Rob Beintema is an Auto Journalist for Metroland Media

2023 CADILLAC XT5 SPORT AWD-MAIN

PASS-A-GRILLE, FLORIDA - The theme was supposed to be “Go Big or Go Home”, taking a <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-escalade-esv-sport-4x4">Cadillac Escalade</a> ESV - the extended version that makes Cadillac’s mothership the biggest SUV of all - on a long-haul road trip.

Fine for big families towing trailers or packing to the gunnels with golf bags and gear. But we were just a couple of snowbirds migrating south to a different flock - the Toronto Blue Jays spring training camp in Florida. And two passengers travelling light in a stretched-out, eight-passenger, V8-powered behemoth seemed like a case of overkill, unless we were planning to take the Blue Jay infield out for beers after a game.

<img class="aligncenter size-full wp-image-175665" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-COLUMBIA-SC-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="2051" />

So, the theme changed to “Less is More” with a 2023 Cadillac XT5 instead - more affordable and more practical, more suitable for a smaller family.

And, actually, less is also just less, with an XT5 that is, sure, less roomy, but also less cumbersome, less difficult to fit in a garage or parking spot, less pricey at the dealer lot and also considerably less costly at the gas pumps - in this case, an approximate 190 litre reason for changing vehicles.

In fact, you could argue that the “less factor” inspired the creation of the XT5, giving Cadillac customers access to the brand with a less trucky crossover with more modest pricing, passenger, payload and towing abilities.

The XT5 (Crossover Touring 5) debuted at the Los Angeles Auto Show in 2015 as a “lean and athletic” successor to the SRX, same-sized but weighing in at almost 300 lbs less than that predecessor, and with “wheels to the corner” architecture that extended the wheelbase by two inches with a corresponding one inch wider track.

<img class="aligncenter size-full wp-image-175660" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-REAR-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1858" />

Sure, for our trip south, we’d be giving up the sheer oversized audacity of the Escalade but the XT5 exudes enough Cadillac bravado, with its modern sharp-edged styling, the angles adorned with vertical DRLs and taillight treatments that throw back to rocket fins and other heritage Cadillac cues. The XT5 has proved popular enough to spur the creation of XT4 (smaller) and XT6 (bigger) siblings - more crossover choices to slot in under the Escalade. But the XT5 remains the popular choice, with a kind of Goldilocks “just rightness’ that seems to hit the sweet spot of size, comfort, price and utility.
And despite my emphasis on “less”, there are plenty of “more” factors included in standard equipment and content packages that build through the three XT5 trim levels ranging through Luxury, Premium Luxury and Sport models.

A no-cost Argent Silver Metallic paint is supplemented by seven other optional colours ($900-$1,395) including our Sport tester’s Crystal White Tricoat. Other options in our Sport tester included Kona Brown Sauvage leather seats, 20-inch 12-spoke Diamond Cut alloy wheels and a Technology Package with an 8-inch gauge cluster, head-up display, rear camera mirror and more. And there are plenty of other optional packages and stand-alone options available.

<img class="aligncenter size-full wp-image-175668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-INTERIOR-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1708" />

The XT5 first debuted with a 3.6-litre V6 engine making 310 hp and 271 lb-ft of torque and with a fuel economy rating of 12.9L/9.3L/100km (city/hwy). A model revision in 2020 made a new 2.0-litre turbo four-cylinder the standard engine. It makes 235 hp and 258 lb-ft of torque and is a bit thriftier at 11.2L/8.7L/100km (city/hwy). The XT5 was the first model to adopt GM’s Electronic Precision Shift system, and this weight-saving, fly-by-wire system hooks up to 9-speed automatics with both engine choices. An AWD system that can shift 100 per cent of the power to either front or rear axles also benefits from drive mode settings of Tour, AWD, Sport and Offroad.

They kept the V6 as an optional powerplant in the mid-range Premium Luxury trim and made it standard in this top-of-the-lineup Sport model. I was hoping that auto stop-start and cylinder deactivation, which effectively turns the V6 into a V4 during those long highway miles, would narrow the gap between the two fuel economy ratings. But added power for passing is always appreciated and, although we wouldn’t be hauling a trailer, the V6 also boosts towing ability to 3,500 lb from the four-banger’s 1,000 lb rating.

The 2023 Cadillac XT5 Sport complements the engine power with a little extra performance mojo, adding quicker responsive steering, red-painted Brembo brakes and a sport suspension with real-time damping control that can adjust the ride every two milliseconds depending on varying road and driving conditions. Now, we weren’t exactly slaloming through the Blue Ridge or the Tail of the Dragon on the way, but even on the interstate, added control and ride/handling responsiveness can always be appreciated.

<img class="aligncenter size-full wp-image-175666" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-FLA-SUNSET-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1793" />

<img class="aligncenter size-full wp-image-175667" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-CADILLAC-XT5-SPORT-AWD-FLA-SUNSET2-scaled.jpg" alt="2023 Cadillac XT5" width="2560" height="1836" />

So, we headed south for fried green tomatoes in Charleston, strolls through the fountained parks of Savannah, the crack of the bat in Dunedin and long beach walks in Pass-A-Grille, Florida. There’s nothing like a few days in the saddle to really get to know a vehicle. And the XT5 did not disappoint. No problems, no drama, just easy cruising in a competent package of luxuries and comforts to suit any Cadillac fan.

Here are a few numbers. The 2,422 km trip to Florida -mostly highway miles with the occasional stop-and-go slowdowns and some futzing about in towns - used up 235 litres of fuel for a respectable 9.7L/100km (comb) fuel economy average. That cost $285.92 CDN. American gas is still cheaper than Canadian prices, working out to a $1.20 CDN/litre average once we did the metric and currency conversions.

We were still in Florida at the time of writing, so I expect the round trip to be about double - roughly 5,000 km, 470 litres and under $600 CDN in total.

To sum up, the 2023 Cadillac XT5 competes in a tough field against worthy rivals like the BMW X3, Volvo XC60 and Genesis GV70, to name just a few. There are rumours of a revised XT5 for 2024, possibly only available in China, but speculation about the future is rife, especially with Cadillac’s commitment to an all-electric lineup by 2030.

But, for now, the 2023 XT5 soldiers on, providing its unique Cadillac blend of styling, luxury and included content availability in a user-friendly, five-passenger crossover.
<h3>2022 Cadillac XT5 Sport AWD</h3>
BODY STYLE: two-row, five-passenger compact crossover ute
DRIVE METHOD: 9-speed automatic, AWD
ENGINE: 3.6-liter VVT V6 engine (310 hp, 271lb-ft of torque)
FUEL ECONOMY: 12.9L/9.3L/100km (city/hwy). As tested 9.7L/100km (comb).
CARGO VOLUME: 849 litres behind second row, 1,784 litres behind first row
TOW RATING: 1,588 kg (3,500 lb) when properly equipped
PRICE: 2023 Cadillac XT5 Sport MSRP $59,098 As tested $67,588
WEBSITE: cadillaccanada.ca

2023 Cadillac XT5 Sport Review

2022 CADILLAC XT6-main-graffiti

Think about Cadillac sport utility and the first image that comes to mind might be the Cadillac Escalade, the mothership of General Motors’ premium brand, the full-size behemoth that is doing just fine, thank you, its iconic status reinvigorated through its latest in-yer-face iteration.

But with so many competitors vying for the luxury ute market, you just can’t have too many SUV choices. So, Cadillac also engineered a fleet of crossovers to replace the old SRX series. They first unveiled a midsize 5-passenger XT5 in 2015, then dialed down with a smaller, compact 5-passenger XT4 a few years later, and, most recently, added the slightly larger than midsize XT6.

The XT6 (or Crossover Touring 6) expands on the original XT5 concept with extra room and an added third row, enabling 7-passenger seating while still providing an intermediate size and price choice to slot between the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-cadillac-xt5-sport">XT5</a> and the <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-escalade-esv-sport-4x4">Escalade</a>.

The XT6 lineup starts with a Luxury trim level ($57,998) featuring the technologies and trademark Cadillac content you’d expect in a premium product while, under the hood, an entry-level 2.0-litre turbocharged four-cylinder engine makes 235 hp and 258 lb-ft of torque. And all XT6 models in Canada come standard with a 9-speed automatic and all wheel-drive (AWD).

<img class="aligncenter size-full wp-image-173653" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-profile-scaled.jpg" alt="2022 Cadillac XT6 Sport2022 Cadillac XT6 Sport" width="2560" height="1861" />

But, moving up to the next step on the trim level ladder, not only adds a more powerful naturally-aspirated 3.6-litre VVT V6 engine, making 310 hp and 271 lb-ft of torque, it also allows for a same-priced choice between two different style and content flavours - a more traditional Premium Luxury model ($62,698) with all the expected brightwork and exotic woodgrains, or the Sport model ($62,698) with more contemporary and darkened styling, tested here.

For the same money, the Sport seems the better deal, coming not only with cosmetic add-ons - unique front and rear fascias, 20-inch Sport wheels, blackened accents on the window surrounds, grille and roof rails, tinted tail lamps and carbon-fibre interior decor - but also adding functional performance tweaks that include a Sport Control AWD system, Chassis Damping Control, sport pedals and flappy paddles, a Performance Suspension with driver select modes, and Brembo Performance front brakes with red accented front and rear brake calipers.

