-inch touchscreen that’s standard on all but the base Crosstrek. It will bring with it wireless Apple CarPlay and Android Auto, though navigation will only be offered on top models, and after three months, you’ll have to subscribe to the SiriusXM service to be able to use the GPS directions from your car instead of your phone.

Wireless phone charging is also available on Onyx and up models, with both USB-A and newer USB-C options up front and for rear passengers. And perhaps most impressively, Subaru says over-the-air updates will also be coming, without specifying when, what type or how often.

<img class="aligncenter size-full wp-image-176046" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Crosstrek-rear-3q-16.jpeg" alt="2024 Subaru Crosstrek" width="1280" height="720" />

The 2024 Subaru Crosstrek is a solid value if an unambitious redesign. Especially since the company acknowledges that electric options are starting to arrive in this segment, and are helping drive its growth, all while Subaru itself dropped its own higher-tech PHEV option.

Subaru believes this more conservative (drivetrain) path for the Crosstrek in Canada combined with its notable styling and interior upgrades will make its most popular vehicle even more so, predicting Crosstrek sales to increase by over 10 per cent this year. But we are disappointed to see both the manual transmission and the PHEV are no longer available.

2024 Subaru Crosstrek Onyx and Limited

BODY STYLE: Compact five-seat hatchback

DRIVE METHOD: Front-engine, full-time all-wheel-drive, continuously variable automatic transmission

POWERTRAIN: 2.5-litre, boxer four-cylinder engine (182 hp, 178 lb-ft)

FUEL ECONOMY: 8.9/7.2 L/100 km (city/highway)

CARGO VOLUME:  564 litres (19.9 cu-ft); Seats down: 1,549 litres (54.7 cu-ft)

TOW RATING: 680 kg (1,500 lb.)

PRICE: $33,995 (Onyx)/ $36,995 (Limited MSRP, not including $1,995 freight, taxes and fees)

WEBSITE: <a href="http://www.subaru.ca/">http://www.subaru.ca/</a>

2024 Subaru Crosstrek First Drive Review

Polestar3 3q front

New York, NY – With the Polestar 3 and Volvo EX90 all-electric luxury SUVs heading to North America around the end of 2023, based on similar drivetrains and identically large batteries, the market race between these two closely related vehicles arguably becomes a choice of style and seats.

Which whispers more alluringly to you: the upright, classically conservative and practical Volvo seven-seater? Or the sleeker, less spacious but spicier five-seat Polestar 3?

The Polestar 3’s North American debut was conspicuously held the week before the New York International Auto Show, which Polestar did not officially attend. Noted enviro-conscious movie star Leonardo DiCaprio also helped bring some celebrity shimmer to the event, posing for photos with Polestar CEO Thomas Ingenlath. And while Ingenlath acknowledged some technical similarities between the Polestar 3 and upcoming Volvo EV, he also stressed more than the visual differences between the two corporate cousins.

“It’s not just the same vehicle with a nicer top hat on it,” said Ingenlath at a technical deep dive on the Polestar 3 with other senior execs hours before the DJ and models showed up. “We have more of a pioneering role within the company,” he said, noting that the Polestar 3 will arrive first, and those first-year units to arrive are set to be produced in China, before its plant in South Carolina starts producing them around mid-2024.

<img class="aligncenter size-full wp-image-175706" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Polestar3-rear-legroom-4.jpeg" alt="Polestar 3" width="1280" height="851" />

Having globally introduced the 2024 Polestar 3 in October last year in Denmark, the luxury EV maker quickly started taking orders for the vehicle in Canada and the U.S. in November. It also released a surprising amount of information about the vehicle early, including its base price in Canada of just under $100k, especially considering that Volvo as of this writing has still not announced its EX90 price, which traditionally is held to just a few months before the first units arrive.

The Polestar 3’s six-figure price may sound expensive, especially when you consider that the EX90 will offer three rows of seating, which is currently still a relatively rare offering amongst any BEV models, at any price point.

But there was a strategic reason for this price in Canada, and it actually helped make the $99,900 starting price (after delivery charges) notably lower than the Polestar 3’s announced launch prices in both the U.S.($83,900, or C$113,417) and Europe (89,000 Euros, or C$131,711).

“We purposefully brought it in just under the ($100,000 vehicle) luxury tax,” said Hugues Bissonette, the Country Manager for Polestar Canada. The launch models come fully loaded, as they include the Plus and Pilot packages, with only a few available option packages that would push it over the six-figure luxury tax threshold.

One is a $7,000 Performance pack option, with which horsepower jumps from 489 hp to 517 hp, while torque increases from 620 lb-ft (840 Nm) of torque to 671 lb-ft (910 Nm). And all from a software upgrade, with more rated horsepower than the EX90, but the same torque in both regular and performance versions. Handling is also sharpened by stiffer springs and semi-active dampers, with rear torque-vectoring acting on wider 22-inch unique wheels. And distinctive yellow Polestar Engineered seatbelts.

<img class="aligncenter size-full wp-image-175703" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Polestar3-infoscreen-5.jpeg" alt="Polestar 3" width="1280" height="851" />

Both the Polestar 3 and the EX90 will share the same large 111 kWh lithium-ion battery, of which 107 kWh will be usable, with a max charge speed of 250 kW, which is very high for a 400-volt system. Polestar says a DC quick charge will take 30 minutes to go from 10-80% charged, which is quick for a battery this large.

But it’s worth noting that you’ll need one of the relatively rare 350 kW DC quick-charging stations to achieve this max speed, and likely ideal conditions as well, since a 400-volt system will be working very hard to reach and keep anywhere near that 250 kW max charging speed.

It will be fascinating to DC quick charge these upon its arrival in North America, currently slated for the last quarter of this year, where Canada and the U.S. will be among the first markets to receive it.

Maximum range in the Polestar 3 will be 482 km, as rated by the EPA, which is notably lower than its 610 km preliminary range target originally communicated on Europe’s much more optimistic WLTP standard. Speaking of daily range, the company recommends charging it daily to 90% or less for ultimate battery longevity, although company engineers say it’s not going to be an issue to charge it overnight to 100% occasionally if you’re going to need the range.

“Sometimes people are afraid to charge their EVs to 100 percent,” because of the NMC (nickel Manganese Cobalt) chemistry of the battery, said Beatrice Simonsson, the international head of product management. “Though we recommend normally to charge to 80 or 90%, if you’re going on a trip and need the full 100, customers are totally fine to use it.”

If there are any issues, there’s a very generous eight-year, 160,000 km warranty on the battery. Some driving range reduction over the years due to lithium-ion battery degradation is expected and normal, as with all current batteries, but Polestar includes a battery capacity guarantee of 70% over those periods.

The Polestar 3 and its battery can also handle some tasks that aren’t normally strengths of BEVs, such as towing, up to 2,200 kg (4,500 lb), while offering wireless Apple CarPlay and Android Auto from launch. Regular over the air (OTA) updates will also be provided.

<img class="aligncenter size-full wp-image-175702" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Polestar3-frunk-2.jpeg" alt="Polestar 3" width="1280" height="720" />

Helping with winter conditions in particular, the Polestar 3 comes standard with a battery warmer, a heat pump, and interior pre-conditioning, either from an app or settings inside the vehicle. There’s no ability to manually switch on battery pre-conditioning for a quicker charge, which is unfortunate, but it will automatically pre-condition (warm up) the battery when you select a DC quick charger in the GPS system to navigate to, after choosing from three different levels of high-speed charging.

Many EV fans will be happy to know that there is also a one-pedal driving option, as well as a selectable creep-forward mode, which more closely mimics the feel of a gas vehicle, and is useful for folks with a steep driveway.

There will be some major capabilities that won’t be available right away. The most notable is an optional LiDAR system that for $7,000 adds extra cameras and an advanced laser “pod” on the roof similar to the one that comes standard on the EX90. It will help its driver-assistance technologies perform better in bad weather and at night (auto emergency braking and smart cruise especially), as well as increase its self-driving abilities in more areas and situations.

