Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

Guillaume Fournier Photographe-GFV_4561

You may think a sport utility vehicle is what your family needs, but as far as available cargo space, practicality, and family-hauling common sense goes, nothing comes close to a minivan. Carmakers understand this as all who still sell them have injected newfound vigour into their models to make them more competitive.

The Honda Odyssey, on the other hand, hasn’t changed much this year as it nears the end of its lifecycle. But the current recipe is so darn good there’s little reason for Honda to fiddle with it.

<img class="aligncenter size-full wp-image-176180" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4562.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

End of the road

Going by the Odyssey’s typical 6 to 7-year production run, 2023 should be the final year for this fifth-generation model. Expect Honda to present a fully revamped minivan based on the recently updated Honda Pilot, before the end of the year.

Until we get there, the bones on the current one are still as solid as a rock. The Odyssey has the essentials to make it a reliable family conveyance. Underneath its hood sits Honda’s tried and proven naturally aspirated 3.5-liter V6. It’s good for a class-competitive 280 horsepower and 262 lb-ft of torque.

Power is sent only to the front wheels via a 10-speed automatic transmission. Sadly, all-wheel drive isn’t available like it is in a <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chrysler-pacifica-hybrid">Chrysler Pacifica</a>. Neither is a hybrid drivetrain.

<img class="aligncenter size-full wp-image-176176" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4579.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

The Enthusiast-friendly Minivan

So yes, this Honda could cost you quite a bit at the pump. During my week with the Odyssey, the best fuel consumption average I could muster was 11.5L/100 km. I’ll even add that at 248g of CO2 per kilometer, this minivan isn’t exactly kind to the environment.

But if none of that stuff matters to you and you’d rather prioritize reliability and power delivery, then you might really like this van. None of the Odyssey’s competitors perform like this. Stomp the accelerator pedal in Sport mode, and the Odyssey quickly drops a few gears and starts inhaling gobs of air through its massive air intake.

<img class="aligncenter size-full wp-image-176169" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4603.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

The entire experience is felt through one of the most entertaining automotive soundtracks this side of a late-nineties Acura Integra Type R. That’s because VTEC just kicked in yo! Yes, this minivan has it. Hearing that switchover noise when its most aggressive cam profile activates at around 5,800 rpm is always music to this driver’s ears.

Then there’s the way the Odyssey tackles a corner. No minivan should handle this well and no minivan should feel so sedan-like from behind the wheel, yet this Honda delivers, making you enjoy each drive. The Odyssey is old-school Honda in all the wonderful ways. It delivers on the kind of driving experience that Gen Ys have grown up loving behind the wheel of their Civics, Preludes, and Integras.

The Intelligent Van

Of course, none of what you just read makes any sense for a minivan, but that’s just part of the several bonuses of owning an Odyssey. That nature is felt in every nook and cranny inside its cabin as well.

For instance, while that dashboard design won’t win any beauty contests, it’s built to take all the family hits, from applesauce to angry dad punches or even your dog’s untrimmed paws. The Odyssey is built like a tank, rock solid, impeccably well put together, and as silent as a library when driven over heavily broken roads.

<img class="aligncenter size-full wp-image-176177" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4576.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

Honda proves it masters ergonomics thanks to the Odyssey’s clever storage solutions and nifty in-cabin technology that helps ease the duties of being a parent. The super rad Cabin Talk technology allows you to talk to your children mimicking the tone of Darth Vader’s voice, while Cabin Watch lets you see who really threw that first booger. A handy Blu-ray DVD player integrated directly into the centre console makes sure your little brats are nice and quiet during that long road trip back from grandma’s.

Everywhere you look in an Odyssey, there’s clever engineering. That said, I still don’t understand why Honda hasn’t looked at Chrysler’s Stow-N-Go feature and attempted to engineer something similar. Removing the second row of seats in an Odyssey is time-consuming and, well, very heavy. They’re also cumbersome and not that easy to reinstall.

At least, the entire third row can be conveniently stowed inside the floor within seconds, and once this van is transformed into a tiny cargo van, it’ll give way to almost 4,000 liters of total cargo space. This makes it one of the most spacious minivans currently on sale; the second most practical in the segment. Sorry Honda, <a href="https://www.wheels.ca/vehicle-reviews/review-2022-kia-carnival-sx">Kia</a> has you beat on this one.

Perhaps where Honda has the entire segment beat though is in its near-perfect reliability record and incredible resale value. Along with its arch nemesis, the Toyota Sienna, the Honda Odyssey is a van that just keeps on running. Even old beaten-up ones with more than 200,000 km on the odometer still sell for hefty sums.

<img class="aligncenter size-full wp-image-176179" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_4568.jpg" alt="2023 Honda Odyssey" width="2080" height="1387" />

Of course, such great qualities come at a price. We all know that Honda is doing everything but deals on its cars these days and the Odyssey is no exception. It kicks off at a rather steep $47,705 and tops out at $60,705 for the range-topping Black Edition. My tester, a Touring, stickered at a whopping $58,905. Add taxes and high interest rates and you’re knocking on the door of $70,000 for a Honda minivan. Ouch!

One must wonder if the next Odyssey will be as good as this one and, perhaps more importantly, if it’s worth waiting for. If the new Pilot can serve as a hint, then the next Odyssey will probably be much larger, and it will probably lose its VTEC system.

So, if you’re in the market for a van with glorious intake snarls as it climbs through the revs, one that rewards spirited driving – as ironic as that may sound – then I say get your hands on one of these bad boys now before they’re gone.
<h3>2023 Honda Odyssey Touring</h3>
BODY STYLE: Five-door minivan

 CONFIGURATION: Front engine, front-wheel drive

ENGINE: 3.5L V6 (280 horsepower @ 6,000 rpm / 262 lb-ft @ 4,700 rpm).