The Cadillac XT6 Sport is a handsome beast, a relative road rarity set apart from the competition thanks to Cadillac’s sharp-edged design and familial vertical DRL and tail light stylings, dressed here in Satin Steel Metallic, the only no cost paint shade, although seven other optional colours ($900-$1,395) are available.

<img class="aligncenter size-full wp-image-173659" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-interior2-scaled.jpg" alt="2022 Cadillac XT6 Sport" width="2560" height="1858" />

Slip inside and relax in an elegant cabin with the right amount of dark stitched leather surfaces offset by the carbon-fibre style trim, glossy piano black finishes and chrome and metallic highlights. The interior design is understated, not exactly daring, but the instrumentation is sensibly laid out with a multitude of control choices, via touchscreen, the console control rotary dial or steering wheel buttons. The HVAC system offers buttons and rockers but you still have to access the touchscreen for some mode choices. And I’d still kill for a radio-tuning knob.

Stab the start button and the 3.6-litre engine spools up to provide plenty of power for everyday driving needs, streaming 310 horses through a smooth 9-speed automatic transmission controlled by GM’s Electronic Precision Shifter. Not everyone is a fan of this latest shifter but it’s really just a matter of getting used to it. Power and driving dynamics are also controlled through four mode selections - Tour (FWD for fuel economy), AWD, Sport and Offroad settings. This powertrain includes variable valve timing, Active Fuel Management that switches to V4 operation under cruising and a standard Auto Stop/Start system, all to benefit fuel economy, although my real world 14.5L/100km (comb) average was well off the official 13.1L/9.5L/100km (city/hwy) rating.

<img class="aligncenter size-full wp-image-173657" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-second-row-scaled.jpg" alt="2022 Cadillac XT6 Sport" width="2560" height="1920" />

When Cadillac introduced the 7-passenger XT6, the first line in the promotional material stated that “every seat is the best seat in the house”, which makes for a nice tag line but, as is the case for most vehicles this size, the XT6 is roomily comfy for four, a do-able squeeze for five with the handy option of the third row for occasional overflow, best suited for half-pints and yoga aficianados.

The smallish 357-litre cargo space with underfloor storage expands to a more usable 1,220 litres when the third row is powered down by buttons located in the back or by the second row. Fold flat that second row as well, for 2,229 litres or cargo room, and you are ready for yard sales and fully loaded runs from the reno store.

A large barge makes for smooth sailing and while the XT6 may not have the mass, presence or gravitas of the full-size Escalade, it does have that long haul, smooth driving feel while the Sport’s suspension tweaks keep it taut in the twisties.

<img class="aligncenter size-full wp-image-173655" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-CADILLAC-XT6-rear-loco-scaled.jpg" alt="2022 Cadillac XT6 Sport" width="2560" height="1826" />

Our as-tested XT6 Sport has too many techs to list here, many of them included standard but some available in the $13,585 packages and options list. I could do without some of those options. The optional black alloy wheels ($3,675) accent the darkened Sport styling nicely but an aftermarket set would cost half the price. And hands-free Super Cruise ($2,875) may appeal to some for its novelty but it will come more into its own in future generations. But, then again, if saving money is your focus you could also browse GM’s XT6 siblings - the Chevrolet Traverse, Buick Enclave and GMC Acadia.

The 2022 Cadillac XT6 tested here is only in its third year of production so expect only minor changes for 2023 models, along with an inflationary $1,500-$2,200 increase in price, depending on trim selection.

There’s no official news of any XT6 electrification for North America although a 48V mild hybrid version is available in China and, following the launch of <a href="https://www.wheels.ca/first-drives/2023-cadillac-lyriq-first-drive-review">Cadillac’s 2023 Lyriq EV</a> model, there are rumours that the XT6 might be replaced by an EV in 2025.
<h4>2022 Cadillac XT6 Sport</h4>
BODY STYLE: three-row, seven passenger midsize-plus crossover ute
DRIVE METHOD: 9-speed automatic, AWD
ENGINE: 3.6-liter VVT V6 engine (310 hp, 271lb-ft of torque)
FUEL ECONOMY: 13.1L/9.0L/100km (city/hwy). As tested 14.5L/100km (comb).
CARGO VOLUME: 357 litres; 1,220 litres behind second row, 2,229 litres behind first row
TOW RATING: 1,814 kg (4,000 lb)
PRICE: 2022 Cadillac XT6 Sport $62,698, as tested $78,583
WEBSITE: <a href="https://www.cadillaccanada.ca/en">cadillaccanada.ca</a>

2022 Cadillac XT6 Sport Review

2023 SUBARU ASCENT-main

PICTON, ON - A few years ago, Subaru came up with a big solution to a small problem.
The small problem? Some Subaru customers with growing families were outgrowing Subaru’s lineup of two-row, five-passenger people movers.

The big solution? A newly-introduced 2019 Subaru Ascent - the biggest Soob ever, complete with three-row, seven- or eight-passenger seating and enough interior room and cargo space to vie with family-sized competitors that used to lure those customers away - the Toyota Highlander, <a href="https://www.wheels.ca/reviews/review-2022-nissan-pathfinder-platinum-4wd">Nissan Pathfinder</a>, <a href="https://www.wheels.ca/vehicle-reviews/review-2022-honda-pilot-trailsport">Honda Pilot</a>, <a href="https://www.wheels.ca/vehicle-reviews/review-2021-ford-explorer-limited-hybrid">Ford Explorer</a>, <a href="https://www.wheels.ca/vehicle-reviews/2021-5-mazda-cx-9-signature">Mazda CX-9</a> and others.

<img class="aligncenter size-full wp-image-173588" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023-SUBARU-ASCENT-profile-scaled.jpg" alt="2023 Subaru Ascent" width="2560" height="1920" />

First off, the Ascent still builds on Subaru’s latest global platform, sticking with company strengths by harnessing its trademark horizontally-opposed boxer engine layout with its intrinsic low centre of gravity handling, channeling power through Subaru’s Lineartronic CVT transmission and symmetrical full-time all wheel-drive system with X-Mode offroad capabilities.

In only its fifth year of production, the Subaru Ascent hasn’t really been around long enough to need major dynamic or dimensional changes. But, yes, the face is a little different.

The Ascent mirrors some of the more recent styling cues of the Outback and Forester. A bolder front end features a bigger, more prominent grille, a new front fascia with bigger air intakes and new bumper covers, bracketed by more dramatic front LED headlights as well as a new LED foglight design available in higher trim levels. There are new wheel designs and, in back, changes to rear liftgate styling along with new Konoji (C-shaped) LED taillights.

<img class="aligncenter size-full wp-image-173595" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023-SUBARU-ASCENT-interior2-scaled.jpg" alt="2023 Subaru Ascent" width="2560" height="1920" />

Inside, the Subaru Ascent reveals a revised interior dominated by a new 11.6-inch vertical tablet-style infotainment display with improved rear camera quality, standard Android Auto/Apple CarPlay and added driver-assist apps.

Among the changes, the tablet screen replaces HVAC knobs with touchscreen buttons. That’s the kind of thing I’d normally gripe about but the large screen allows for easy access to all controls. And while there’s a lot of info and controls to look at on that tablet, drivers should adapt to its sensible layout quickly.

The 11.6-inch display also incorporates a new 360-degree top-down view with four vehicle cameras allowing a choice of 8 different camera angles for parking, towing and maneuvering in tight spots.
Other cabin changes include new LED interior lighting, new USB-C ports in front and rear positions and, ye gods, a total of 19 cupholders.

<img class="aligncenter size-full wp-image-173590" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023-SUBARU-ASCENT-captains-second-row-scaled.jpg" alt="2023 Subaru Ascent" width="2560" height="1920" />

In some upper trim levels, additions include new illuminated ring gauges and a new Cabin Connect system that uses the cabin microphone and audio speakers to broadcast the driver’s voice more clearly to rear passengers. But don’t worry, the rear rows don’t get microphones, so you won’t have to hear amplified whining about “Are we there yet?”

The latest EyeSight Version 4 driver assist system, unique to Subaru and standard across all Ascent models, features a revised stereo camera system and an added wide-angle mono-camera for a wider view forward of potential hazards. The expanded field of view is especially designed to recognize pedestrians and bicycles sooner when the vehicle enters intersections during lower speed urban driving. The package includes new/improved versions of pre-collision braking with an added electric brake booster, lane departure prevention, lane centering, adaptive cruise control and new automatic emergency steering.

The Subaru Ascent comes in five trim levels - base level Convenience ($40,995), the popular Touring ($45,495), the blacked-out Onyx model ($47,295), the upscale Limited ($50,895) and the top-of-the-line Premier version ($53,995).

<img class="aligncenter size-full wp-image-173589" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023-SUBARU-ASCENT-rear-scaled.jpg" alt="2023 Subaru Ascent" width="2560" height="1855" />

The 2023 model prices listed above are up $2,000-$3,700 over last year’s costs, depending on trim level, with the base Convenience model making the biggest price jump. On the plus side, Subaru has dropped the extra charge for the Captain’s chairs option in Touring and Limited models, allowing customers to make a no cost choice of either seven- or eight-passenger seating.
Subaru Canada introduced the 2023 Ascent to Canadian automotive journalists at a December launch in Prince Edward County, bringing a mixed fleet of Touring eight-passenger models and Premier seven-passenger versions, all dipped in this year’s latest shade of Cosmic Blue Pearl.