Ingenlath believes it’ll likely be two to three years before this system will achieve “unsupervised piloting,” as he described it, and likely first in California or other areas where similar systems are now being tested and up for legal approval.

Of course, the 2024 Polestar 3 will also have other luxury rivals in this class, such as the five-seat BMW iX and Mercedes-Benz EQE SUV. But if it comes down in the end to a fashion choice between any BEV luxury SUV in this near-six figure segment, the Polestar 3 has little to worry about.

Fashion-forward Polestar 3 EV to arrive by year’s end

Ariya AWD beauty waves

Sonoma, CA – In the sports world, there’s a common saying: “the best ability is availability,” and while the front-wheel drive 2023 Nissan Ariya EV started trickling into Canada by the end of 2022, Nissan has admitted that there have been various delays with Ariya production. But company officials at the launch event of this here 2023 Nissan Ariya e-4orce (all-wheel drive) version insist this more popular AWD version is still on track to arrive at Nissan dealers in early spring – so basically now, or imminently.

Ariya production and therefore availability will ramp up in the coming months and years, officials here confirmed and will be available in all provinces with EV-certified dealers. Nissan estimates the number currently at roughly 60 percent of its Canadian dealers, a figure set to increase with this AWD, battery-electric (BEV) compact crossover that enters a hot market with lots of demand.

But this launch of the Ariya e-4orce version is not just the addition of an all-wheel drive option, but it adds two different levels of power to the Ariya, depending on battery choice, as well as sophisticated comfort and handling upgrades over front-wheel drive versions.

<img class="aligncenter size-full wp-image-175313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-front.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="699" />

The least expensive Ariya (FWD, standard 63 kWh battery) starts at roughly $53,000 and offers 214 hp. The Ariya e-4orce (pronounced E-Force) with that same battery jumps up to 335 hp, and almost doubles in torque, to 413 lb-ft of silent and refined oomph. The Ariya e-4orce starts at $60,598, and is also available with a larger 87 kWh battery (91 kWh gross), pumping up the power even more, to 389 hp, and 442 lb-ft of torque.

Our pre-production top-line AWD tester came with the 87 kWh battery. It was a U.S. spec model and similar to the Platinum+ trim level which we’ll get here that comes fully loaded with all options at an as tested price of $69,198, before a $2,085 freight fee. Or right around the starting price of a base Tesla Model Y Long Range, which comes with all-wheel drive standard, at the moment.

These Ariya e-Force power figures put it right near the front of its family AWD BEV class, though still behind that base Model Y. Acceleration is a major jump up with all that extra power, not surprisingly, with the e-Force extended battery model doing the 0-100 km/h dash in just 5.1 seconds, versus 7.6 seconds for the FWD model with the same battery.

Range is a slightly different story, since AWD cuts into it. The 87 kWh e-4orce comes in at an estimated range of 428 km, versus 490 for an equivalent FWD model. Top models here feature 19-inch wheels all around, which will provide a slight range improvement over the 20s offered in the U.S. in top trims.

<img class="aligncenter size-full wp-image-175310" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-charger-spot-awakward.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="720" />

Official 2023 Ariya fuel economy figures including range from Natural Resources Canada aren’t available yet, strangely not even for front-wheel drive models, so it’ll be important to test these estimated figures in true Canadian temperatures and conditions once they hit our shores.

But judging from all the technology underhood – sorry, no frunk in the Ariya – both cold and warm conditions have been impressively addressed. Importantly, the Ariya offers a standard heat pump to improve cold weather range, and a battery pre-conditioning system to help DC quick charge the Ariya faster. There’s also a liquid cooling system for the battery that will help with thermal management after a few DC quick charges on long drives – lessons all clearly learned from the Leaf, which debuted in 2011 without any of these items.

Still different compared to even the current Leaf is that the Ariya uses the CCS charging standard for DC quick charging, which charges faster and located in many more places than the Leaf’s CHAdeMO system. It’s another nail in CHAdeMO’s coffin, at least here in North America, where both Kia and now Nissan with the Ariya have switched to CCS in their latest products.

Being able to DC quick charge multiple times in the Ariya on longer drives is a positive, and an advantage over the <a href="https://www.wheels.ca/reviews/2023-toyota-bz4x-first-drive">Toyota</a>/<a href="https://www.wheels.ca/reviews/2023-subaru-solterra-first-drive">Subaru</a> EV twins that don’t recommend DC charging more than twice per day. But it may take a little longer than usual because a) the Ariya features some of the largest batteries in its class, and b) some of the slowest DC charging speeds, with a max of 130 kW. Nissan says that a 20 to 80 percent charge will take 35 minutes in the smaller battery Ariya, and 40 minutes with the larger pack, whether e-4orce or FWD.

Granted, the vast majority of current EV owners charge at home overnight, some of those just using a standard wall outlet to sip as many electrons as possible, but most are using a Level 2 home charger at 240-volts (often called a Level 2 EVSE, or more commonly just an L2). The Nissan’s 7.2 kW onboard charger is on the slow side too, and if you ever manage to roll into your garage with a 0 percent charge, Nissan says it’ll take roughly 14 hours to charge it back up to 100 percent.

These are all important considerations on the EV side of owning an Ariya, but Nissan’s stylish new EV does well on the more traditional and emotional side of SUV ownership too.

<img class="aligncenter size-full wp-image-175315" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-rear-3q-beauty-14.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="720" />

It starts with the styling, as this Nissan stands out as a futuristic yet handsomely upscale all-electric offering. There’s an illuminated badge in front, and Land Rover-like looks around back, with painted black body accents along the lower body and roof that contrasted with our tester’s fiery red hue.

Sure, there may be a touch of style sacrificed at the altar of aerodynamics, but the Ariya is on my personal list of top-three best-looking electric SUVs. And without the headroom limitations inside of the Kia EV6 and the much pricier Jaguar i-Pace.

<img class="aligncenter size-full wp-image-175302" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-Nissan-ARIYA-Platinum-e-4ORCE-15.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1500" height="954" />

<img class="aligncenter size-full wp-image-175303" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-Nissan-ARIYA-Platinum-e-4ORCE-17.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1500" height="1000" />

There’s a similarly stylish and futuristically luxurious interior to match, one that could be worthy of an Infiniti badge. Nissan’s zero gravity seats are standard and notably comfortable. The centre console and lower dash elements appear to be high-grain, low-gloss wood accents, until one notes integrated haptic buttons, so they’re almost totally flat to the eye, but just raised enough to feel by touch, with positive feedback to let you know they’ve been activated. Plus unlike on touchscreens, these buttons actually work with gloves!

There’s a powered sliding centre tray that smoothly slides in and out, and can be used as a laptop tray. The centre console that houses the Z-like shifter and cupholders can be powered back and forth, allowing the driver to tailor a perfect driving position. And the passenger receives powered memory seats on upper trims, unlike some rivals. There’s wireless Apple CarPlay, but Android Auto is wired.

Dimensionally, the Ariya may be roughly the size of a Rogue, but lines up more with the Murano for interior spaciousness, with cargo room landing in between. There’s plenty of leg and headroom for all passengers, along with standard outboard heated seats, heated steering wheel, and both types of USB ports in the front and rear.

<img class="aligncenter size-full wp-image-175312" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-front-and-rear.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="720" />

On the road, while there’s no sub-four-second performance Ariya version to compete with the pricier GT versions of the EV6 and Mach-E, Nissan is justifiably proud of the handling upgrade provided by its e-4orce system, which is a full-time AWD system, and doesn’t turn off a motor at any point to increase efficiency. A quick pylon course on a Sonoma raceway parking lot demonstrated how the driver can feel grip and how power zips back to front, and left to right on both dry and wet portions of the course.

“There is roughly 10 times the speed of data coming in from the electric motors versus traditional mechanical systems, and can respond correspondingly quicker,” said Jim Mastronardi, the Ariya’s senior engineer in charge of dynamic performance

The e-4orce system also improves comfort, he said, as it syncs up the front and rear motors to automatically reduce pitch and dive from regeneration, which is great for kids prone to car sickness. This may disappoint some folks who may wish for true one-pedal driving, or at least more pronounced regeneration when accessing the e-Step button on the centre console, which slows you down, but not quickly, and not to a full stop.