TRANSMISSION: 10-speed automatic

FUEL CONSUMPTION: 12.2 L/100 km (city) / 8.5 L/100 km (highway) / 10.6 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.5 L/100 km

CARGO CAPACITY 929 liters (3,984 liters total)

PRICE: $58,905 (as tested)

WEBSITE: <a href="https://www.honda.ca/en/">Honda</a>

2023 Honda Odyssey Touring Review

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The story of how I came upon the privilege of interviewing Frank Stephenson spawned from this very website. A few months back, I wrote a piece about my experience <a href="https://www.wheels.ca/guides/buying-and-modding-a-first-generation-bmw-mini-cooper-r50">purchasing and tuning</a> a first-generation R50 MINI Cooper.

A few weeks later, I woke up to a message in my LinkedIn inbox. It was Frank Stephenson himself, reaching out to congratulate me on my piece about a car he had designed. Astounded by the fact that my story had received such recognition from a renowned personality, I seized the opportunity to speak with him one-on-one in an online interview. It was an invitation Mr. Stephenson gladly accepted.

From Drawing Ford Escorts to Becoming a YouTube Sensation

Through an online video conference tool, Frank introduced me to his man cave, a dimly lit, but warm and cozy space filled with reminders of his past, a massive projector screen, and even a minibar. “I like this place, it’s quiet and allows me to wind down,” Stephenson says as he gave me a quick tour of the room through the lens of his camera.

Prior to the call, I was somewhat intimidated by the prospect of meeting this renowned designer but Frank immediately put me at ease with his down-to-earth, honest, and relaxed demeanour. I felt like I had known the guy my entire life.

Frank Stephenson’s contribution to the automotive industry is huge. He oversaw some of the most significant vehicles we’ve seen being put to market over the past three decades. His first notable project was the Ford Escort Cosworth, a design he’s particularly happy about due to the car’s signature double rear wing, one that originally had three slats in concept form, but was eventually toned down prior to production.

<img class="aligncenter size-full wp-image-175770" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Frank-at-Rackleys_2-Nov-2022.png" alt="Frank Stephenson " width="4096" height="2160" />

While at BMW he designed the very first BMW X5 SUV a big deal on its own but his most noteworthy project there was the reincarnation of the MINI brand. The first-generation <a href="https://www.wheels.ca/guides/buying-and-modding-a-first-generation-bmw-mini-cooper-r50">BMW MINI Cooper</a> is regarded today as the best-designed model of the lineage, a bookend car that’s slowly becoming a future classic.

Frank has since designed a wide spectrum of automotive icons. Models like the Ferrari F430, the Maserati MC12, the Ferrari FXX, the Maserati GranSport, the Maserati Quattroporte, the Ferrari 612 Scaglietti, the “new” Fiat 500, and the McLaren P1 were all born from his creative vision.

Stephenson retired from McLaren Automotive in 2017 but created his own consulting firm called Frank Stephenson design, which he still runs today.

He remains active by lending a helping hand to a variety of different startups involved in a wide scope of products, from watches, to servers, to child seats, and even eVTOLs (electric vertical take-off and landing), a type of aircraft he firmly believes will solve some of our mobility challenges in the future. Through it all, Frank keeps his <a href="https://www.youtube.com/@FrankStephensondesign">YouTube channel</a> running by publishing educational videos about automotive design. There, he explains how he sketched his most famous works, while at times sharing blunt opinions about the industry’s latest models.

“Ah, the YouTube channel! I despise it, William!” Stephenson commented after I asked him how he came about becoming a YouTube star. He explained that the channel mostly came about as a necessity during the COVID-19 global pandemic. The idea had come up that it could help keep his name out there during lockdowns.

“My public relations team and I never expected the channel to pick up like it did. I’m happy people like the channel though. I love sharing my knowledge with people, but I hate doing YouTube videos (laughing). It’s very demanding and time-consuming. It’s just not my thing,” says Stephenson.

Why are so many new cars so Ugly?

I asked Frank some questions about current trends in automotive design. I wondered why so many cars are so darn ugly nowadays and, perhaps more importantly, why so many new cars lack compelling, memorable designs.

He tells me that today’s automotive designers have grown accustomed to skipping a crucial step in automotive design: hand sketching. Also, priorities in automotive design have shifted compared to the era when he was drawing cars.

“Of course, trends come and go, but today’s trend in automotive design—regrettably—seems to be ugly is the new beautiful. It’s not like, say, during the 1960s where automotive design referred to a specific work of art. We don’t instantly fall in love with great designs like we once did. Instead, the focus now seems to be on shock value. Carmakers have this mindset that bold, shocking designs convey confidence in their brand and product. They assume that consumers will eventually catch up to their way of thinking. In my opinion, that’s not a great way to sell a product to consumers,” remarks Stephenson

<img class="aligncenter size-full wp-image-175775" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Frank-Stepĥenson.jpg" alt="Frank Stephenson " width="2000" height="1124" />

Stephenson acknowledges that new technology and modern design tools have opened the door to more creativity, all while speeding up the design process. He even produced an entire video explaining how artificial intelligence will reshape the profession.

However, Frank admits that the new generation of designers has lost the appreciation for sketching on paper. He considers this to be a sad reality, one that further contributes to the new robotic and cold designs the industry’s been subjecting us to.