It doesn’t take long to assure yourself that, yes, a four-cylinder engine in a biggish sport ute can manage just fine, thank you. The 2.4-litre FA24 turbocharged boxer four makes 260 hp and 277 lb-ft of torque and claws up to speed handily, with only a bit of four-banger moan and the accompanying hum of Continental VikingContact winter tires in the background. The Ascent Convenience will tow 908 kg (2,000 lb) while upper trim levels with cooling upgrades allow for a 2,270 kg (5,000 lb) tow rating. Ascent fuel economy is rated at 12.3L/9.4L/100km and, with a mixed bag of drivers sharing my test vehicle, most of my averages on the trip computers were within or below those limits.

<img class="aligncenter size-full wp-image-173598" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023-SUBARU-ASCENT-splash-scaled.jpg" alt="2023 Subaru Ascent" width="2560" height="2245" />

The 2023 Subaru Ascent felt sure-footed and controlled on a mix of asphalt and gravel roads reflecting the everyday demands of most customers. The independent suspension smoothed out the worst of washboarded gravel roads, the Lineartronic transmission was delightfully more ignorable than most whiny CVTs and the combination of Subaru’s vaunted symmetrical AWD and the Ascent’s lofty 220 mm of ground clearance capably tackled mud wallows, lumps, bumps and rough country lanes with aplomb. Onyx, Limited and Premier trims include an upgraded dual-function X-MODE with Hill Descent Control and SNOW/DIRT and DEEP SNOW/MUD settings for extreme weather or road challenges.

I climbed in and out of all three rows to find all seating positions doable (with a little compromise racking from fellow passengers) and with plenty of headroom and elbowroom throughout the cabin. While the Premium trim model with second-row Captain’s chairs lived up to its name, fully loaded and with Nappa leather upholstery for the first time, the Touring model with a second row 60/40 bench and was perfectly acceptable.

<img class="aligncenter size-full wp-image-173591" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2023-SUBARU-ASCENT-cargo-scaled.jpg" alt="2023 Subaru Ascent" width="2560" height="1850" />

Behind the third row, a 458 litre cargo area with tie-downs, power point, a cargo lamp and underfloor storage that includes a slot for the tonneau cover, expands to 1,232 litres with the third row folded, and a roomy 2,061 litres with the second row down.

There’s no news about any levels of future hybridization but with the recent launch of the all-electric
2023 Subaru Solterra, there are bound to be powertrain innovations coming throughout Subaru’s lineups.

But, for now, the refreshed 2023 Ascent remains the large-scale solution for the Subaru faithful fitting out for growing family transportation needs. While maybe even luring new crossover customers to the brand.
<h3>2023 Subaru Ascent</h3>
BODY STYLE: Seven- or eight-passenger mid-size SUV

CONFIGURATION: Lineartronic CVT with Symmetrical AWD and X-Mode.

ENGINE: 2.4-litre, four-cylinder DIT turbocharged Boxer engine (260 hp, 277 lb/ft of torque)

FUEL ECONOMY: 12.3/9.4L/100km (city/hwy) CARGO: 458/1,232/2061 litres

TOWING: Convenience 908 kg (2,000 lb); All other trims 2,270 kg (5,000 lb)

PRICES: Convenience ($40,995), Touring ($45,495), Onyx ($47,295), Limited ($50,895), Premier ($53,995).

WEB: <a href="https://subaru.ca/">subaru.ca</a>

2023 Subaru Ascent First Drive Review

2022 FORD BRONCO SPORT-main 1

It was revealed to me that an overnight gathering of five was planned for our place. Not wanting to be the, umm, sixth wheel, I immediately started planning my escape.

A vehicle was needed, any vehicle would do. Fortunately, a 2022 Ford Bronco Sport (suitably based on the Escape platform) was already booked and ready to take me away.

Even after the get together plans fell through, my getaway was still on, and I squirted out of town, heading for coasts and country roads, hoping this Bronco excursion would work out better than O.J.’s infamous and not so successful Bronco breakout.

<img class="aligncenter size-full wp-image-171630" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-main-3-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1512" />

First, a little background. The Bronco (1966-1996) served a 30 year stint as a rough and ready two-door ute competing against the likes of Jeeps and International Harvesters. After a 25 year hiatus, Ford brought the Bronco name back from the dead but, using a scatter gun approach to cover a wider customer base, they unveiled two similar but distinctly different models, starting with the mid-size Bronco, building on a body-on-frame Ranger truck platform in two-door or four-door form, with removable doors and roof, chunky power numbers and all the expected impressive, rock-crunching off-road strengths to rival the Wrangler.

But they also unveiled the Bronco Sport, a smaller, lighter and tighter compact ute based on Ford’s C2 platform, the foundation for a somewhat more civilized unibody frame, smaller engine with better fuel economy numbers, but still boasting varying levels of off-road ability at a more affordable price.

It wouldn’t be unfair to think of the Bronco Sport as a “Bronco Lite”, still boasting acceptable levels of 4X4 performance, equipment and abilities combined with a good deal of Bronco design DNA.

<img class="aligncenter size-full wp-image-171634" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-rear-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="2016" />

The Bronco Sport comes in four trim levels - the entry Base model ($35,999), the one-step-up Big Bend ($38,899) with a few added features, the almost all-inclusive Outer Banks ($42,889), maxed out with add-ons, and a Badlands version ($46,149) which trades some Outer Banks’ luxuries for more power, more attitude, and more off-road flavour, equipment and abilities.

Lift the hood and it looks someone emptied a hardware store rummage bin in the engine bay - pipes, hoses, wiring harnesses and other unshrouded bits and bobs poking every which way. But the 1.5-litre EcoBoost turbo three-cylinder engine that comes standard in the first three trim levels, makes a nifty and thrifty 181 hp and 190 lb-ft of torque. I had to squeeze every ounce of power out of that diminutive mill during one particularly sphincter-tightening passing maneuver, buzzing past a line of four sluggards on a two-lane country highway with headlights in the distance. At that moment, I might have been wishing for the Badland’s bigger 2.0-litre EcoBoost turbo inline four-cylinder with its 245 hp and 275 lb-ft.

But the 1.5-litre three-banger served adequately on my trip. And thanks to an easier going pace the rest of the time, I even managed to beat it’s 9.3L/8.4L/100km (city/hwy) fuel economy rating with my 8.3L/100km (comb) real world average. A rotary shifter dial takes time to get used to but both engines are meshed to eight-speed automatics and feature Auto Start-Stop technology as well.

<img class="aligncenter size-full wp-image-171625" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-engine-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1951" />

All Bronco Sport models come with a Terrain Management System featuring five G.O.A.T. modes (Go Over Any Terrain) including Normal, Eco, Sport, Slippery and Sand settings. The Badlands model adds Mud/Ruts and Rock Crawl modes, along with the bigger motor and the upgrades to wheels, suspension and other off-road techs.

But tested here, our 2022 Ford Bronco Sport Outer Banks blends a just right amount of ruggedness and refinement to suit most tastes. Features, many of them exclusive to the Outer Banks trim, include leather seating, heated leather-wrapped steering with cruise and audio controls, 18-inch Ebony Black painted aluminum wheels, a blacked-out grille with white Bronco lettering, upgraded 10-speaker B&amp;O audio and more. Some of the neater innovations include a handy instrument panel shelf, a 110V 400W AC outlet on the back of the console, a liftgate with flip-glass rear window, zippered seat back pockets, LED floodlamps in the bottom of the liftgate for boondocking or tailgate parties and, also in back, a slide-out working table/cargo shelf that is part of the five-way configurable Cargo Management System.

<img class="aligncenter size-full wp-image-171627" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-interior-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1835" />

And it’s a good looking vehicle, in this case dipped in Hot Pepper Red Tinted Clearcoat, its features still novel enough to catch the eye with plenty of design cues taken from the Bronco halo model - the round headlamps, the “encapsulated cartridge grille”, the slab-sided profile, short front and rear overhangs and proportions that hearken back to the original.

Slip inside, peer through the windshield and the bulky hood and front fender peaks ahead give an illusion of width, even though the Bronco Sport is narrower and also shorter in length than its Ford Escape cousin.

So, yes, it’s a bit of a shorter compact, requiring compromise from front seat occupants for anyone wanting to squeeze into the cramped second row. But it’s not short enough to affect the ride and handling, demonstrating none of that “small boat on a big sea” pitching and yawing.

Flop the rubberized rear seatback forward and this is where the Bronco Sport shines, with two bums in the seats up front and room for getaway gear in back. One of the design guidelines was to accommodate two cyclists and two 27.5-inch wheel mountain bikes inside the cargo area, so there’s plenty of headroom, even enough to wear your bronco-busting Stetson.

<img class="aligncenter size-full wp-image-171635" src="https://wordpress.wheels.ca/wp-content/uploads/2022/09/2022-FORD-BRONCO-SPORT-second-row-scaled.jpg" alt="2022 Ford Bronco" width="2560" height="1880" />

I had mounted my bike rack on the optional hitch but an available Yakima inside rack and more than 100 factory-backed accessories to help transport gear such as kayaks, surfboards, skis and camping gear, means there’s no end in sight when it comes to vehicle personalization.