Overall, the 2023 Nissan Ariya e-4orce stands out for its fine looks and interior appointments but gives up some charging speed and range to its competition. However, from the driver’s seat, the Ariya e-4orce with its advanced AWD system and refined interior is an excellent new addition to the rapidly growing EV market.
<h3>Nissan Ariya e-4orce Platinum+</h3>
BODY STYLE: Compact electric five-seat SUV

DRIVE METHOD: Front-motor, all-wheel-drive, 1-speed automatic transmission

POWERTRAIN: Dual-motor, extended 87 kWh battery (389 hp, 442 lb-ft)

FUEL ECONOMY/RANGE: 4.8 km/kWh (observed) / 428 km

CARGO VOLUME: (check) 646 litres (22.8 cu-ft); Seats down: 1,691 litres (59.7 cu-ft)

TOW RATING: (check)

PRICE: $62,685 (standard battery e-4ORCE)/as tested $71,293 (Platinum+ e-4ORCE, not including taxes and fees) (check if options)

WEBSITE: <a href="http://www.nissan.ca/">http://www.nissan.ca/</a>

2023 Nissan Ariya e-4orce First Drive Review

EGV70 water front beauty closer 9

Atlanta, GA – There’s no doubt that the 2023 Genesis Electrified GV70 will be a popular EV for the relatively new Korean luxury brand, even though it just unveiled another all-electric compact SUV last year <a href="https://www.wheels.ca/reviews/2023-genesis-gv60-first-drive-review">in the GV60</a>. That GV60 is slightly shorter, but basically the same size inside, offers the same power (in its Performance trim) and charging speeds, and doesn’t have a <a href="https://www.wheels.ca/reviews/2022-genesis-gv70-2-5t-awd-review">non-electrified twin</a> sitting next to it in the showroom like this E-GV70 does.

But with the striking good looks of the gas GV70, that very similar exterior design could be a plus for this battery-electric version that’s slated to arrive in early spring to Genesis dealers across the country.

The Electrified GV70 is expected to eventually become the brand’s best-selling model, especially as it ramps up its U.S. production in Montgomery, Alabama, although Canadian units will come from South Korea at launch. Genesis and its parent company Hyundai have already proven that consumers are willing to pay a premium for more powerful and much smoother full-electric versions of gas vehicles, in both the luxury and subcompact SUV ends of the market, with the <a href="https://www.wheels.ca/reviews/2023-genesis-electrified-g80-first-drive">Electrified G80 sedan</a> and Hyundai Kona EV, respectively.

<img class="aligncenter size-full wp-image-175154" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EGV70-side-beauty-5.jpg" alt="Genesis Electrified GV70" width="1280" height="851" />

The key question now is whether the Electrified GV70’s lower range and higher price compared to other luxury SUVs like the <a href="https://www.wheels.ca/first-drives/2023-cadillac-lyriq-first-drive-review">Cadillac Lyriq</a>, and Tesla Model Y will be offset by its front-of-the-pack DC quick charging, unique technologies, and that come-hither but familiar styling.

It may be helpful here to clarify that GV in Genesis-speak denotes a crossover/SUV model and not an EV. Unlike the hot-selling <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-hyundai-ioniq-5">Hyundai Ioniq 5</a> and <a href="https://www.wheels.ca/reviews/2023-kia-ev6-gt-first-drive-review">Kia EV6</a>, the Electrified GV70 doesn’t use the E-GMP architecture, but was designed to accommodate both gas and EV versions early on in GV70 development, and that’s where the “Electrified” nomenclature comes from. By 2030, Genesis says it plans to offer only all-electric models.

Telling the two GV70s apart will be tricky, but not impossible from most angles. The most obvious difference is from the rear, where the lack of tailpipes is a dead giveaway, but there’s also more body colour sheet metal under the bumper, given that the E-GV70 has lost the rear cladding that also wrapped around those prominent twin exhausts. From the side, the body and wheels are largely the same (but darker here), so the tell is the white calipers. Which even on our brand-new testers were already getting dirty by the mid-way point of our sunny day-long drive in and around Atlanta.

<img class="aligncenter size-full wp-image-175147" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EGV70-rear-3q-2.jpg" alt="Genesis Electrified GV70" width="1280" height="851" />

Its front end looks like the gas car’s grille but with closed openings. There’s also a very subtle ‘G’ where the charge port opens once you push on it. Aim for the top right corner and you’ll find it. This heated and elegantly hidden charge port location will be helpful to folks that like to nose into their charging spot, either at home or at public chargers.

Inside, while the E-GV70 doesn’t have the crowd-pleasing rotating crystal ball shifter of the GV60, there’s an overall feeling of quality that’s a slight notch above its e-stablemate, and largely identical to the gas GV70. The circular shifter just below the same-size circular controller can sometimes be confused for one another, but the controller and the plethora of actual hard buttons clearly caters to traditional luxury vehicle buyers.

<img class="aligncenter size-full wp-image-175142" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EGV70-int-16.jpg" alt="Genesis Electrified GV70" width="1280" height="851" />

<img class="aligncenter size-full wp-image-175137" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EGV70-cargo-area-12.jpg" alt="Genesis Electrified GV70" width="1280" height="851" />

Passenger space is generous in front and in back, and identical with the gas GV70, with plenty of headroom and legroom in either row, even with the standard opening panoramic roof. Perhaps not surprisingly, the E-GV70’s extra length and more traditional shape netted it 813 litres of cargo space, which is a big advantage over the GV60, and only down a couple litres to the gas GV70. And in terms of overall interior room, the E-GV70 is right up there with the top-selling Tesla Model Y (although there’s no third row option), and the larger and much heavier Cadillac Lyriq.

Heavily refined is a good way to describe its overall driving feel, as its 429 hp and 446 lb-ft of torque move it along silently and swiftly at all road speeds – you don’t have to be in its unique Boost mode to throw your head back, but you’ll want to be. That’s because Boost mode, governed by a button at the bottom of the steering wheel, temporarily pumps up the power to 483 hp and a lofty 516 lb-ft of torque, allowing fans of ‘80s car shows like Knight Rider to instantly hit fast forward mode.

<img class="aligncenter size-full wp-image-175135" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EGV70-Boost-button-14.jpg" alt="Genesis Electrified GV70" width="1280" height="851" />

A 10-second countdown appears with each button push, and there’s no limit to how many times you can summon Boost mode, until you hit roughly 20-30% of a charge, said Genesis officials. It would be fascinating to actually give this luxury SUV this thermal torture test at a race track.

None of the Genesis folks at the event wanted to discuss acceleration times, although Genesis Europe’s site lists the E-GV70 as providing a 4.2 0-97 km/h time when using Boost mode, its standard all-wheel drive helping it achieve a super quick time for a family hauler. Just not nearly as quick as the 3.7 second 0-100 km/h time of a Tesla Model Y Performance, which after the major price cuts earlier this year, starts at about $78k.

But there are various options that will easily take that price over the Electrified GV70’s all-in $84,000 price – which includes all freight and dealer fees. This is a major advantage of the “agency model” that Genesis uses in Canada, the first brand in North America to do so, which works as a hybrid of the direct-to-consumer sales model employed by Tesla and the traditional dealership model most other automakers use. Genesis owns all the vehicles, and therefore does direct sales to consumers, and it’s why Genesis calls its dealers “distributors”.

“It’s a very transparent approach, so there’s no need for haggling,” said Eric Marshall, the director of Genesis Motors Canada. “Every purchase has to come through our system, and there is no capability to discount or add fees at the distributor (dealer) level.”

Genesis dealer folks are paid a commission per sale Marshall later admitted, but the amount is based on customer satisfaction metrics, not price paid for anything else.