“This new generation of designers not only misses out on the organic connection between pencil and paper, but it also doesn’t care for it as it was thought to solely rely on the digital. This is how design schools work now. Designers have lost the art of sculpting and embracing an intimate relationship with their designs, perfecting, and further understanding the lines and character traits they’ve drawn themselves. Now, they mostly type in a set of commands in software and the computer gives them a shape that looks like a car, from which they then work on. That, in my opinion, is the root of the problem for some of the questionable car designs we’ve seen in recent years,” says Frank

Open Up Car Design to the Masses

So, what’s next for Frank Stephenson? Well, when he’s not busy designing an <a href="https://www.frankstephenson.com/projects/atmo-supercomputer/">Atmo supercomputer</a> that runs an ultra-powerful AI to solve weather predictions for any city, state, or country, Frank is actually busy putting together his own design course which he soon plans on selling online.

“The course will be long because it must be long. I mean, how do you compress 4 years of design school into a single online class? Still, I believe my course will give somebody at least the basics to get their teeth into car designing. Once that person is finished my course, and once they’ll have listened carefully to what I have to say, they’ll be able to design a car professionally while at least having the main tools in hand, but also the confidence to keep moving forward in this profession.”

With his course, Frank aims to reach lower-income talented individuals who aspire to work in automotive design but feel intimidated by the high costs associated with university programs, or the competitive nature of the profession. He believes that his course, which he plans on starting this year, will help quell the investment risks associated with the profession.

The Future of urban mobility

Frank’s latest involvement in design is in the field of eVTOLs. It’s a type of compact aircraft that could potentially carry people over congested areas much more quickly than standard public transport. Stephenson sees this field as a highly challenging one, the next “Everest” in his long list of achievements as he sees an opportunity to reimagine the way we see aircraft in the future.

<img class="aligncenter size-full wp-image-175768" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/archer-front-cut.jpg" alt="Frank Stephenson eVOTL" width="1000" height="667" />

When asked if he believes the eVTOL business is a serious one, Frank enthusiastically shared his point of view:

“I kind of smile to myself when people ask me if I believe in this technology. It is coming. By 2025 – record this and put an asterisk on it. I guarantee you’ll be able to get on one of these eVTOLs, fly for about half an hour at 150 miles per hour, and arrive to your destination at a price that would be very comparable to what you would pay for the same trip in an Uber. Except you would have gotten there much, much faster.”

Stephenson made sure to express how safe and reliable eVTOLs will be and how they could potentially change the way we undertake urban mobility in the future. During our interview, he told me he was working on his third plane. Frank sees a world of possibilities for designers in this field as these startups are looking for a new look for their planes.

“Why do planes need to look like sausages with wings on them? In terms of aerodynamics and hydrodynamics, there are much more efficient shapes. That’s what I feel I’m bringing to that industry, this new look on efficiency in terms of flying. Working with the engineers and the new types of propulsion methods helps shape new ideas for design. It’s super stimulating,” says Stephenson.

On the topic of his favourite and least favourite new vehicle designs, he says that the Lucid Air is one of the most beautiful cars he’s seen come out of today’s auto industry, while the Tesla Cybertruck, to his eyes, is the worst design he’s seen in his entire career while designing cars. “I never thought I’d one day see something so ugly,” says Stephenson. “But there it is.”

From Fords to McLarens, legendary car designer Frank Stephenson turns to small aircraft

Guillaume Fournier Photographe-GFV_3402

When thinking about luxury sport sedans, it’s easy to default back to the classics: BMW 3 Series, <a href="https://www.wheels.ca/features/the-mercedes-benz-c-class-is-better-than-ever-does-anyone-care">Mercedes-Benz C Class</a>, Audi A4, Alfa Romeo Giulia and, perhaps, even the<a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-genesis-g70-3-3t-sport"> Genesis G70</a>. Some carmakers have attempted to penetrate this segment with very little luck, while others, like Cadillac with its excellent CT5, seem to constantly stay in the shadows, no matter how good their car is.

The Acura TLX is sort of out of place in this segment as it’s mostly perceived as a glorified Honda Accord. While capable and attractive, it never really managed to convince a BMW buyer that it can be better at being sporty than, say, a BMW 3 Series.

But with the Type S, Acura may have a sport sedan ace up its sleeve. As a matter of fact, the week prior to driving this car, I spent the week driving a <a href="https://www.wheels.ca/reviews/2023-bmw-m340i-review">BMW M340i</a> press unit, arguably the queen of the sport sedans. Believe it or not, the Type S had me wondering if I should buy an Acura over a BMW.

<img class="aligncenter size-full wp-image-175204" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3403.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

The Odd One

It’s fair to say that from a technical standpoint, the Acura TLX Type S doesn’t speak to enthusiasts like a German sport sedan does. It’s the oddball. For instance, its V6 is mounted transversely in the engine bay, meaning it prioritizes power to the front wheels, even if there’s an SH-AWD logo slapped on its trunk.

And although its 3-litre V6 has the same displacement as the M340i’s straight-six, horsepower and torque figures in a Acura TLX Type S are considerably lower, cranking out a meager 355 horsepower and 354 lb-ft of torque versus 382 and 369 in the BMW. Even the underdog Genesis G70 Sport flexes bigger biceps (365 hp/376 lb-ft).

<img class="aligncenter size-full wp-image-175206" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3399.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

Then there’s the sheer size and weight of the darn thing. The TLX Type S is a full 8.9 inches longer than a BMW M340i, 3.3 inches wider and 374 pounds heavier. It must be asked: how can it possibly compete?

This is where Honda shows what it’s truly worth. Very much like the Honda Civic Type R, the TLX Type S isn’t about sheer numbers, but rather how it makes you feel behind the wheel. And boy does it deliver.