The Ford Bronco Sport has proven popular, even more popular than its Bronco sibling and new 2023 Bronco Sports should start arriving later this year, carrying over largely unchanged but with the addition of two new notable retro models - the two-tone Heritage Edition and Heritage Limited Edition - both showing old school Oxford White treatment on the grille, roof, interior trim and wheels.

And, further down the road, we can probably expect some level of electrification, possibly a hybrid model in the 2024 model year, as this latest version of an old Bronco tradition continues to evolve for the future.

2022 Ford Bronco Sport Outer Banks

BODY STYLE: Two-row, five-passenger compact sport ute

DRIVE METHOD: Eight-speed automatic, 4X4

ENGINE: 1.5-liter EcoBoost turbo three-cylinder engine (181 hp, 190 lb-ft of torque)

FUEL ECONOMY: 9.3L/8.4L/100km (city/hwy). As tested 8.3L/100km (comb).

CARGO VOLUME: 822 litres; 1,703 litres behind first row (moonroof model)

TOW RATING: 907 kg

PRICE: 2022 FORD BRONCO SPORT OUTER BANKS $45,499 as tested (destination $1,995 not incl)

WEBSITE: <a href="http://www.ford.ca">ford.ca</a>

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Ford Bronco Sport Outer Banks Review

2022 MAZDA MX-5 GS-P-collage

“So, Lake Erie?”

Hmm, maybe a bit of a hard sell, here.

“But honey, the romance of the road trip! Top-down motoring, coastal roads, beaches and lighthouses!”

Yeah, I was warming up now.

“Dinner out every night!” Ah-ha, the coup de grace. “And just think of it! Detroit, Toledo, Cleveland and Buffalo.”

Okay, maybe I blew it there . . .

But my reasoning was still sound. We’d checked off a couple of Great Lakes circumnavigations over the years - Lake Ontario and Lake Superior - on motorcycle trips.

So, Lake Erie, why not?

And I was on solid ground with the vehicle - no motorcycle this time but the closest thing to an in-the-wind experience - a 2022 Mazda MX-5 - the best, most popular and, frankly, only affordable mass production roadster to follow the British sports car tradition - front engine, rear wheel-drive in a balanced, fun and lightweight handling package.

<img class="alignnone size-full wp-image-169734" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-postcard2-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1731" />

<img class="alignnone size-full wp-image-169737" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-main-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1964" />

The Miata (yeah, sorry Mazda, that’s still the way I think of it) has evolved steadily through more than 30 years of production and over a million sales, but this refined fourth generation MX-5 ND2 iteration remains faithful to the formula.

Important carryover components include lightweight aluminum for the power plant frame, front fenders, hood and trunk lid, just part of the dedication to shaving off grams and millimeters of mass throughout the car, even forgoing foam in the sun visors for the sake of weight savings. I wish I could say I was as diligent in shaving grams off my cheeseburgers in the quest for improved performance.

Mazda’s SKYACTIV-G 2.0-liter engine makes 181 hp and 151 lb-ft of torque. That won’t exactly put you in a whiplash collar but the low seating position accentuates the acceleration rush and the MX-5’s responsive and tossable qualities will perk up your adrenaline levels nicely.

<img class="alignnone size-full wp-image-169738" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-interior1-scaled.jpg" alt="2022 Mazda MX5 GSP" width="2560" height="1819" />

The MX-5 lineup starts with the GS model ($33,300) and tops out with the almost all-inclusive GT version ($40,400). Our as-tested GS-P model  ($37,300 and the “P” is for “Performance”) fits in the middle of the lineup, with giddy-up additions that include a sport suspension with Bilstein shocks, a limited-slip differential and strut tower bar. It also kicks in LED DRLs, Bose audio with speakers in the headrests, heated seats and mirrors along with an induction sound enhancer to make your zoom-zooms more zoomier. It’s funny that they also added a noise isolating windshield because ragtops are notoriously noisy through the roof. But that’s just part of the glorious ambiance of convertible driving.

The GS-P hits the sweet spot with driving enthusiasts, with the MT vs. AT split at about 75/25 in favour of the manual shifter compared to a manual take rate of under 60 percent in overall MX-5 sales in Canada. And it is a wonderfully fluid shifter with short, precise throws that encourage vigorous snicking through the cogs although, admittedly, on many long leisurely stretches I would lazily skip-shift up to cruising speed.

For 2022, Mazda adds new interior and exterior colour choices but, if you don’t mind taking the $450 hit for the most expensive Soul Red Crystal option, it is still the handsomest paint job on the road.

One other addition this year is Kinematic Posture Control (KPC), a system that improves handling by automatically applying very slight braking to the inside rear wheel during cornering, pivoting the car into the turn, keeping the suspension tighter to the ground, benefitting steering and suppressing body roll. To test that and other MX-5 qualities, we set off from our London, Ontario home south to Port Stanley, one of a dozen “Ports” mixing tourism and commercial fishing along the north shore. Determined to avoid freeways, we wound our way as close to the shore as possible. It all depends on how much time and patience you have to maintain that course. We headed west to make a counterclockwise circuit around the lake.

<img class="alignnone size-full wp-image-169750" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-ballgame-scaled.jpg" alt="2022 Mazda MX-5" width="1920" height="2560" />

On Day One, I was settling in. At 6-foot-three, I’m sort of the wrong guy in the right car but we’d long-hauled Miatas before and, while the joke is that I have to take my wallet out of my back pocket just to fit in, I knew my body would adjust to the snug confines.

We’d started our trip on the hottest day of the year. There’s a kind of tyranny to top-down motoring and people’s expectations but we’ve always regarded it as an option, not an ultimatum. Fine for a quick jaunt but five days baking in the sun would probably turn you into a giant melanoma, so we were quite happily enjoying running the A/C with the top up during the heat of the day.

Past provincial parks, past beaches, past endless farms and windmills, past the ferry to Pelee Island (saving its 30 km coast for a bicycle trip later) and past Leamington. Someone in Cleveland would later tell us that their version of the northern lights is the nightly purple, orange and yellow glow across the lake from Leamington’s thousands of acres of LED-lighted greenhouses.

We continued on to the west end of Lake Erie, then cut north along the Detroit River to Motown. We’d stayed in Detroit earlier in June to see the Tigers host the Blue Jays, so this time we carried on inland to Ann Arbor, a cute college town where we unloaded for our first night.

<img class="alignnone size-full wp-image-169744" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-trunk2-1-scaled.jpg" alt="2022 Mazda MX-5" width="2560" height="1887" />

Speaking of which, cue the whining about the MX-5s smallish trunk but, what do you expect in a sports car? As seasoned motorcycle trekkers, we pack light and, since the 130 litre trunk offers 10 litres more than a Honda Gold Wing, no problemo. On one Miata trip from Vancouver to San Francisco, we added a pup tent and camping gear, so if you can’t pack two weeks worth of clothes in two bags that fit, well, buddy, you’re packing too much crap.

&nbsp;

For added storage, there are also two back trim boxes hidden behind the seats. Instead of a glovebox, a seat side box sits at shoulder height between the passengers - awkward to turn and reach into, but still useable.

<img class="alignnone size-full wp-image-169742" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-storage-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1920" />

Leaving Ann Arbor, heading back to Lake Erie, we followed coastal road-signed turnoffs whenever we could, past bird sanctuaries, past beach towns, retirement villages and RV parks, past the Lost Peninsula that almost spurred an interstate war between Michigan and Ohio and into Toledo for an evening of Mud Hens baseball - the triple-A team made famous by Jamie Farr’s Corporal Klinger in TV’s M*A*S*H series.

<img class="alignnone size-full wp-image-169732" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-Rock-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="1958" />

On Day Three we turned east, clinging to another coastal peninsula into Marble Head, past Sandusky where you can exit for Cedar Point, the roller coaster capital if MX-5 driving thrills are not enough. And into Cleveland, where we spent hours poring over exhibits at the Rock &amp; Roll Hall of Fame before settling in downtown at a hotel near the culinary comforts of E 4th Street’s restaurants.

Day Four and we motored past more cute beach towns like Geneva-On-The-Lake, past Ashtabula, past Erie and into Buffalo. We considered continuing our baseball theme with the Bisons but settled instead for tacos and cervezas on the Allentown strip.

<img class="alignnone size-full wp-image-169730" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/2022-MAZDA-MX-5-GS-P-signs2-scaled.jpg" alt="2022 Mazda MX5 GS" width="2560" height="2154" />

Then, Day Five and the final leg back into Canada, turning west again. There’s a nice, slow and easy Lake Shore Road cruise past homes and cottages from Dunnville to Port Dover where motorcycles congregate, even when its not Friday the 13th. Make sure to sample one of the local perch dishes.