<img class="aligncenter size-full wp-image-175141" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/EGV70-front-charge-door-4.jpg" alt="Genesis Electrified GV70" width="1280" height="851" />

As with any EV, range is one of the main questions. And this is perhaps the biggest drawback to the E-GV70: its 380 km is not the worst in class, but it’s certainly closer to the bottom than the top. On the other hand, it’s one of the quickest to DC fast charge, with the capability to add 100 km of range in five minutes, at a maximum DC charge speed of 240 kW provided you’re hooked up to a 350 kW charger. This is the same as the E-GMP vehicles, and is near the front of the industry.

Speaking of DC quick charging, the E-GV70 has another potential bonus over its GV60 sibling: its front charge port could make like much easier at a Tesla Supercharger equipped with its new MagicDock.

Granted, there still haven’t been any MagicDock-equipped Tesla Superchargers installed in Canada as I write this, but there are some within an hour or two of the Buffalo border, and more all the time.

On the other hand, some buyers may regularly use municipal Level 2 street charging, where the GV60’s right rear taillight charger door may work better than the E-GV70’s front end.

This all may sound trivial to ICE vehicle drivers, but charger door placement can be key. And given the relatively minimal difference between the $84,000 all-in price of the E-GV70, and the $79,000 MSRP of the Genesis GV60 Performance with the exact same powerful drivetrain, the choice between the two may come down to styling, and then a number of personal preferences.

The value equation overall is there for the Electrified GV70 to be a fine choice in this market, based on your own priorities.
<h3>2023 Genesis Electrified GV70 Prestige</h3>
BODY STYLE: Compact luxury all-electric SUV

DRIVE METHOD/BATTERY: Dual-motor, permanent all-wheel-drive, one-speed automatic; 77.4 kWh

POWERTRAIN: 160 kW motors front and rear (429 hp, 446 lb-ft); in Boost mode: 483 hp, 516 lb-ft (for up to 10 seconds);

FUEL ECONOMY/RANGE: TBD/380 km (236 miles)

CARGO VOLUME: 813 litres (28.7 cu ft); Rear seats down: 1,601 litres (56.5 cu ft)

TOW RATING: 3,500 lb.

PRICE: $84,000 not including taxes

WEBSITE: <a href="http://www.genesis.ca/">http://www.genesis.ca/</a>

2023 Genesis Electrified GV70 First Drive Review

Solterra front 3q mountain tops 11

Indian Wells, CA – It’s not always easy being the little brother, and in the corporate relationship between global powerhouse Toyota and relatively smaller Subaru which co-developed the all-new 2023 Subaru Solterra EV, it’s clear that both companies are relatively new at all-electric vehicle design and production.

The result for Subaru is that its first-ever global battery electric vehicle looks and drives similarly to its <a href="https://www.wheels.ca/reviews/2023-toyota-bz4x-first-drive">bZ4X twin</a> from Toyota, as they both come out of the same Toyota plant, run on the same platform, and in all-wheel drive form, use the same battery. The Subaru Solterra offers standard full-time all-wheel drive in a refined family SUV that could be a worthy second vehicle for its largely suburban target demographic, but isn’t an overly ambitious effort in the all-electric compact SUV space.

Toyota also kept some advanced options for itself, such as <a href="https://www.wheels.ca/reviews/2023-lexus-rz-450e-first-drive">steer-by-wire</a>, radiant heat floor panels, and the rear kick sensor that can raise or lower the tailgate hands-free.

<img class="aligncenter size-full wp-image-175078" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Solterra-side-12.jpeg" alt="Subaru Solterra" width="1280" height="720" />

Subaru Canada’s decision to offer all-wheel drive as standard is relatively rare in the electric compact SUV world, as is the decision to only offer one battery size, a relatively large lithium-ion unit that’s 72.8 kWh in size. Combined, this means that the Solterra’s $54,295 starting price is somewhat higher than rivals.

But considering the desirability of more range and full-time AWD, courtesy of identical 80 kW motors on each axle, Solterra prices are right in the ballpark of its non-luxury rivals once similarly equipped, drivetrain-wise. Adding the $4,100 Luxury package will add 360-degree cameras, 20-inch wheels, and two-tone paint options (three colours with black roofs), a power driver’s seat, heated steering wheel and heated rear seats are among other interior upgrades.

The top-line Technology package comes in at a total of $62,095 before freight, taxes and fees, and adds ventilated front seats, a panoramic fixed glass roof with sunshade, and a rear camera washer. Though the panoramic roof is nice, and a great way to generate extra solar heat inside the cabin in winter, the ventilated seats on our top-line tester didn’t seem to do much cooling in our full-day test drive from LA to Palm Springs, even with relatively mild temperatures in the high teens to low 20 C range (high 60s-low 70s F).

So the $58,395 Luxury trim seems the best value play here.

<img class="aligncenter size-full wp-image-175081" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Solterra-underhood-13.jpeg" alt="Subaru Solterra" width="1280" height="660" />

The Solterra’s rated 360 km of range is near the bottom of this class, though still above pricier electric SUVs like the <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqb-350-4matic-first-drive-review">Mercedes-Benz EQB</a> and Volvo XC40. Hopping into the driver’s seat after a full overnight charge, it’s 357 km range estimate could be found on its driver’s instrument cluster, which is meant to be peered at above the steering wheel, not through it. It’s one of the most unique aspects of driving the Solterra, using a similar layout to its Toyota sibling, and combined with the standard head-up display, is meant to minimize the amount of time your eyes are off the road.

But when I noticed the climate control set to Auto, and turned it off to see how much of a difference this would make in predicted range, it made a jump worthy of an Olympic pole vaulter, landing at 464 km(!). This extra 100+ km over its official rating was the highest difference I had ever seen by turning off auto climate in any EV, in both overall kilometres and in percentage of overall range.

<img class="aligncenter size-full wp-image-175062" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Solterra-cockpit-20.jpeg" alt="Subaru Solterra" width="1280" height="720" />

Promising extra range and delivering it are totally separate, though our route was not long enough or highway-centric enough to approach either of these figures. Despite its optimistic dash promises, drivers shouldn’t expect almost an extra third of overall range just by foregoing climate controls, even in similar temperatures, though the accuracy of the gauges and our tripmeter suggests that more than 360 km is certainly possible.

Our top-line Technology package-equipped Canadian-spec vehicles came complete with green EV-specific licence plates, which provide access to provincial HOV lanes when driving alone. And the Solterra is eligible for the federal $5,000 EV rebate, as well as all provincial EV incentives, with eight provinces or territories now offering purchase and/or charging station rebates.

From the driver’s seat, the Solterra is quiet and refined, but no powerhouse, even in Power mode, with 215 hp and 249 lb-ft of torque on offer. There’s an S-pedal button near the unique push-down shifter which is not for Sport, but single pedal, even though the level of regeneration is relatively low, and won’t bring the Solterra to a stop. Nor will the paddles behind the steering wheel, both of which are not usable on a full charge, until about 90%.

We were at about two-thirds charged when we engaged S-pedal. And soon after, on a steep downhill slope, we received an “S-Pedal currently unavailable” message, and had to use the brake pedal. Which is fine, but true one-pedal driving is popular amongst many long-time EV drivers, especially Tesla owners, suggesting that the Solterra may appeal more to first-time EV buyers who appreciate a feel similar to a gasoline vehicle.

<img class="aligncenter size-full wp-image-175060" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Solterra-bench-25.jpeg" alt="Subaru Solterra" width="1280" height="720" />

The faux leather seats are comfortable and offer lots of legroom front and back. But at this price, a manual passenger seat is not impressive, nor is the fact that it doesn’t come with a native navigation system. Subaru argues that many drivers would rather use the standard wireless Apple CarPlay or Android Auto regardless, so why increase the cost of the car with a redundant native navigation system.

However, you can pay an extra $19.99/month for the Solterra’s Drive Connect subscription, which includes cloud navigation, a voice assistant, and access to a 24/7 live agent, similar to OnStar.

The Chevrolet Bolt EV tried this when it first launched in 2017 before relenting and providing a native GPS system on upper trims. I suspect Subaru will eventually move to do the same, or at least offer GPS for an extended trial period, as it does for three years with its Remote Connect app that can control door locks and the Solterra’s climate controls from anywhere.