Punch the accelerator pedal in the TLX Type S when it’s set to Sport + mode (this mode is exclusive to the Type S), and it delivers a tsunami of power and torque. There’s a noticeable delay from the 10-speed automatic transmission’s reaction times – which simply can’t match the precision of the German gearbox – but once it’s settled on the proper gear, this behemoth of a sport sedan charges forward like a raging bull. It’s ruthless and feels strong. That V6 also makes glorious induction and exhaust sounds, courtesy of the four missile silos hidden underneath its rear bumper.

<img class="aligncenter size-full wp-image-175199" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3438.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

Perhaps where the Type S truly shines the brightest is in the balance of its chassis when tackling a corner. Yes, this is a heavy car, and the weight is immediately felt in between apexes. It requires more focus than in the European competition. You essentially need to grab the car by the scruff of the neck to really have it show you its personality. If the BMW M340i is James Bond kicking butt wearing a suit and tie, the TLX Type S is Luke Hobbs in the Fast and the Furious franchise. It’s relentless brute force.

But never does the car exhibit unwanted understeer. A simple stab at the throttle will allow this sedan to quickly rotate thanks to that excellent and quick-reacting all-wheel drive system, while adaptive dampers help quell the excess fat. And gosh does it generate grip on a snowy surface. Acura’s SH-AWD has more than once been awarded for its mechanical brilliance, and the TLX Type S showcases this engineering tour de force brighter than all other models within the brand’s lineup.

A Strangely Compromised Interior

Inside, the TLX Type S carries on the theme of exclusivity thanks to beautiful red sport bucket seats covered in leather and suede. Red leather stretches all the way to doors and center console and white-faced gauges with red font and needles add to the car’s sporty pretentions, all while harkening back to Acura models of yore.

<img class="aligncenter size-full wp-image-175214" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3382.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

In typical Acura fashion, build quality and fit and finish are second to none, with utmost comfort up front thanks to those impeccable seats. The steering wheel is also thick and enjoyable to grab, while the subtle Type S logo on the bottom of it reminds you that you’re behind the wheel of something special.

Sadly, the TLX suffers from some ergonomic downfalls, notably its ridiculously complicated infotainment system. For starters, none of it can be touch-operated. Instead, Acura forces you to use a trackpad installed on the center console. Not only does the trackpad occupy a good chunk of the console’s available space, it’s downright impossible to operate while driving.

<img class="aligncenter size-full wp-image-175210" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Guillaume-Fournier-Photographe-GFV_3391.jpg" alt="Acura TLX Type S" width="2080" height="1387" />

Acura wants you to understand that it mimics the screen, meaning that if you hit the bottom right corner of the pad, you’ll hit the bottom right corner of the screen. That’s all fine until you activate Android Auto, in which case It just becomes some other lame trackpad that requires you to drag your finger to toggle between menus and apps. What you end up with is a car that’s notoriously complicated to use and dangerously distracting while driving.

Then there’s the rear seat room. It’s cramped back there, which doesn’t make sense considering how big a TLX is. Yet, none of that size helps improve rear cabin space. It’s a missed opportunity for a car that borders on full-size sedan proportions.

Different and Exclusive

At the end of the day though, it’s hard to argue against the highly exclusive nature of an Acura TLX Type S. These things aren’t being built in large quantities, and Acura doesn’t plan on selling it for a long time, so expect this model to hold its value well in the second-hand car market.

Behind the exclusive badge lies a highly capable sport sedan that dares to dance to the beat of a different drum. This allows Acura to settle into the luxury sport sedan segment with confidence, as no other carmaker offers what a TLX Type S has to offer. If you’re looking for something that comes with its own charismatic personality, the Acura TLX Type S is definitely a keeper.
<h3>2023 Acura TLX Type S</h3>
BODY STYLE: Four-door midsize sedan

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Turbocharged 3.0L V6 (355 horsepower @ 5,500 rpm / 354 lb-ft @ 1,400 rpm).

TRANSMISSION: 10-speed automatic

FUEL CONSUMPTION: 9.4 L/100 km (city) / 12.3 L/100 km (highway) / 11.0 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.8 L/100 km

CARGO CAPACITY 396 liters

PRICE: $67,505 (as tested)

WEBSITE: <a href="https://www.acura.ca/en/">Acura</a>

2023 Acura TLX Type S Review

Guillaume Fournier Photographe-GFV_9910

Before being an automotive journalist, I worked as a technical writer. My job essentially consisted of writing end-user documentation to help users better understand a given product. I, along with my colleagues, would put together user manuals, instruction booklets, shop manuals for mechanics, service bulletins and even recalls.

Among the different fields I did this in, I was once employed by a company called True Key. Over there, I’d often work with the UX (user experience) department. Together, we would ensure the smoothest, most seamless operation of our app. We would spend weeks working on a single menu, streamlining it, overthinking it, and writing the correct sentences so the user could enjoy using our service.

That job has gotten me highly critical about UX in general, even to this day. That’s probably why I’ve been giving the eight-generation Volkswagen Golf – only sold in Canada as the Golf GTI and <a href="https://www.wheels.ca/search?search=golf+r&amp;author=&amp;date=365&amp;tab=articles#:~:text=Apr%2022%2C%202022-,REVIEWS,2022%20Volkswagen%20Golf%20R%20Review,-ADVERTISEMENT">Golf R</a> – a hard time. Since its release in 2022, I, along with other automotive journalists have been ranting away about how bad its ergonomics have become. And that’s too bad, because underneath the GTI’s skin lies what could have been the best hot hatchback on sale.

An Opus That’s Hard to Beat

To Volkswagen’s defense, it had a steep hill to climb when given the task of replacing the last-generation Golf (MK7), arguably the best in the car’s history.