Our final leg back to our Port Stanley starting point rounded off the trip meter to 1,240 km. And let me throw a few more numbers at you. After doing the math and converting U.S gallons and currency, 79 litres of gas cost us about $150 CDN. American gas was still cheaper, averaging about $1.80 CDN per litre at the time. Premium octane is recommended but not required so we fudged a bit with mid-grade gas. And, despite occasional bursts of hooliganism, our 6.4L/100km fuel average was actually better that the MX-5’s 9.0L/7.0L/100km (city/hwy) rating, probably due to the lower speed roads and two-lane highways taken on our trip.

Yes, for a leisurely and longish journey, a softer suspension and stretch-out grand tourer accommodation would probably be a better choice than the GS-P’s tight cockpit and sport suspension.

And, yes, the seats need better lumbar support, the MX-5 needs a glove box and the interior, info screens and instrumentation are getting a bit dated, an issue that will probably be tackled by a future electrified or hybridized next-gen MX-5 NE version.

&nbsp;

But the MX-5 attained its reputation for balanced, agile performance from its very creation and although Mazda’s Jinba Ittai philosophy, the oneness of horse and rider, may sound like so much lofty pretentiousness, I think it has actually been attained in the MX-5. Its charms are timeless and it is a joy to drive.

I know we didn’t do Lake Erie justice during our too short week. But the north shore is not far away. And there will be time in future to further explore Lake Erie’s roads, its coastline, beaches and villages, hopefully at the wheel of something sporty, something cool, something very much like a Mazda MX-5.

2022 Mazda MX-5 GS-P

BODY STYLE: two-seater sports car

DRIVE METHOD: 6-speed manual, rear wheel-drive

ENGINE: SKYACTIV-G 2.0-liter  (181 hp, 151 lb-ft of torque)

FUEL ECONOMY: 9.0L/7.0L/100km (city/hwy). As tested 6.4L/100km (comb).

CARGO VOLUME: 130 litre trunk

PRICE: MX-5 GS-P MSRP $37,300. As tested $39,600 incl. Soul Red Crystal ($450) and destination ($1,850)

WEBSITE: <a href="http://www.mazda.ca">www.mazda.ca</a>

Circling Lake Erie in the 2022 Mazda MX-5

2022 SIERRA DENALI ULTIMATE-mural front

ENCINITAS, CA - Leave the cool embrace of Encinitas and the Pacific, head inland skirting the Mexican border and you might eventually find yourself on the Great Southern Stage Route, delving into an entirely different kind of terrain. Slalom and shudder through sand blown arroyos, through the washes and canyons that lie parched and bare under the 100 degree heat, stones pattering, dust clouds billowing behind you.

The land is open and empty. Anything living here is spiny, spiky and willing to kill you.

Eventually, you might stop atop the Diablo Drop in your 2022 GMC Sierra AT4X and watch customized off-roaders try, and occasionally fail, to scale the steeply gouged inclines below.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-AT4X-Diablo-blue-scaled.jpg"><img class="alignnone size-full wp-image-168136" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-AT4X-Diablo-blue-scaled.jpg" alt="2022 Sierra Denali AT4X" width="2560" height="1920" /></a>

Then it’s your turn. Shift into 4Low and engage Terrain mode to enable one-pedal rock crawling. Stab the button for the front and rear e-locking differentials that determine power delivery and traction for each individual wheel. Then shift the 10-speed automatic to Low and start to ease down the slope, the 18-inch black wheels bearing Goodyear Wrangler Duratrac Mud-Terrain tires scrambling for purchase across the scree, rocks grating against the protective rocker guards, skid plates and transfer case shield.

At the bottom, heave a sigh of relief, spin the truck around in the powdery dust and climb back up, nothing but sky in the windshield, the 6.2-litre V8 grumbling but pulling effortlessly, the Multimatic DSSV spool-valve dampers and longer-travel off-road suspension sucking up the bumps as you slip and grip your way uphill.

The only things making all this desert stress and straining barely bearable is the gentle breeze of air conditioning inside the Sierra and the cool ventilation of the 16-way power adjust seats. And, hmm, maybe turn on the massage mode and add a little light chamber music from the 12-speaker Bose Premium audio system.

Yes, such is the grim task of off-roading in the modern age.

GMC has always tried to separate itself from the competition, bolstering the brand to ever higher premium levels, best exemplified by their Sierra Denali luxury pickup offerings and the Sierra AT4 off-roader, two different but decidedly upscale flavours that have served as the epitome of rugged elegance.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-AT4X-door-detail-scaled.jpg"><img class="alignnone size-full wp-image-168137" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-AT4X-door-detail-scaled.jpg" alt="2022 Sierra Denali AT4X" width="2560" height="1920" /></a>

Until now. For the 2022 model year, the GMC Sierra pickup lineup has elevated those upper levels of excellence with two new “halo” trucks - the first-ever Sierra AT4X, a raised height of premium off-roader that I was driving at the beginning of this review, and its new sibling Sierra Denali Ultimate, the most advanced and luxurious Sierra ever, featuring GMC’s hands-free Super Cruise driver assistance technology as standard equipment.

Our testers were powered by a standard 6.2-litre V8 VVT DI with Dynamic Fuel Management that makes 420 hp and 460 lb-ft or torque via a 10-speed automatic and standard 4WD (a 3.0-litre DIHC I-6 turbo-diesel in also available in the Denali Ultimate). Both trucks build on new-for-2022 Sierra tweaks with new wheels, new added colours, revised designs of the front bumper, fascia and grille along with new dual-projector LED headlamp and C-shaped DRL combinations that light up with animated sequences on approach, on startup, or when walking away.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-interior1-scaled.jpg"><img class="alignnone size-full wp-image-168138" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-interior1-scaled.jpg" alt="2022 Sierra Denali" width="2560" height="1850" /></a>

Inside, comfortable and roomy cabins feature a cockpit-oriented layout, a new console and electronic shifter, and over 40 inches of digital display - a new larger central 13.4-inch colour touchscreen, a new 12.3-inch configurable instrument cluster and a multicolour 15-inch head-up display, all featuring configurable levels of personalization to suit any driver’s needs.

And, along with all the expected apps and techs, most Sierra models now offer Google built-in, compatible with Apple and Android devices, available Amazon Alexa and hosting cell phone features we’re used to using, like Google Maps, Google Assistant and Google Play.

Keep checking the content levels and you wouldn’t be far off to think that the AT4X and Denali Ultimate make pretty well all the available Denali features standard - rear camera mirror, power sunroof and the aforementioned all-new 12-speaker Bose Premium audio system with Center Point surround sound, AudioPilot and a Richbass woofer, to name just a few.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-mural-rear-scaled.jpg"><img class="alignnone size-full wp-image-168139" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-mural-rear-scaled.jpg" alt="2022 Sierra Denali Ultimate" width="2560" height="1854" /></a>

The luxury-focused AT4X’s Obsidian Rush interior features dark technical grain leather and trim accents, dark Vanta ash wood trim and the contrasts of white piping and red stitching to reflect the red theme of the AT4X badging and front tow hooks.

The Denali Ultimate makes a different but also darkened styling statement, standing on bigger Low Gloss Black 22-inch wheels and with its unique grille and GMC badging dressed in low key Vader chrome. GMC’s six-way MultiPro tailgate comes standard as does the lightweight and durable CarbonPro composite cargo box along with Denali’s Premium Suspension with Adaptive Ride Control and GMC’s power assist steps.

Slip inside the Denali Ultimate’s Alpine Umber interior and you are ensconced in full-grain leather appointments enhanced by open-poor Paldao wood trim. There’s a nice exclusive touch inside the Denali Ultimate with topographical maps of the summit of Mount Denali, the highest peak in North America, laser-etched across the Paldao wood-mounted dashboard and also embossed across the leather facings of the badged front seats, rear seat and door panels. That Easter Egg topographical touch even carries out to the exterior fender vent badges. The leather trappings are complemented by premium micro-suede on the headliner, visors and pillars. It’s a particularly handsome cabin, with sensible controls, logical layout and, along with the expected apps and techs, most Sierra models, including the Denali Ultimate, now offer Google built-in, compatible with Apple and Android devices, available with Amazon Alexa and the cell phone features we’ve all become accustomed to, like Google Maps, Google Assistant and Google Play.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-fender-badge-scaled.jpg"><img class="alignnone size-full wp-image-168140" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-fender-badge-scaled.jpg" alt="2022 Sierra Denali Ultimate" width="2560" height="1788" /></a>

Trying out the trailering-capable Super Cruise was interesting. We’ve all become accustomed to adaptive cruise control and lane-keeping technologies, but it still requires a leap of faith to drop your hands from the steering wheel and just sit back.

And with the majority of Sierra customers using their vehicles for towing, other related technologies include up to 14 camera views including Transparent Trailer, a GCW alert, in-vehicle trailer apps and info, Trailer Blind Zone Alert and trailering enhancements to the Adaptive Cruise Control. And the list goes on.

Over the years, GMC has dragged us across continents to demonstrate the latest techs, the newest features and added amenities that, at the times, made those trucks the best Sierra pickups ever built.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-rear-seat-scaled.jpg"><img class="alignnone size-full wp-image-168141" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-SIERRA-DENALI-ULTIMATE-rear-seat-scaled.jpg" alt="2022 Sierra Denali AT4X" width="2560" height="1944" /></a>

This year, they’ve done it again, with the 2022 Sierra Denali Ultimate and the 2002 Sierra AT4X, featuring new apps, new luxuries and new levels of content, making these latest models, again, the most inclusive premium pickups that GMC have ever built.