There’s a nice large cargo area behind the second-row seats, with a well under the floor that can hold the mobile charge cord (120-volt) or a small amount of groceries, to help them not slide around. The Solterra is not recommended for towing, but there’s a 100-pound hitch available as a dealer accessory, at one and a quarter inch in size, so strong enough for a good bike rack or cargo basket, but small enough not to tempt folks to try heavy towing.

At the end of our 219 km drive, our 357 km original range estimate should have been at roughly 140 km, though we pulled in with 168 km left. Part of this discrepancy is that my drive partner and I wanted to check its DC quick charging speed, which is rated at a maximum of 100 kW and will take roughly an hour to charge a dead battery to 80 per cent, which is slower than the competition. Subaru says this slower speed was designed to reduce battery degradation.

<img class="aligncenter size-full wp-image-175073" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Solterra-plugged-in-14.jpeg" alt="Subaru Solterra" width="1280" height="720" />

When we plugged in to a 150 kW Electrify America DC charger with a 43% charge, the fastest speed we saw was 47 kW. Disappointing, especially in the warmer California climate.

It's one thing to read max charging numbers on a spec sheet, but in years of charging electric cars, it’s very rare to see the max numbers given to us by the automakers.

Lastly, there’s the question of actual dealer availability, which has been difficult for EVs in general over the past couple years. Subaru’s first plug-in vehicle available in Canada, the Crosstrek PHEV, was unfortunately only available in the province of Quebec, and is no longer offered. The 2023 Solterra officially went on sale in Canada in November 2022, after a planned summer launch was delayed by a recall related to its wheels potentially coming loose.

The Solterra is now sold across the country, but not necessarily everywhere, or even at every Subaru dealer. Subaru Canada officials say that roughly 60% of its 95 dealers will offer the Solterra this model year, as there is dealer training, equipment and charger investments needed first. It would be great if Subaru Canada would indicate clearly on its consumer site which dealers offered the Solterra, but unfortunately not, as far as I could find.

<img class="aligncenter size-full wp-image-175071" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Solterra-off-road-rear-3q-7.jpeg" alt="Subaru Solterra" width="1280" height="720" />

Other dealers may have different deposit and allocation numbers, but it’s fair to surmise from this interaction and launch event discussions that the Solterra will not be a high-volume product for Subaru. It's unfortunate because Subaru had some early and innovative EV design efforts in its past.

The Solterra is a refined and comfortable electric vehicle that would be well suited for folks with a charger in their garage or as a second vehicle but overall it falls a bit short of the competition in this rapidly growing space.

2023 Subaru Solterra

BODY STYLE: Compact battery-electric SUV

DRIVE METHOD: Dual-motor, permanent all-wheel-drive, one-speed automatic transmission

POWERTRAIN: Twin 80 kW motors (net 215 hp, 249 lb-ft); 72.8 kWh battery

FUEL ECONOMY/RANGE: 18.6/22.4/20.3 kWh/100 km city/highway/combined; 360 km range

CARGO VOLUME: 820 litres (28.9 cu ft)

TOW RATING: Not recommended

PRICE: $54,295 base; $64,090 as tested (not including taxes and fees)

WEBSITE: <a href="http://www.subaru.ca/">http://www.subaru.ca/</a>

-30-

2023 Subaru Solterra First Drive

Air GTP front 3q beauty 6

Everyone in the automotive world knows Tesla, the electric vehicle maker that has literally pushed all legacy automakers into the electric age. Even with loads of new electric offerings in 2022, Tesla still sold roughly two-thirds of all EVs in North America. Luxury EV upstart Lucid Motors is also a California-based technology-first company offering high-end EVs built in Arizona. Deliveries of the six-figure Lucid Air began in Canada in May 2022 almost exactly a decade after the launch of the <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-tesla-model-s-long-range">Tesla Model S</a>.

Lucid hopes its Air models will be similarly game-changing, looking to become industry leaders in terms of EV efficiency, performance, and seamless electric luxury. After the initial year Dream launch edition versions of the Air sedan were sold – with up to 1,111 hp in the Dream P model – the top performing Lucid Air became the Grand Touring Performance edition, which is the model you see here.

<img class="aligncenter size-full wp-image-174013" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Air-GTP-badge-3.jpg" alt="Lucid Air Grand Touring Performance" width="1280" height="720" />

In fact, this was one of the first Air GT Performance models to land in Canada in November 2022, and up to this writing, I’m the first Canadian auto journalist to sample a GT Performance version.

This car’s 1,050 horsepower makes it one of the quickest-accelerating vehicles on the planet with an official 0-100 km/h time of 2.8 seconds. Last summer the Lucid Air GT Performance became the fastest production vehicle ever at the famed Goodwood’s Festival of Speed hill climb in England, at 50.79 seconds which Lucid insists was accomplished this with no mods to the car, though it was driven by ex-Stig Ben Collins.

Lucid is now known in EV circles for its impressive engineering. Current Lucid CTO and CEO Peter Rawlinson was chief engineer at Tesla during the development of the Model S in the early 2010s. And in what could be Alanis Morrissette-worthy irony, a decade after the ground-breaking Tesla Model S won Motor Trend’s 2012 Car of the Year award, the Lucid Air won the same award for 2022.

<img class="aligncenter size-full wp-image-174012" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Lucid-Air-Perf-rear-3q-sunset.jpg" alt="Lucid Air Grand Touring Performance" width="2000" height="1125" />

The Air which has the most slippery aerodynamics of any vehicle is among the most efficient and most powerful EVs on the market. Its upcoming 1,200-plus horsepower Air Sapphire performance sedan set to hit the streets in 2023 will be even faster. The technical ambitions here are clearly industry-leading.

High-end experience, high-end pricing

Like Tesla vehicles, most research and ordering for Lucid models will be online, with a few studios in high-traffic malls or areas that usually already have a Tesla retail store. Head into a Lucid Studio and there’s a virtual reality experience where you sit in actual seats from the Air, place high-end VR goggles on, choose your own California setting (day or night), the colours available both inside and out, and even walk around and interact with the vehicle.

The Lucid Air comes with two years of free charging on the Electrify Canada network, at least to the middle of 2023, and possibly beyond. All Lucid models as of 2023 are to come standard with Plug and Charge, a software system designed to allow EV owners to simply plug in their vehicle and walk away, ensuring a smooth connection for payment and rapid DC quick charging. This was one of first Air models that was supposed to come with the P&amp;C software update, but sadly it didn’t work. More on that later.

The regular Grand Touring and GT Performance models are available now, with a Touring trim ($148,500 base) to arrive around the beginning of spring, and “entry-level” Pure models soon after that ($121,500). Our tester’s sticker price was just under $250,000

The aforementioned range-topping Sapphire will come in at a princely sum of $327,500. It requires a reservation fee of C$32,500 and deliveries are slated for later this year.

Styling and Interior

Walking up to the Lucid Air GT Performance produces a variety of welcome LED lights: up front, the logo and headlights glow, and the flush door handles fold out automatically to make the doors easy to open. There’s no Start or Go button, the one-piece screen in front of the steering wheel extends smoothly to the centre of the car lighting up immediately after you sit, as does the so-called Pilot Panel, an iPad-sized screen in between the front seats. It can be powered upwards to access a storage space behind it more easily.

<img class="aligncenter size-full wp-image-174020" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Air-GTP-full-front-int-8.jpg" alt="Lucid Air Grand Touring Performance" width="1280" height="720" />

<img class="aligncenter size-full wp-image-174022" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Air-GTP-massive-pano-roof-16.jpg" alt="Lucid Air Grand Touring Performance" width="1280" height="720" />

The front and back seats are in different colours, each contrasting colour-theme inspired by different California vistas. This tester featured a Tahoe-inspired ambiance, with black front seats and grey dash accents, combined with tan carpets and tan rear seats. All GT Performance models come with a glass canopy roof, stretching the seemingly endless windshield all the way behind the front seats. The folded sun visors and an LED-equipped T-roof brace are the only interruptions to the sky above for front or rear passengers.