Under Ferdinand Piëch’s supervision, Volkswagen became an overachieving, engineering-driven carmaker. Between building W8 Passats and developing the record-beating Bugatti Veyron, everyone at the Volkswagen group worked overtime at exceeding the boss’ expectations, or else.

The <a href="https://www.wheels.ca/vehicle-reviews/review-2021-volkswagen-golf-gti">seventh-generation Golf</a>, sold in Canada from 2015 to 2021, was born in that kind of environment. It was not only a very good car, but it was also disrupting segments that had nothing to do with it. Here’s a fun fact about the MK7: when VW put it to market in Europe in 2013, Mercedes-Benz delayed the launch of its C-Class luxury sedan to improve it. That’s how strong the Golf’s ripples were.

It's fair to say then that the MK8 had big shoes to fill, which is why Volkswagen didn’t alter the overall package much. It’s about the same size as the old car but with a slightly more contemporary design language. It remains one of the cleverest hatchbacks on sale. Neither too big, nor too small, the GTI fits four comfortably, albeit having a slightly small rear seat. Its hatchback configuration also makes it ultra practical, yielding cargo space that’s on par with some small SUVs.

<img class="aligncenter size-full wp-image-174901" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9994.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9986.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Volkswagen understands not messing with a good recipe, which is why the car’s hardware is mostly carried over from before. The platform, an evolution of the old car’s (MQB Evo), was reinforced in key areas to improve chassis rigidity and solidity during a crash. Underneath the hood sits the same turbocharged 2.0-liter four-cylinder engine as before (EA888 Evo 4), but with significant improvements and more power.

Horsepower climbs from 228 to 241 and torque, from 258 to 273 lb-ft. The drivetrain can still be mated to either a 6-speed manual transmission or, in this case, a 7-speed dual clutch automatic. Yes, the GTI is still front-wheel drive only via an electro-mechanical limited-slip differential. All-wheel drive is reserved for the almighty Golf R. But since the Golf GTI is a lighter car and its horsepower figures have gone up, its level of performance is almost in the same league as the R’s now.

A Frustrating Interior

Strapping yourself inside a Golf GTI is still a bit of a squeeze if you’re tall due to narrow door openings. Once inside however, the sport bucket seats offer great bolstering and lumbar support, albeit giving you an awkward feeling of kissing the ceiling. Visibility is however top notch in a GTI.

<img class="aligncenter size-full wp-image-174886" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0002.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

This is where things sadly start falling apart. Not only is build quality not on par with what VW has accustomed us to in the past, the entire car’s controls are a total mess. For instance, the steering wheel is smeared with haptic feedback buttons that never seem to operate consistently. Sometimes they respond to the slightest touch, other times you might need to smash it.

On the centre stack, VW has eliminated pretty much all physical buttons, but left four quick keys to access various areas of the infotainment system, like climate, drive modes and driver assistance technology. Hitting a button will take a few seconds to open the desired screen, because it lags, especially when the car is cold.

<img class="aligncenter size-full wp-image-174885" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0001.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

Volkswagen does at least leave a haptic slider to adjust audio volume and cabin temperature. The problem is that the slider doesn’t illuminate at night, so you’re forced to operate everything from that awful system. What’s more, removing the very intrusive driving aids will require you to repeat the operation each time you turn on the car. Because, no, it’s doesn’t remember your prior settings. After spending a week with the GTI, I was about to rip the screen out of the dashboard from frustration. It’s that bad. Luckily, Volkswagen announced that an update is coming to fix all of that.

The Drive is Still Sweet

Thankfully, once you’ve set everything to your liking in the cabin, the GTI lets you unwind by letting it loose on an open piece of tarmac. And my gosh does it deliver. The formula is still just right. The GTI pulls strong in any gear, with ample low-end torque and a willingness to rev to redline. The dual-clutch gearbox is a gem. It’s quick to respond, always knows what to do, and disappears in the background during casual driving. It’s so good, that I would consider choosing it over the manual.

Chassis tuning remains this car’s best asset. The Golf GTI’s suspension damping is both compliant during casual driving and stiff enough when pushing it through a mountain. That’s because it has adaptive dampers that alter their characteristics according to the selected drive mode. But even in the stiffest setting, the GTI rides smoothly, with a solid and mature feeling overall.

<img class="aligncenter size-full wp-image-174898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9963.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Throw the GTI hard into a corner, and it claws the tarmac. The limited-slip differential allows you to gracefully carve your way around the bend. The GTI allows you to drive it like a hero, all the time. It’s a companion that’s always willing to follow you in your next crazy adventure. Once you’re done hooning it around, it becomes just another Golf. It’s discrete, comfortable, practical, and surprisingly thrifty. During my time with the car, in winter, I recorded a 9.0L/100 km average. For a powerful hot hatch, that’s more than decent.

The 2023 Volkswagen Golf GTI feels like it was designed by two different departments that didn’t speak to each other until the end of the development process. On one side, the engineers developed a fantastic hot hatchback that’s quick, fun and composed. On the other, the people at the UX department appear to have never driven a car in their life. What I learned in my past career is that bad UX has the potential to ruin even the best products. The MK8 Golf GTI perfectly makes that point.
<h3>2023 Volkswagen Golf GTI</h3>
BODY STYLE: Five-door compact car

CONFIGURATION: Front engine, front-wheel drive

ENGINE: Turbocharged 2.0L I4 (241 horsepower @ 5,000 rpm / 273 lb-ft @ 1,750 rpm).