At least, for now.

2022 GMC Sierra AT4X &amp; 2022 GMC Sierra Denali Ultimate

BODY STYLE: premium pickup trucks (two-row, five passenger)

DRIVE METHOD: 10-speed automatic, 4WD

ENGINE: 6.2-litre V8 VVT DI with Dynamic Fuel Management (420 hp, 460 lb-ft of torque)

FUEL ECONOMY: 15.7L/11.9L/100km (city/hwy estimates)

TOW RATING: AT4X 4,037kg (8,900 lb); Denali Ultimate up to 5,897 kg (13,000 lb)

CARGO VOLUME: Short Box 1,809 litres (63.9 cu-ft)

PRICE: Starting MSRPs AT4X $85,748; Denali Ultimate $93,648

WEBSITE: <a href="http://www.gmcanada.ca">gmccanada.ca</a>

2022 GMC Sierra Denali Ultimate & Sierra AT4X First Drive

2022 RAM 1500 GT main

A stab at the ignition button and the HEMI coughed to life before pulsing into a familiar V8 background burble, the undertones from engine and exhaust blending and resonating melodiously as I adjusted the seat and steering wheel, checking meters and mirrors.

And then it was time to awaken the beast. The wheels started rolling as we idled forward in anticipation. A quick goose of the go-pedal, just enough to annoy the engine, and the big motor moaned forth with a herd-scattering, Jurassic roar as we squirted out of the driveway and curved out onto the road.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-badge-scaled.jpg"><img class="alignnone size-full wp-image-167862" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-badge-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1715" /></a>

“Man, I’d like to take this thing to the track,” I muttered to myself, not exactly a normal thought when picking up a pickup.

But this is the new G/T version of the 2022 Ram and, while no truck outside of NASCAR would really feel nimbly at home on a speedway, oh, just to hear that exhaust and engine duet reverberating off the pit wall while running full blast down the straightaway in this G/T . .

Actually, to be more precise, my tester’s name was officially listed as a 2022 Ram 1500 Sport Night G/T Crew Cab 4X4. With a full slate of Ram models, varied seating configurations, engines, drive systems and box sizes to choose from, we’re starting with a Crew Cab truck in Canadian-exclusive Sport trim ($63,995), about three rungs up an eight-step Ram trim level ladder that starts at around $47K and tops out to over $102K with all the bells and whistles.

Not that this tester was missing much.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-rear-scaled.jpg"><img class="alignnone size-full wp-image-167864" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-rear-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1663" /></a>

A long list of standard equipment on this Sport model was bolstered by an even longer list of add-ons, with pretty well all the option boxes checked off.

It starts with a Night Edition package ($1,495) that blacks-out the grille, badging and the big 22-inch wheels. The G/T package ($3,495) that really gives this pickup its identity includes a 3.92 rear axle ratio, MOPAR Cold Air Intake system, passive cold end exhaust and also adds attitude with a sport performance hood and G/T rear fender decal. That theme carries on inside with Performance Pages, G/T stitching on heated/ventilated power leather/vinyl front bucket seats with underseat lighting and MOPAR floormats. A heated leather-wrapped steering wheel with all the expected buttons and paddle-shifters sits above MOPAR bright adjustable pedals.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-engine-scaled.jpg"><img class="alignnone size-full wp-image-167857" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-engine-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1603" /></a>

And the hits just keep on coming.

The Technology Group ($1,595) comes with digital mirror and HUD while a Comfort &amp; Convenience Group ($1,095) adds keyless entry, a heated second row, wireless cellphone charge pad and extra USBs.

There are additions that really should be included as standard - Blind Spot &amp; Cross Path Detection ($500) and a Bed Utility Group ($500) with adjustable tie-downs and box lighting.

But the option list includes other functional add-ons - an Anti-Spin Differential Rear Axle ($595), Trailer Tow Group($1,495), Power running boards ($1,195) and the combined efforts of the Multi-Function Tailgate ($1,095), Tri-fold tonneau cover ($650) and Ramboxes ($1,295) for cargo accessibility, security and storage versatility.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-ramboxes-scaled.jpg"><img class="alignnone size-full wp-image-167858" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-ramboxes-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1867" /></a>

Whew! That’s not even the entire list of features, but two of the more important components of this G/T tester are the 5.7-litre HEMI VVT V8 engine and Four-Corner Air Suspension system. This modern V8 interpretation includes FuelSaver MDS that shuts down cylinders under light loads for better fuel economy and an eTorque 48-volt mild hybrid system that can add up to 130 lb-ft of short duration launch torque to the powertrain while adding regenerative braking and idle-stop technology. This powerful performer boasts 395 hp and 410 lb-ft of torque and, in this configuration, is tow-rated at 5,089 kg (11,220 lb).

The 5.7-litre HEMI V8 puts power down through an eight-speed automatic and four mode driveline with 2WD, 4WD Auto, 4WD High and 4WD Low choices.

Fuel economy is listed at 13.4L/10.5L/100km (city/hwy). Well, maybe on some other planet, but my best efforts, including long highway runs diligently driving the actual 100 km/h posted speed limit only averaged 15.1L/100km (comb). If those numbers make you gulp a bit, mid-grade 89 octane is recommended but there’s no problem using regular 87 octane gas.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-centre-stack-scaled.jpg"><img class="alignnone size-full wp-image-167859" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-centre-stack-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="1915" height="2560" /></a>

The optional Four-Corner Air Suspension system automatically  (or manually, if you prefer) cycles through five air lift positions to adjust ride height, load-levelling and firmness. And it benefits the Ram with the kind of smooth ride and handling you’d expect in a premium SUV.

Inside, the Ram G/T boasts sophisticated accommodations. The stitched dash, doors and console combine with piano blacks, soft textures, brushed metallic highlights and shiny bits for an elegantly comfortable setting. The 12-inch tablet-style touchscreen is still novel enough to make you do a double take and the Uconnect 5 system and instrumentation works seamlessly enough (although I’d still prefer redundant steering/seat heater buttons instead of hunting and pecking at the digital screen).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-interior2-scaled.jpg"><img class="alignnone size-full wp-image-167860" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-interior2-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1920" /></a>

There’s room aplenty in the cabin, enough headroom for your Stetson without a sunroof intrusion (one of the only boxes not ticked on this option list). And the second row accommodates three actual adults on a wide bench, with leg-crossing room even with the first row racked fully back. A slew of rear amenities includes vents, USB ports and a 115 V 400W power outlet in the rear of the console, a fold-down centre armrest and an underseat storage bin.

I could go on and on detailing more standard features and add-ons but how to summarize the sum total of this Ram’s many features?

Well, there are many flavours of Ram available, from entry-level models to diesel workhorses to the new uber performance TRX powered by an astonishing 702 hp Supercharged 6.2-litre V8 engine (and starting at an equally astonishing $102,595).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-second-row-scaled.jpg"><img class="alignnone size-full wp-image-167861" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-RAM-1500-GT-second-row-scaled.jpg" alt="2022 Ram 1500 Sport Night G/T" width="2560" height="1920" /></a>

For considerably less, you can pick and choose from the model selections and option bins and come up with your own mix that offers 4X4 ability, real five-passenger comforts and accommodation, lots of tech and amenities, a hefty tow rating and very usable cargo capabilities. And maybe even bolster the performance to a still impressive level with the 5.7-litre HEMI and G/T package. Customers will just have to decide for themselves.

What price for all that sound and fury?

2022 Ram 1500 Sport Night G/T Crew Cab 4X4

BODY STYLE: pickup truck (two-row, five passenger)

DRIVE METHOD: 8-speed automatic, 2WD, 4WDAuto, 4High, 4Low

ENGINE: 5.7-litre HEMI VVT V8 with FuelSaver MDS and eTorque  (395 hp, 410 lb-ft of torque)

FUEL ECONOMY: 13.4L/10.5L/100km (city/hwy). As tested 15.1L/100km (comb).

CARGO VOLUME: 5-foot, 7-inch cargo box 1,500 litres

TOW RATING: As tested 5,089 kg (11,220 lb)

PRICE: Ram Sport MSRP $63,995. As tested $89,870 incl. destination ($2,095)

WEBSITE: <a href="http://www.ramtruck.ca">ramtruck.ca</a>

2022 Ram 1500 Sport Night G/T Review

2022 NISSAN PATHFINDER PLATINUM-main

The Nissan Pathfinder is back!

Well, actually, it really only missed the 2021 model year. But it doesn’t take long to pick up on a “return to rugged roots” theme for the all-new-for-’22 Pathfinder. The styling includes throwback cues that pay homage to the ancestral two-door Hardbody pickup truck conversion version that debuted 35 years ago.

There’s the subtle, almost Easter Egg return of the three slots atop the trademark Nissan V-Motion grille, a renewed emphasis on fender blisters, and new character lines that add “U-shaped highlights” to the side profile. Nissan familial traits are there - the boomerang-style “C-shaped” combo of headlights and DRLs, carved out more rectangularly on this SUV. And the “floating roof” theme that repeats throughout Nissan’s lineup, done here with blacked out “A” and “B” pillars and a dark strip across the top of the “C” pillar, which has also been angled forward in tribute to the triangular rear side window of that original Pathfinder.