That airy feeling is reinforced by a spacious, full-size interior, despite its mid-size exterior dimensions. It’s closer in size to a Mercedes-Benz E-Class or even a Porsche Taycan than a Model S. Looking at the official figures of all these vehicles, the Lucid Air comes ahead in passenger space, as well as cargo volume.

<img class="aligncenter size-full wp-image-174025" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Air-GTP-trunk-well-cover-out-14.jpg" alt="Lucid Air Grand Touring Performance" width="1280" height="851" />

The 627-litre trunk is somewhat hindered by large suspension strut towers, but a deep minivan-like well helps prevent items from rolling out when power-opening the trunk remotely. And the frunk is impressively wide and useful, with evident planning to locate all key powertrain components away from the area, unlike so many EVs today.

This Lucid Air GT Performance was technically a 2022 model but is virtually identical to 2023 models, which are slated to receive SiriusXM satellite radio and Apple CarPlay/Android Auto this year as well via over-the-air updates.

Driving the Lucid Air

From the driver’s seat, the Air is super quiet on the highway, thanks in part to its super-low 0.197 coefficient of drag.

The Air Performance GT corners similarly to a <a href="https://www.wheels.ca/reviews/2023-porsche-taycan-first-drive">Porsche Taycan</a> its semi-active dampers keeping the body nicely flat through empty highway on-ramps, but also keeping the ride relatively smooth over rough pavement, which was amazing considering the super-low profile 35-series 21-inch performance rubber.

Massive acceleration though was this car’s dynamic calling card—at any speed. From a stop, you don’t need a special battery warm-up procedure as the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-tesla-model-s-plaid">Model S Plaid</a> does: select Sprint mode for max power, hold the brakes, bury the right pedal, then let go. And remember to lean your head back on the head restraint, as sub-three second 0-100 km/h times can literally give you whiplash.

Charging performance

Regular overnight charging of the Lucid is as simple as any other EV, although I managed to take its massive 118 kWh lithium-ion battery down to a low six percent state of charge that resulted in an estimated 21-hour predicted recharge session from my garage’s 7kW Level 2 charger. Owners may want to opt for Lucid’s home unit that’s capable of much quicker 19.2kW speeds, or roughly 128 km of range per hour of charging. The official range of the GT Performance is rated at 717 km.

In the future, this home charger will also allow owners to send the car’s stored electricity back to the grid or to power the home, but this bi-directional capability will require future hardware and software upgrades as well, the latter of which a Lucid can do over-the-air, just like…well, you know.

<img class="aligncenter size-full wp-image-174015" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Air-GTP-DC-at-EC-front-charging-10.jpg" alt="Lucid Air Grand Touring Performance" width="1280" height="720" />

The more disappointing aspect came in the Lucid’s real-world DC quick-charging performance. I’ll delve more into this in a future piece, but long story short, not only did Plug and Charge not work, but there was one “working” Electrify Canada unit that wouldn’t connect at all and another two that did but were really slow. A Petro-Canada DC quick charger also worked but charged well below 100kW.

The quickest DC charge I achieved even after pre-conditioning was 94 kW, which was at the third quick charging station I stopped at the following day with roughly 50% charge in the battery. In such a pricy vehicle that is rated to be capable of 300 kW charging speeds, and has achieved that figure (multiple times on video) with various other testers, it was disappointing on what should be one of the quickest-charging vehicles on the market.

<img class="aligncenter size-full wp-image-174017" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Air-GTP-EC-quickest-charge-speed-94-kW-11.jpg" alt="Lucid Air Grand Touring Performance" width="1280" height="720" />

I emailed back and forth with Electrify Canada with reports, photos, and action logs to try to solve the mystery of this slow charging. Officials there acknowledged there were station issues at both locations, as the Lucid’s “Charging power limited by station” message had indicated. These are the types of connection issues that Plug and Charge were supposed to help automatically resolve and avoid for the customer, so hopefully, future network or software upgrades help accomplish this.

An engineering marvel

The Lucid Air GT Performance offers straight-line thrills up there with the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-tesla-model-s-plaid">Model S Plaid</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2021-porsche-taycan-turbo-s-cross-turismo">Taycan Turbo S</a>, with handling dynamics somewhere between those two. The upcoming Lucid Air Sapphire will be even quicker. Then when it comes to the comfort and convenience side of the luxury EV sedan equation, the Air GT Performance lands much closer to <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-mercedes-amg-eqs-4matic">Mercedes-Benz’s EQS</a> than the other two.

Therefore as it stands now, the Lucid Air GT Performance is among the quickest vehicles on the planet, offers the most range, and is somehow still one of the most efficient EVs on the road with an 18.9 kWh/100 km rating. It’s clearly an engineering marvel that is working to push the heights of EV performance forward for years to come.
<h3>2022 Lucid Air Grand Touring Performance</h3>
BODY STYLE: Full-size electric sedan

DRIVE METHOD: Dual-motor all-wheel-drive, one-speed automatic transmission

POWER/BATTERY: 1,050 hp, 1,000 lb-ft of torque (est.); 118 kWh lithium-ion battery

RANGE/FUEL ECONOMY: 717 km (21-inch tires); 18.9 kWh / 100 km city/highway combined

CARGO VOLUME: 627 litres rear (22.1 cu ft); 283 litres frunk (10.0 cu ft)

TOW RATING: Not recommended

PRICE: $244,500 including destination fee and options

WEBSITE: <a href="http://www.lucidmotors.com/en-ca">http://www.lucidmotors.com/en-ca</a>

2023 Lucid Air Grand Touring Performance Review

EV6 GT front 3q beauty 4

Las Vegas, NV – With acceleration and power figures worthy of a $300,000 Italian exotic, the new $75,000 Kia EV6 GT electric crossover is making a serious performance statement not only for the brand but also about electric vehicles in general.

“We don’t need a TV spot to sell the EV6 GT,” said Kia America’s vice president of marketing Russell Wager, since Kia’s priciest vehicle ever will also be sold in relatively limited numbers, with roughly only 10 per cent of <a href="https://www.wheels.ca/reviews/first-drive-2022-kia-ev6">all EV6s</a> expected to be this top 576 hp all-wheel drive version. “It will let people know that there are performance electrics at Kia, and will help drive awareness that EVs are not only for saving gas.”

A performance barbarian that still has four doors, a power-operated hatch, and plenty of cargo room for the family. Plus “Drift Mode” and a zero to 100 km/h time of 3.6 seconds, to help it compete with top-of-the-line go-fast trim levels in similarly quick electric rivals like the Ford Mustang Mach-E GT and the Tesla Model Y Performance crossover EVs.

<img class="aligncenter wp-image-173743 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Kia_EV6_GT_-steering_wheel_stock.jpg" alt="2023 Kia EV6 GT" width="2000" height="1333" />

But unlike most top-trim Kias, the EV6 GT actually goes down a notch not only in ride-focused comfort, but also convenience features inside. This may be a bitter pill for some potential EV6 buyers who don’t want to give up their comfy power-operated memory seats, or their ventilation function. Instead, all GT models will receive snug GT-marked sport bucket seats, and it will be the only EV6 model to use manual adjustments on the driver and passenger seat.

To prove that the EV6 GT has true track-worthy moxie, Kia added more extensive track exercises than usually seen even on hardcore Porsche or Audi RS launch events. There were track driving laps behind a pro as well as on your own at the Las Vegas Motor Speedway, multiple runs on the facility’s quarter-mile drag strip – where the three time slips I kept consistently showed mid-to-high 11 second times at roughly 118 mph (190 km/h) – a smoky demo ride of Drift Mode from the passenger seat, plus a separate section for you to then try out Drift Mode from behind the wheel.

<img class="aligncenter size-full wp-image-173728" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/EV6-GT-Drift-Mode-10.jpeg" alt="2023 Kia EV6 GT" width="2000" height="858" />

There was clearly little regard for the many expensive rubber donuts (21-inch Goodyear Eagle F1s) that were tortured into screaming, smoky submission by Kia’s hired driving pros. The fact that we happened to be on the last wave of this North American launch likely added to this disregard, and with no need to save tires for later testers, likely extended our track time as well.