TRANSMISSION: 7-speed dual clutch automatic

FUEL CONSUMPTION: 9.7 L/100 km (city) / 7.0 L/100 km (highway) / 8.5 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.0 L/100 km

CARGO CAPACITY 564 liters (977 liters total)

PRICE: $42,159 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen Golf GTI Review

Guillaume Fournier Photographe-GFV_9379

Two weeks behind the wheel of a 2023 Mercedes-AMG GLB 35 made me realize that so many carmakers totally miss the mark when promising sports car performance in their utility vehicles. Mercedes-AMG, on the other hand, proves once more that performance is its business and that it can turn anything into a capable sports machine. Simply said, the GLB 35 is absolutely brilliant.

Extended Hot Hatch

In AMG form, Mercedes’ subcompact crossover has more in common with a hot hatchback than an actual SUV. With a lowered ride height, beefier brakes, and a burbling exhaust note, this is the furthest away from a truck that a sport utility vehicle can get. The EPA doesn’t even qualify the AMG GLB 35 as an SUV, but rather as a mid-size station wagon.

And that’s precisely where its charm lies. This adorable breadbox feels right at home carving through winding backroads as its spunky turbocharged four-cylinder growls eagerly underneath its squared off hood. It’s cute, upright and properly cubic. If the Mercedes G Wagen was an emoji, it would probably look like a GLB.

<img class="aligncenter size-full wp-image-174435" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9385.jpg" alt="Mercedes-AMG GLB 35" width="2000" height="1333" />

Let me be clear though; the AMG GLB 35 isn’t a weekend track toy like, say, a <a href="https://www.wheels.ca/reviews/2023-honda-civic-type-r-first-drive-review">Honda Civic Type R</a>. This is more of a go places quickly sort of car, a stretched Volkswagen Golf R, if you will. It’s a car that has enough room for you to carry around a pair of kids, some groceries and perhaps a dog. Except when it isn’t busy doing parent work, the GLB 35 is always willing to party, supplying excellent power delivery and more than decent braking and handling through the process.

To achieve such spunk, the savants over at AMG took a lukewarm GLB and began by completely overhauling its chassis. There are adaptive dampers now, that change their level of stiffness according to the car’s different drive modes. They can also be manually operated via the infotainment system or a via a button on the steering wheel.

Brakes are 13.8-inch vented and cross-drilled discs in the front, and 13-inch cross drilled sets at the rear. My tester’s optional 21-inch AMG multi-spoke matte black wheels, a $1,250 option, and the $890 Galaxy Blue paint job allowed the GLB 35 to stand out just a little more than what the distinctive Panamericana grille and sportier front bumper were meant to do.

<img class="aligncenter size-full wp-image-174442" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9434.jpg" alt="AMG GLB 35" width="2000" height="1333" />

Power comes courtesy of Mercedes-AMG’s now ubiquitous turbocharged 2.0-liter four-cylinder. It’s mounted transversely inside the GLB’s engine bay, channeling power to all four wheels through a clutch-pack via an 8-speed dual-clutch automatic transmission. Expect a 0-100 km/h time of about five seconds.

Holiday Fun

I was fortunate to live with the GLB 35 during the long Christmas and New Years holiday week. It was also quite fitting that the province of Quebec was being hit by a climate cocktail during that same time, a nice mix of freezing rain, snow, and heavy winds. I, along with my pregnant spouse, our dog and my brother, had to travel from the Eastern Townships region all the way to Sorel, followed by quick sprint into Montreal. At times, the roads were literally invisible due to crosswinds sending flurries of snow onto the tarmac. No, it wasn’t the safest time of the year to hit the road.

<img class="aligncenter size-full wp-image-174445" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9439.jpg" alt="AMG GLB 35" width="2000" height="1333" />

The GLB 35, however, proved to be one heck of a companion during these adventures. In Comfort mode, I never really noticed I was driving a performance machine. There’s a pleasant sure-footedness in the way this AMG drives, with the expected feeling of solidity from this nameplate. Meanwhile, Mercedes’ 4MATIC all-wheel drive system, while instantly recognizable as a front-bias setup, still allows for excellent grip on slippery surfaces.

Perhaps the GLB 35’s only real flaw during casual, family hauling duties, is the stiffness of its suspension. Although they can be manually adjusted, these performance dampers, along with low-profile tires, continuously kept beating up my passengers.

Always Down for Some Hooning

After completing my holiday road trips, I decided to spend some intimate time alone with the GLB 35. For starters, I made sure to sample its all-wheel drive system on an empty snow-covered stretch of road on land that’s owned by my father. Out there, I was truly able to play around with this little devil, revealing even more depth in its endearing character.

<img class="aligncenter size-full wp-image-174440" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9421.jpg" alt="AMG GLB 35" width="2000" height="1333" />

Yes, when pushing the GLB 35 hard on a slippery surface, it will default first to understeer. Pass the “front plow” threshold, however, and keep the foot on the throttle, and this thing will do magical things, suddenly sending most of its power to the rear wheels and allowing you to drift gracefully toward your desired location. It’s all so seamless and fun, yielding some good old fashion winter hooning.

Out on the road, Sport+ mode is where all the action happens as the GLB 35 becomes considerably stiffer and sharper, with a heavy steering wheel and the loudest possible exhaust note. Pushing that raucous four-cylinder to its redline never gets old, while the eight-speed transmission is always ready to hand you the ideal gear. This thing is a total hoot to drive!

But it’s far from perfect. My spouse and I both agreed that it would be an excellent vehicle to greet our child in until we saw the $70,990 sticker price of this example. It was also quite disappointing that it wasn’t equipped with a heated steering wheel, second-row heated seats, or a power tailgate. No wireless Android Auto either, a feature you can get in a <a href="https://www.wheels.ca/reviews/2022-kia-rio-premium-review">$25,000 Kia Rio</a> these days.