The front overhang is shorter. The grille is more upright. Even the side glass is more upright for improved interior room. The hood is flatter, straighter, the stance more aggressive on bigger wheels, and the design sweeps to a restyled rear featuring flatter, wider rear glass and new slimmer flush-mounted tail lamps emphasizing width and stability. A wider tailgate broadly emblazoned with the “PATHFINDER” name, follows the lead, I think, of the Hyundai Pallisade and Kia Telluride.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-rear-badging-scaled.jpg"><img class="alignnone size-full wp-image-165868" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-rear-badging-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1825" /></a>

This has all been done for the sake of more “truckiness”, dialing back some of the car-like softness and rounded aerodynamics that have accumulated over four generations. But this fifth generation 2022 Pathfinder is, of course, a very different beast from the original compact pickup adaptation – two feet longer, about a foot wider, riding on a ten-inch longer wheelbase. And, while it may boast ruggedness, it’s loaded with all the modern techs, tweaks and amenities you would expect.

The Pathfinder shifted back and forth between body-on-frame construction and unibody styles a couple of times in its history but the current unibody layout features front strut and rear independent multi-link suspension with stabilizer bars and dual pinion electric power steering to ensure controlled ride and handling.

Under the hood, a modern iteration of Nissan’s venerable 3.5-litre V6 makes 284 hp and 259 lb-ft of torque. There’s plenty of get-up-and-go on hand and enough oomph for an up to 2,722 kg (6,000 lb) trailer tow rating. Power is translated through an all-new ZF 9-speed automatic with manual mode and and paddle-shifters, a definite upgrade over the previously efficient but deadly dull CVT system. And all Pathfinders in Canada come with the Intelligent 4WD system controlled by a new console-mounted seven-position Drive and Terrain Mode Selector that rotates through Standard, Sport, Eco, Snow, Sand, Mud/Rut and Tow modes.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-egine-scaled.jpg"><img class="alignnone size-full wp-image-165873" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-egine-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1842" /></a>

Idle stop/start and other engine efficiencies contribute to a fairly decent 11.6L/9.2L/100km (city/hwy) fuel consumption rating. My mixed bag of driving averaged out to 11.5L/100km (comb).

The 2022 Nissan Pathfinder comes in 11 different colours including four new two-tone treatments. New head-turning colours include Scarlet Ember and our as-tested Obsidian Pearl/Super Black combo.

Five trim levels are available - S ($44,338), SV ($47,450), SL ($50,898), SL Premium ($52,698) and Platinum ($54,998).

All Pathfinders include a good base level of features that customers are looking for - heated front seats, heated steering, heated mirrors and heated washer nozzles, a 10-way power driver’s seat and Tri-Zone Automatic Temperature Control with second row climate controls for your rear passengers.

Nissan's innovative ProPILOT Assist, controlling acceleration, braking and steering, comes standard even in entry-level models this year, and all Pathfinders come with the Nissan Safety Shield 360, a package of technologies that bundles Automatic Emergency Braking with Pedestrian Detection, Blind Spot Warning,  Lane Departure Warning, High Beam Assist, Rear Cross Traffic Alert and Rear Automatic Braking. Other standards include Hill Descent Control, Trailer Sway Control, Intelligent Forward Collision Warning, Intelligent Driver Alertness, Blind Spot Intervention, Intelligent Lane Intervention and Rear Door Alert.

Slip into our fully loaded Platinum test vehicle and you are welcomed into a richly detailed Chestnut Brown and Black interior, mixing double-stitched leather details with glossy piano black and bronze metallic style highlights. Perforated heated/ventilated seats with quilted leather inserts are stylish and comfortable. A modern “bridge-style” console with pass-through storage below for your purse or tablet also mounts the new electronic shifter and a wireless cellphone charging pad.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior1-scaled.jpg"><img class="alignnone size-full wp-image-165871" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior1-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1920" /></a> <a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior2-scaled.jpg"><img class="alignnone size-full wp-image-165870" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior2-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1920" /></a>

Instrumentation is detailed and sensibly laid out and the view includes a 9-inch multi-touch display with all the expected apps, a 12.3-inch Advanced Drive Assist Display inside the dash with a 10.8-inch Head-up Display up top.

The second row features a choice of bench seating or, for the first time, two heated captain’s chairs and a removable rear console. The knees-up third row has been widened and the floor lowered by 25 mm to allow seating for three, so they say. Well, maybe for half-pint kids or hobbits. But, even with the new EZ FLEX one-touch release button system, if you try cramming Aunt Bertha’s bridge team back there you might be calling for the fire department extrication team.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior-door-detail-scaled.jpg"><img class="alignnone size-full wp-image-165872" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior-door-detail-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1935" /></a> <a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-second-row-scaled.jpg"><img class="alignnone size-full wp-image-165867" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-second-row-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1671" /></a>

Behind the 60/40 split folding third row, the liftgate opens to 470 litres of luggage room, enough to accommodate four golf bags with all three-rows up. That space increases to 1,274 litres with the third row down, maxing out to 2,421 litres with both rear rows folded flat. There’s even enough width to accommodate 4X8 sheets of plywood. Cargo conveniences include grocery bag hooks, tie downs, 12V power outlet and an underfloor storage compartment.

Given my druthers, I’d be tempted to opt for the militaristically flavoured Obsidian Pearl/Super Black combo tested here, maybe accessorized with the Thule Canyon XT roof basket mounting a couple of rally lights up top.

But, whew! It’s hard to summarize this 2022 Nissan Pathfinder, especially in Platinum trim with an almost endless list of features and amenities, standards and extras that complement this competent modern performer while hinting at historic styling milestones of its past.

So, to really capture the essence of the 2022 Nissan Pathfinder, well, you’ll probably just have to test drive one yourself.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

REVIEW: 2022 Nissan Pathfinder Platinum 4WD

2021 CHEV SILVERADO 2500HD-snowy

There used to be a sharper delineation between pickup truck classes.

Compact and mid-size models offered trucker-wannabe style, econo affordability with a smallish cargo box to boot. Popular, full-size half-ton 1500 models added more utility, more box room, infinite trim choices and enough hauling hubris to tow trailers and toys, haul a half cord of firewood home, drag junk to the dump or just soldier on in daily commuting.

And then there were the big boys, HD models that were longer, wider, taller and heavier, rough and ready for anything, more about carrying cargo than creature comforts. “Large and in charge” you might say, work trucks usually boasting a big thumping diesel with enough muscle for any potential payload, tow or hauling situation. In other words, not your everyday pickups.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-main2-scaled.jpg"><img class="alignnone size-full wp-image-164322" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-main2-scaled.jpg" alt="2021 Chevrolet Silverado 2500HD" width="2560" height="1427" /></a>

“Regular pickups are for people who want a truck,” the saying goes. “Heavy duty pickups are for people who actually NEED a truck.”

But those lines have blurred with a continuing evolution of heavy-duty lineups that have added more mod cons, more new tech and enough sumptuous luxury choices to please even upscale customers. Like, for example, this top-of-the-line 2021 Chevrolet Silverado 2500HD 4WD Crew Cab High Country.

A bigger, better and stronger Silverado HD debuted a couple of years ago with a thorough selection of Regular Cab, Double Cab and Crew Cab layouts, in 2WD or 4WD, mounting Standard or Long cargo boxes spread through five trim levels - WT (Work Truck), Custom, LT, LTZ or High Country - for a total of 22 different cab, bed, chassis and driveline configurations ranging in price from around $45K - $100K. And because of that recent revision for 2020, not much has changed in this 2021 test version or in the newly-arriving 2022 models.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-interior2-scaled.jpg"><img class="alignnone size-full wp-image-164324" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-interior2-scaled.jpg" alt="2021 Chevrolet Silverado 2500HD" width="2560" height="1441" /></a>

The Silverado HD offers two 6.6-litre V8 engines - one gas-powered and one diesel. The standard 6.6-litre V8 gasoline engine makes 401 hp at 5200 rpm and 464 lb-ft at 4000 rpm and is mated to a six-speed automatic transmission. That’s enough grunt to get the job done with a 8,391 kg (18,500 lb) tow rating.

Now, some might say, wait a minute, I can save some serious dough dialing back to a Silverado 1500 regular pickup with an almost same-size 6.2-litre EcoTec3 gas V8 hooked up to a more sophisticated 10-speed tranny and making similar power ratings - 420 hp at 5600 rpm and 460 lb-ft at 4100 rpm. But, yeah, while those power numbers seem almost identical, the half-ton pickup tow limit comes in at about half of the HD rating - 4,128 kg (9,100 lb).