Kia folks seemed somewhat secretive about the elaborate sequence needed to put the EV6 GT into Drift Mode, which sends more power to the rear motor, and loosens up the traction and stability control systems to the point where it’s largely off – even in tail-out banshee hooliganism mode at the track. It needs the driver stopped and in Park to enter the GT mode using the bright green GT button on the steering wheel, then press and hold the stability control button to the left of the steering wheel, then pull back on both paddles until a notification pops up that all driver safety nannies are off.

Congratulations, you’ve now entered the semi-secret Drift Mode. And it quickly became clear why Kia made sure no driver could access these tail-out histrionics accidentally.

Us non-pro drivers constantly spun it in Drift Mode – and the pros occasionally did too. Even under controlled track conditions. With no frost or morning dew or misplaced gravel to reduce traction, as could easily happen to drivers on the road.

Kia challenged us with an outwardly simple tail-out skills test. From a standing start in Drift Mode, just get the tail out enough to do a smoky half circle, controlling the EV6 GT enough to bring it back through another parallel set of pylons in the opposite direction.

<img class="aligncenter size-full wp-image-173737" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/EV6-GT-rear-3q-high-9.jpeg" alt="2023 Kia EV6 GT" width="2000" height="1125" />

But putting down 545 lb-ft of instant-on electric torque in a relatively heavy EV means the amount of time you have to counter-steer disappears in a fleeting split second, requiring a more delicate accelerator push from rest before an assertive roll-on of electrons to swing the back end around right at the same time you counter steer – if you wait for the skid, you’re too late, as it whips around too fast.

All to say that the super powerful EV6 GT is a handful in Drift Mode in any environment, so best to save it for the track or empty parking lots you know well.

To spot an EV6 GT, the easiest giveaway are the bright green calipers on all models, since the 2023 GT wheels look very close to the current top-line wheels offered on EV6 GT-Line models, but much more open, to better ventilate (and visually highlight) those large 15-inch front and 14.1-inch rear disc brakes.

<img class="aligncenter size-full wp-image-173725" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/EV6-GT-brake-discs.jpeg" alt="2023 Kia EV6 GT" width="2000" height="1330" />

More bright green accents abound inside, with piping on the seats, steering wheel and dash all matching the green GT button that stands out prominently on the flat-bottom steering wheel. There’s a wireless charger inside, USB and USB-C charge ports up front along with two more in the rear, plus Android Auto and Apple CarPlay, but sadly only of the wired variety. It’s a modernly attractive interior, if you like green especially, but it’s not very luxurious for its $76k-ish asking price.

From an everyday livability standpoint, if you’re comfortable in the tighter seats of the GT and don’t mind manually adjusting them each time your partner uses it, all of the other practical goodness of a regular EV6 is on display here. Headroom is slightly less than the taller and boxier Hyundai Ioniq 5, which has the same 77.4 kWh battery that has the capacity to charge nearly as quick as any EV in the business, courtesy of its 800-volt architecture and 230 kW max DC quick charging speed.

On a rare but powerful 350 kW DC quick charger, this could mean a 10-80% charge in as little as 18 minutes, Kia estimates, though cold and (painfully) common charger slowdowns could lengthen this time. On more common 50 kW quick chargers, the same charge would be closer to 73 minutes. But most folks will charge at home overnight on a (highly recommended) 240-volt charger, which from a 10% charge to full would take approximately seven hours, or largely the same as any EV6 with this long-range battery.

<img class="aligncenter size-full wp-image-173739" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/EV6-GT-rear-spoiler-detail-10.jpeg" alt="2023 Kia EV6 GT" width="2000" height="1125" />

&nbsp;

Perhaps the biggest downside to the EV6 GT for most potential buyers is its relatively low rated range: 332 km. Kia officials suggest that the required rating system averages out range in all modes including the barn-storming GT mode, so that drivers that use Eco mode will see much better than official range. That may be the case in ideal conditions, but on our chilly (for Vegas) 10 degree Celsius morning, our 100% charged EV6 GT suggested 319 km of expected range.

By the end of the test, we had traveled 234 km in combined city and highway conditions and used 72% of the range. Its dash suggested it could comfortably travel another 82 km, putting it within a mere three kilometres of its morning prediction. But keep in mind we didn’t use this tester at the track, which clearly would have eaten up the range and affected its surprisingly efficient 23.4 kWh/100 km figure.

<img class="aligncenter size-full wp-image-173730" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/EV6-GT-front-2.jpeg" alt="2023 Kia EV6 GT" width="1280" height="720" />

In the end, while the extra 256 hp and 99 lb-ft of torque provides effortless passing or merging, and one of the best performance bargains in the current automotive universe, many drivers will be happy with the 320 hp and the less boa constrictor-like seats of non-GT EV6 models.

But if I had to pick one vehicle that provides it all, which I would be happy to use as a daily driver for family duties as well as for supercar thrills as a weekend toy, there’s little to nothing on the market now that provides so much performance and practicality for anywhere near this price.
<h4>2023 Kia EV6 GT</h4>
BODY STYLE: Compact electric crossover

DRIVE METHOD: Dual-motor all-wheel-drive, one-speed automatic transmission

POWER/BATTERY: 576 hp, 545 lb-ft; 77.4 kWh lithium-ion battery

RANGE/FUEL ECONOMY: 332 km (NR Canada); 24.7/28.4/26.4 kWh per 100 km city/highway/combined

CARGO VOLUME: 690 litres (24.4 cu ft)/1,360 (48 cu ft) rear seats up/down

TOW RATING: 2,300 lb.

PRICE: $74,495 not including destination fee, taxes and options

WEBSITE: <a href="http://www.kia.ca/">http://www.kia.ca/</a>

2023 Kia EV6 GT First Drive Review

Trudeau in BrightDrop Zevo 600

INGERSOLL, ON – The fully electric era for Canadian vehicle production has started, as GM launched Canada’s first battery-electric vehicle plant scheduled to build the Brightdrop electric delivery vans.

The significance of the event was highlighted by the appearance of Canadian Prime Minister Justin Trudeau, Ontario Premier Doug Ford, GM (North America) president Mark Reuss and various other dignitaries that led the president of Unifor Lana Payne to start her remarks at the podium with an appreciative glance across the <a href="https://www.wheels.ca/news/gm-invests-1-billion-in-ingersoll-to-start-commercial-ev-production">Ingersoll, Ontario’s</a> plant floor. “Wow, this is quite a room.”

In April, this plant built its last <a href="https://www.wheels.ca/reviews/head-to-head-2022-chevrolet-equinox-vs-2022-mazda-cx-5">Chevrolet Equinox</a>. Seven months later, it has now retooled to officially begin production of the BrightDrop Zevo 600, announcing the first Canadian customer to be DHL Express Canada.

According to Vic Fedeli, Ontario’s minister of economic development, jobs and trade, both the Canadian and Ontario governments contributed $259 million towards the project. GM says overall investment was over $2 billion.

<img class="aligncenter size-full wp-image-173510" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Trudeau-and-Doug-Ford-at-CAMI.jpg" alt="premier and prime minister" width="1500" height="1575" />

“This is truly an exciting day for Ontario as we celebrate the grand opening of GM Canada’s transformed CAMI manufacturing plant and the first all-electric vehicle manufacturing facility in Canada,” said Fedeli.

His counterpart at the federal level, minister François-Philippe Champagne, was in Germany at the time of the event, meeting with Mercedes-Benz executives, but tweeted that the Ingersoll, Ontario plant is expected to produce 50,000 vehicles by 2025.

If you thought BrightDrop had already started producing vehicles, you’d be correct: GM officials say that the equipment now in the Ingersoll plant was used on a temporary basis at a plant in Livonia, Michigan to be able to meet delivery commitments to its first U.S. customer, FedEx, late last year.