<img class="aligncenter size-full wp-image-174433" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9381.jpg" alt="Mercedes-AMG GLB 35" width="2000" height="1333" />

The GLB in general also suffers from some annoying ergonomic problems, such as a finicky infotainment system and how it can make even simple things complicated. I’ll add that while the GLB 35’s interior always looks sharp, modern, and expensive, there are some cheap plastics and some odd creaks while driving that shouldn’t exist in a car of this price. And don’t get me started on the transmission’s lack of smoothness at low speeds.

At the end of the day though, what you’re paying for isn’t more luxury from Mercedes’ bargain basement crossover, but more performance from the result of great engineering. Indeed, there’s a price to pay for the coveted AMG badge. It’s fair to say then that the GLB 35 won’t fit all family budgets, but there’s no denying how charismatically fun the total package still is. If you can afford one, it’s definitely a keeper.
<h3>2023 Mercedes-AMG GLB 35</h3>
BODY STYLE: Five-door subcompact SUV 

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Turbocharged 2.0L I4 (302 horsepower @ 6,100 rpm / 295 lb-ft @ 3,000 rpm).

TRANSMISSION: 8-speed dual-clutch automatic

FUEL CONSUMPTION: 11.3 L/100 km (city) / 8.7 L/100 km (highway) / 10.2 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.1 L/100 km

CARGO CAPACITY 142 liters (1,756 liters total)

PRICE: $70,990 (as tested)

WEBSITE: <a href="https://www.mercedes-benz.ca/en/home">Mercedes-Benz</a>

2023 Mercedes-AMG GLB 35 4MATIC Review

2023 Mazda CX-50 main header

It seems the new trend in SUVs these days is ruggedness. I mean, everyone now offers some sort of offroad-dedicated trim. From <a href="https://www.wheels.ca/reviews/2023-honda-pilot-first-drive-review">Honda’s Trailsport</a> models all the way to the Subaru Wilderness line of vehicles, each of them brings to the table a different take on off-roading. Mazda understands this trend, which is why it also wants to join the party with this, the 2023 Mazda CX-50, or if you prefer, a highly fortified version of the already excellent CX-5.

Different platform and stretched dimensions

Although the CX-50 seems to be nothing more than <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">a CX-5</a> with extra body cladding, it’s an entirely different beast. For starters, it rides on the same architecture as the Mazda3, a considerably more modern platform when compared with the older one that underpins the CX-5.

The CX-50 is also longer and wider, but also somehow lower than a CX-5, an irony given its adventurous pretensions. In many ways, the CX-50’s proportions remind me of the <a href="https://www.wheels.ca/vehicle-reviews/review-subaru-outback-wilderness-adds-capability-doesnt-ruin-the-original">Subaru Outback</a>. And that’s no coincidence as Mazda claims that it’s precisely the model the CX-50 was designed to compete against.

<img class="aligncenter size-full wp-image-174305" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9321.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174307" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9317.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

Then there’s the way it looks. While most of Mazda’s designs are elegant and organic, the CX-50 is all brawny and tough-looking thanks to its bulging fender flares and body cladding put there to protect its body and underpinnings. It all looks rather good!

Power comes from a choice of two well-known engines, either a naturally aspirated 2.5-liter four-cylinder unit that’s good for 187 horsepower and 186 lb-ft of torque or in this case, a turbocharged version of that same engine. Just like in a CX-5, if you feed it with 93 octane fuel or higher, you’ll unlock its full 256 horsepower and 320 lb-ft of torque. On regular 87-octane gasoline, those numbers drop to 227 horsepower and 310 lb-ft.

Both engines are mated to a six-speed automatic transmission and all-wheel drive comes standard. The CX-50 Turbo’s towing rating was also increased versus a CX-5 Turbo, climbing from 2,000 to 3,500 pounds.

So no, the CX-50 brings nothing revolutionary to the table. There’s no hybrid or plug-in option, but Mazda did hint at the fact that those could be coming soon.

A Unique Interior

Step inside a CX-50 and you’re greeted by the same excellent cabin execution as in other Mazda vehicles. Material quality and build quality is above average here, except some materials appear upscale until you touch them to reveal a flimsy plastic. At least Mazda does a decent job of hiding the cost cutting.

Just like its exterior design, the CX-50’s cabin is like a breath of fresh air. It looks nothing like other Mazda products due to its minimalist layout. The dashboard brings its own theme with a long, uncluttered horizontal mid-section adorned by vertical air vents. It looks both retro and modern at the same time, giving the cabin a sense of warmth.

<img class="aligncenter size-full wp-image-174313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9306.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

In typical Mazda fashion, general ergonomics in a CX-50 are second to none, with all controls easily controllable via good old fashion physical knob dials that simply work. While the lack of a fully digital instrument cluster feels dated in this day and age, there’s no denying how effective it still is. I’m a personal fan of Mazda’s rotary knob dial to operate the infotainment system, but not everyone will appreciate it. Some might not like the fact that the screen’s touch controls turn off once the car starts moving.

It’s somehow easier to hop in the back than in the front thanks to a larger door opening, but also a roof line that’s not as aggressively raked. Once inside, even tall people will appreciate the leg and head clearance back there. I was however disappointed to not find any adjustments in the rear seat, but I did enjoy that large panoramic roof, a first for any Mazda vehicle.

<img class="aligncenter size-full wp-image-174303" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9328.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

Finally, although Mazda has stretched this wheelbase for CX-50 duties, this SUV remains on the small size when it comes to cargo space. Lower the rear seatbacks, and you’ll end up with 1,595 liters of total cargo space. While plenty cavernous, it’s nowhere near segment leaders like the Subaru Outback (2,140 liters).