So let’s get back to the Silverado HD and let’s also go whole hog with the muscular but pricey 6.6-litre Duramax Turbo-Diesel V8 engine ($11,005) mated to a Allison 10-speed automatic and making 445 hp at 2800 rpm and a stump-pulling 910 lb-ft of torque at 1600 rpm. The diesel may have the same 8,391 kg (18,500 lb) tow rating as the gas engine but there’s an uptick in payload and weight ratings. And, jeepers, just look at how soon the peak torque level comes in, barely past idle at 1600 rpm. This motor was engineered for hauling. Push this engine with some strenuous towing and it will even restart on its own after shutdown, idling until it decides it’s cooled down enough.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-engine-scaled.jpg"><img class="alignnone size-full wp-image-164326" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-engine-scaled.jpg" alt="2021 Chevrolet Silverado 2500HD" width="2560" height="1493" /></a>

This class of work truck is built for freight hauling not frugality so it is not rated for fuel economy. But the Silverado HD will cruise effortlessly at 1,300 rpm at highway speed, barely ticking over to the tune of an observed 10L/100km on long freeway stretches, with my real world mixed driving results averaging out to 14.2L/100km (comb).

Silverado HD styling sets an over-the-top precedent with a chrome cliff for a front end, in this High Country case more subtly marked by the Chevy bowtie instead of the standard “Chevrolet” badge carved out into the grille. The rest of the styling does not venture far from traditional truckiness. Box steps in front of the rear wheel wells and rear corner steps add handy access points to the pickup bed.

Enhancements to our tester included power-retractable running boards ($1,265) and a Tri-Fold hard tonneau cover ($1,460) complementing the HD’s 1,968 litre spray-lined standard DuraBed with 12 fixed tie down rings, load separation slots, 120V electrical outlet and Power Up/Down tailgate.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-stuffed-scaled.jpg"><img class="alignnone size-full wp-image-164318" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-stuffed-scaled.jpg" alt="2021 Chevrolet Silverado 2500HD" width="2560" height="1920" /></a>

Inside, the Silverado HD sticks with the traditional styling theme, with all the expected knobs and dials in all the expected places. The interior seems an uninspired copy of the regular Silverado pickup, the touch screen is smallish and I’m crossing my fingers for a refreshed, more ballsy interior treatment in the next-gen model, probably slated for 2024.

But the truck is loaded with all the expected conveniences and driver-assist techs that you could hope for at this price level and the roomy cabin offers comfortable accommodation in both seating rows.

We didn’t really do justice to this 2021 Silverado HD tester, using it mainly for shuttling around and for a few fully loaded runs to the recycling centre after moving house. But the big torque and horsepower also shows up in off-the-line acceleration. It pulls, baby, with enough giddy-up to surprise sports cars when the stoplights turned green. And for all its hefty hauling power, the 6.6-litre diesel is surprisingly refined, with only muted diesel clatter, a nice complement to smooth riding suspension and EPS systems.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-cargo-scaled.jpg"><img class="alignnone size-full wp-image-164327" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/12/2021-CHEV-SILVERADO-2500HD-cargo-scaled.jpg" alt="2021 Chevrolet Silverado 2500HD" width="2560" height="1732" /></a>

Which, on a snow-frosted morning return run to GM, translated into serenely sailing into the morning sunrise, feeling securely invincible with all that iron acreage around, elegantly cruising with a second-storey view in a very powerful and very capable Silverado HD.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

REVIEW: 2021 Chevrolet Silverado 2500HD

2021 TOYOTA C-HR XLE PREMIUM NIGHTSHADE-main

When we were kids, there were always those who were quick to grab the black cowboy hats, always inclined to “join the dark side” as they evolved through Halloweens and horror flicks, from ogling Batmobiles to black leathers, or maybe going Goth and dredging up other dark culture cues.

So it’s only natural to offer a darker alternative for those now grownup clients, forsaking brightwork and bling for the less luminous, blacked-out, and slightly more sinister styling statement.

Toyota’s Nightshade Edition models (and Lexus Black Line versions) are spreading across the company lineups, including this 2021 Toyota C-HR XLE Premium with the Nightshade Edition package option.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-night.png"><img class="alignnone size-full wp-image-162154" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-night.png" alt="2021 Toyota C-HR Nightshade Edition" width="3000" height="2232" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-night-profile-scaled.jpg"><img class="alignnone size-full wp-image-162152" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-night-profile-scaled.jpg" alt="2021 Toyota C-HR Nightshade Edition" width="2560" height="1929" /></a>

Actually, the C-HR (Coupe-High Rider) probably doesn’t need any help in daring to be different. Toyota designers went all-in blending the best traits of sport coupe, hatchback, and sub-compact crossover stylings. Slim LED headlights slash rearwards and the curvy character lines and stealth fighter-like edged angles flow along a fast-back profile. The Coke-bottle middle flares out to sculpted “wide-body” rear quarter panels. And “hidden type” high-mounted rear door handles and unique “C” pillars emphasize coupe influences while the raised stance shows some SUV swagger. A cantilevered wing at the roof edge and a hatchback lip spoiler combine for a bit of boy racer braggadocio.

The C-HR offers three trim levels - LE ($23,750), XLE Premium ($26,550) and Limited ($29,150). The new Nightshade Edition package, available as an add-on in mid-level XLE Premium trim, comes available in four colours - Black Sand Pearl, Blizzard Pearl, Magnetic Grey or, as tested here, in Supersonic Red. All Nightshade colour choices come with black roofs, part of the two-tone treatment popularized in this segment by the C-HR and competitors like the Nissan Kicks and Hyundai Kona.

The Nightshade Edition’s blacked-out elements include unique 18-inch vortex-styled dark alloy wheels and black detailing on door handles and emblem overlays. A black chin spoiler adds a final dark touch.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-badge-scaled.jpg"><img class="alignnone size-full wp-image-162148" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-badge-scaled.jpg" alt="2021 Toyota C-HR Nightshade Edition" width="2560" height="1467" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-engine-scaled.jpg"><img class="alignnone size-full wp-image-162149" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-engine-scaled.jpg" alt="2021 Toyota C-HR Nightshade Edition" width="2560" height="1725" /></a>

The doors open to a “MeZONE” interior that is comfortable, simple and uncluttered with a slight driver-centric flavour. The XLE Premium trim adds a Blue/Black interior with blue touches on the instrument panel, centre console armrest, seat quilting and seat trim. Red touches might actually have been more in sync with the exterior colour but that’s just me nit-picking since that interior colour is not available in any trim level.

Other interior touches include piano black glossy surfaces with contrasting metallic highlights and diamond pattern accents, dual zone HVAC, front heated seats, a 4.2-inch multi-info display that allows SPORT and ECO mode selections and more. An 8-inch infotainment touch screen comes with voice recognition and Bluetooth connectivity, compatible with Apple CarPlay and Android Auto and pumping audio through a six-speaker sound system.

Toyota labels the C-HR as a five-seater but four-passenger accommodation would be more realistic and, frankly, putting anyone in the back seat will require move-up compromise from front passengers.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-second-row.png"><img class="alignnone size-full wp-image-162156" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-second-row.png" alt="2021 Toyota C-HR Nightshade Edition" width="3000" height="2250" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-interior-detail-scaled.jpg"><img class="alignnone size-full wp-image-162150" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-interior-detail-scaled.jpg" alt="2021 Toyota C-HR Nightshade Edition" width="2560" height="1455" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-interior-scaled.jpg"><img class="alignnone size-full wp-image-162151" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/09/2021-TOYOTA-C-HR-XLE-PREMIUM-NIGHTSHADE-interior-scaled.jpg" alt="2021 Toyota C-HR Nightshade Edition" width="2560" height="1510" /></a>

The C-HR’s cargo area will swallow 540 litres, expanding to 1,030 litres when you flop the 60/40 second row forward. Thoughtful trunk touches include four tie-down rings, side cubbies, grocery bag hooks and added hidden underfloor storage compartments around the temporary spare. A cargo cover also comes standard.

Globally, the C-HR boasts a wide range of small gas engines and hybrid alternatives but, here in North America where size matters more, all C-HR models harness the same naturally-aspirated 2.0-litre four-cylinder 3ZR-FAE engine making 144 hp and 139 lb-ft of torque and mated to a  Continuously Variable Transmission with intelligence and Shift mode (CVTi-S).

The engine is boisterous but not 2021 Toyota C-HR Nightshade Edition but hardly whiplash-inducing and stomping the go pedal, combined with the CVT characteristics, can induce a long-winded drone that sounds sort of like a Cessna struggling for altitude. Some critics might pooh-pooh the performance, but switching to Sport mode’s simulated automatic shifts adds a little more throttle response. Or, if you’re feeling frisky, slap the shifter to the left and the Sequential Shiftmatic system lets drivers shift the stick manually.

Average mom and pop drivers will probably be perfectly happy with the C-HR’s everyday driving abilities and with the 2.0-litre engine and CVT combo’s 8.7L/7.5L/100km (city/hwy) fuel econo rating. My real world results managed to beat that rating with a 7.2L/100km (city/hwy) average.

You can list a few C-HR negatives - a tight interior, poor rearward visibility, blasé performance and no AWD availability but, although it is a bit player on the Toyota stage, the C-HR still serves as a relatively affordable entry-level gateway to the SUV lineup.

New 2022 C-HR models will carry on relatively unchanged and, indeed, its strongest new competitor might well be the brand new 2022 Toyota Corolla Cross, a more upright intermediary fitting into the gap between the C-HR and RAV4 and scheduled to arrive at dealers later this year.

But there’s still a place for the sleek and angular C-HR and, if it appeals to your driving demands and sense of style, the Nightshade Edition might  just be your ticket to embracing the dark side.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Rob Beintema

Articles by Rob Beintema