<img class="aligncenter size-full wp-image-173509" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/DHL-first-Cdn-customer.jpg" alt="GM Brightdrop DHL Express Canada" width="2000" height="1334" />

There have been plug-in electric vehicles previously built in the province. The Toyota RAV4 EV that used a Tesla battery was assembled at its Cambridge, Ontario plant, but that was a compliance vehicle built in very low volumes, and also never sold anywhere in Canada.

Thus the language about BrightDrop beginning Canada’s first “full-scale EV” production plant, starting with the first Zevo 600 that officially rolled off the line today, to be followed by the smaller Zevo 400 to start production in late 2023. The numbers correspond to the cubic feet of space inside, with all Zevo models using a skateboard chassis with the Ultium battery in the floor, standard all-wheel drive, and an estimated range of 250 miles (402 km).

The Zevo’s batteries won’t be produced at the plant, said a senior CAMI plant official, but will offer DC quick charging capabilities up to 120 kW, or on Level 2, at up to 11.5 kW.

GM says the plant was re-tooled in record time, with one minister pegging the seven-month time-frame at a more precise 245 days.

GM Canada plant starts all-electric BrightDrop truck production in Ingersoll

bZ Compact SUV Concept

LOS ANGELES, CA - Toyota is justifiably best known for its hybrids, dominating that market as Tesla now dominates the battery electric vehicle space. But on top of the new Prius and plug-in Prius Prime Toyota unveiled around the LA auto show (just outside it, technically), the company also brought to the show its own BEV future offering: the bZ SUV Compact SUV concept.

And though there was no official confirmation that this is one of the dozens of EVs Toyota has vowed to bring to market in the next eight years, there were various signs that the attractive concept could be its next production BEV model planned for North America.

The first is its launch location in LA, in the middle of a continent still riding a growing wave of crossover and SUV sales – including in Canada. Another is that the company trumpeted the concept as a “nod to the near future” (emphasis mine).

Toyota publicly stated in 2021 that it plans to introduce a family of 30 all-electric vehicles globally by 2030, and reiterated that it plans a family of five bZ models. The first was the Venza-sized bZ4X that is re-entering the market now after a recall soon after its mid-year launch, along with its corporate stablemate, the Subaru Solterra. Both however are “available” in very limited numbers, especially outside of BC and Quebec, the only provinces so far to have zero emissions vehicle mandates.

<img class="aligncenter size-full wp-image-173143" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/Toyota-bZ-Compact-concept-rear-LEDs-LA-show-floor-scaled.jpg" alt="Toyota BZ" width="2560" height="1440" />

When the bZ SUV Compact SUV concept was first shown in Japan late last year, Toyota said it was planning a family of five bZ models, without specifying where or when those models would be available, outside of that long-term 2030 timeline.

At the LA show, the concept was actually labeled a “Prototype” vehicle, which in automotive industry parlance usually indicates a concept that’s closer to production than a “concept” vehicle.

“We’ve only just begun to scratch the surface of the Beyond Zero moniker,” said Toyota group vice-president and general manager David Christ of its North American debut. Interestingly, its latest release about the bZ Compact SUV Concept mentions its goal of 30 BEVs, but not the 2030 timeline.

Has that timeline been pulled up since? Or pushed back further? Difficult to tell, but there have been recent reports that Toyota executives at the highest level in Japan may be re-evaluating their relatively pessimistic views and conservative corporate plans on battery-electric vehicles, which reportedly may result in major upcoming changes to their BEV plan in the first quarter of 2023.

Toyota is relatively light on specific details about the concept itself. The company promises “dynamic” performance, eco-friendly materials inside, and leading technology, with no mention of potential range, battery size or dimensions. In person, it’s roughly the size of Toyota’s CH-R, so presumably would line up in the market against the Hyundai Kona EV and small Kia EV crossovers.

The concept’s seats are made from plant-based and recycled materials, with a voice-based “personal assistant” that responds to requests from both the driver and passengers. There are also moving LED lighting elements inside and outside the vehicle, the LED strip under both side windows an especially distinctive.

Toyota brings “near future” bZ SUV Concept to LA show

2024 Subaru Impreza action ext

If you haven’t glanced at the compact Subaru Impreza offerings at your local dealer in Canada lately, you may be surprised: there are currently no more Impreza sedans offered in Canada, or manual transmissions, which have both quietly dropped off the offer sheets in the last couple years. Call it a precursor to the future.

As for Subaru’s upcoming next-generation 2024 Impreza slated to arrive next year, the all-new Impreza will be available only as a hatchback model throughout North America, and only with a continuously variable automatic transmission.

Realistically, Subaru has never been a major powerhouse in the Corolla/Civic/Mazda3 sedan sales wars, so the company has decided to shift its focus to take on the hatchback versions of those vehicles. Its standard full-time all-wheel drive remains a unique advantage.

The compact car segment is shrinking in general in Canada, as most car sales are, noted Brad Evans, the Impreza Car Line manager for Subaru Canada, with the move to crossovers and sport-utilities. “Impreza buyers have always liked its Swiss army knife abilities,” he said, just before the LA auto show’s opening.

For the upcoming 2024 Impreza, all-new bodywork, increased technology and a return of a more powerful RS model are amongst the most notable changes for this next-generation version. There’s also a new Sport-Tech trim above the RS model that’s unique to Canada, which brings a more luxurious interior with leather seats and an embedded navigation system.

Most Impreza models will be powered by the same engine that’s in the car now with some refinements, a 2.0-litre boxer four offering 152-hp and 145 lb.-ft. of torque, mated to a CVT automatic. Keep in mind the WRX is now its own model, and no longer an “Impreza WRX”, so it was technically introduced first and is no longer part of the Impreza family.

Therefore the new RS model is the next step up for Impreza buyers looking for a little more driving spice, which harkens back to 1998, when the RS was the Impreza’s performance model that eventually led to the rally-inspired WRX models. The Impreza RS uses a larger 2.5-litre boxer four, putting out 182 hp and 178 lb.-ft. of torque, mated to a CVT enhanced with paddle shifters and an “8 speed” manual mode. It also receives a version of the WRX sports car’s dual-pinion electronic power steering rack, while all Impreza seats are now bolted direct to the chassis with more ergonomically designed chairs, increasing both refinement and driving comfort.

Fuel economy and pricing haven’t been revealed yet, but you will be able to travel longer on one tank of fuel, thanks to the updated Subaru Global Platform (we don’t come up with these names), which leaves more room for a 63-litre gas tank, versus 50 litres previously.

<img class="aligncenter size-full wp-image-173056" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2024-Subaru-Impreza-int.jpg" alt="2024 Subaru Impreza" width="2000" height="1333" />

Inside, heated seats are standard, a heated steering wheel is on all but base models, there’s available wireless Apple CarPlay and Android Auto, while top RS and Sport-Tech trims receive a Harman Kardon 10-speaker system, wireless charger, power moonroof, and 10- way power front driver seat with lumbar support.

Safety-wise, the Impreza adds Subaru’s latest fourth-generation EyeSight system borrowed from pricier models, which includes a third camera for better pedestrian and cyclist detection. The system includes an advanced Automatic Emergency Steering system, which will veer out of the way of detected objects at city speeds (max 80 km/h), though it is smart enough not to cross a solid yellow line into oncoming traffic, said Subaru.

On RS and Sport-Tech trims, the Impreza will also offer Subaru’s DriverFocus system for the first time, which recognizes the driver, and can adjust automatically to personal profiles based on your face to adjust mirror, seat and infotainment settings. There’s also a drowsiness detection system, which will beep and warn when it detects you’re not paying attention to the road, or falling asleep.

With the 2024 Subaru Impreza’s debut at the LA show this year, it’s difficult not to compare it with the 2023 Toyota Prius hatchback that was also launched here. Which for Canada will also come standard with all-wheel drive, and come with more power than either the regular Impreza or the more powerful RS. They haven’t traditionally been market rivals, but the contrast in approaches is striking: conservative evolution for Subaru, and a much more extensive technology and styling overhaul for the Toyota.

Michael Bettencourt

Articles by Michael Bettencourt