Surprisingly Not as Agile as I Expected

Historically, Mazda products have displayed fantastic chassis balance and impeccable handling on a twisty road. I was therefore expecting something similar with the CX-50 only to discover that it’s arguably the clumsiest vehicle within Mazda’s lineup.

Mind you, it’s not as if people who will buy a CX-50 are seeking canyon-carving attributes, but it’s obvious that Mazda is pushing this platform to the limits of what it can handle. There’s heavy body roll when attacking a corner and the suspension damping is extremely soft.

The fact that it utilizes a torsion rear beam setup, and not an independent suspension layout definitely doesn’t help things. You constantly feel the rear end lifting when cornering hard, while the front end simply hangs on for dear life. The result is an SUV that constantly feels unsettled at the limit.

<img class="aligncenter size-full wp-image-174299" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_9356.jpg" alt="2023 Mazda CX-50 GT" width="2080" height="1387" />

Tone things back a shot, though, and there’s no denying the CX-50’s smoothness of operation. It’s comfortable, quiet, and refined to the point that you could easily mistake it for a premium nameplate. I’ll add that power and torque from that turbocharged engine remains more than ample. There’s power at any RPM, with minimal turbo lag when punching the accelerator, making for effortless pulls.

While I do wish Mazda had given this thing more gears to shuffle, I remained impressed by the performance of its dated, yet highly precise six-speed automatic transmission. It responds to your commands quickly and holds on to revs to extract power when needed. I was even amazed by how fuel-efficient the darn thing was even with its aging drivetrain. I averaged 9.8L/100 km while I had it, during winter.

The 2023 Mazda CX-50 is therefore a little more than a play on letters and numbers. Mazda takes familiar parts and mixes them up in a blender to create an appealing family hauler with an adventurous edge. Add to that Mazda’s stellar reliability record and low running costs, and it’s fair to say that this is a no-brainer purchase for young families that are thirsty for new escapades.
<h3>2023 Mazda CX-50 GT  </h3>
BODY STYLE: Five-door compact SUV

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Turbocharged 2.5L I4 (256 horsepower @ 5,000 rpm / 320 lb-ft @ 2,000 rpm with 93 octane fuel).

TRANSMISSION: 6-speed automatic

FUEL CONSUMPTION: 10.4 L/100 km (city) / 8.1 L/100 km (highway) / 9.4 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.8 L/100 km

CARGO CAPACITY 889 liters (1,595 liters total)

PRICE: $45,700 (as tested)

WEBSITE: <a href="https://www.mazda.ca/fr/">Mazda</a>

2023 Mazda CX-50 GT Turbo Review

IMG_6902

If you’re an automotive enthusiast looking for something cheap and fun in the secondhand market these days, things are a little rough. Ever since the COVID-19 pandemic hit us back in 2020, prices of iconic enthusiast-friendly classics have skyrocketed, making them, in some cases, more expensive than a brand-new sports car. But not all hope is lost, because there are still some hidden gems out there for any budget. One example is the first-generation MINI Cooper R50, an underrated future classic. It was sold here in Canada from 2002 to 2006 (2008 for the convertible).

When these cars came out, they were all about smiles per gallon. They were lightweight and tiny compared to anything else on the road, huge fun to drive and beautifully styled by non-other than Frank Stephenson. They also marked the return of the iconic MINI brand thanks to new BMW ownership.

Here’s a fun fact about these cars: in 2022, Hagerty UK listed the MINI Cooper R50 in its Bull Market List. Hagerty, a classic car insurer, considers that this generation of the MINI Cooper is currently at its most affordable and that it will slowly appreciate over time. Hagerty believes that the MINI Cooper is a future classic due to its significance in automotive history, but also because it’s a bookend car in the sense that it reincarnated the entire MINI brand that we know today.

Unfortunately, one of the reasons they’re so underappreciated and forgotten by enthusiasts is because of their shady reliability record. Stories of first-generation MINI Coopers blowing their engines, dropping their transmissions, or ending up with serious cooling or electrical issues are far too common, which has seriously hindered their appeal and resale value over time.

Finding the right Mini

Yes, it’s true that the R50 (base MINI Cooper), R53 (supercharged Cooper S) and R52 (Convertible Cooper and Cooper S) aren’t the most reliable cars out there. But it’s also true that if you pick the right one, you’ll end up with a MINI that’s “not bad”. That’s the one you’ll want to buy as a foundation for your build.

The good news in all of this is that you can still find a well-kept example with decent mileage in the vicinity of $10,000. When I bought my Cooper back in 2020, I paid $6,000 for a model that had never seen winter and it only had 115,000 km on the odometer. Needless to say, it was a keeper.

<img class="aligncenter size-full wp-image-174243" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_6949.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

The first rule of thumb when buying an R50 is to stay away from anything that’s pre-2005. The early years were a nightmare, but in 2005, BMW basically overhauled the car, replacing several key components with sturdier and better parts. The transmissions were now supplied by Getrag instead of Midlands, which made them a lot more reliable.

The second rule when shopping for a first-generation MINI Cooper is to avoid the automatic transmission. As an enthusiast, you won’t want it anyway since it’s a CVT, but also because it was plagued with problems, leading to a <a href="https://topclassactions.com/lawsuit-settlements/closed-settlements/mini-cooper-class-action-lawsuit-settlement/#:~:text=Under%20the%20terms%20of%20the,mileage%20of%20the%20repair%2Freplacement.">class-action lawsuit</a>.

The final and perhaps most important rule of all: do not buy a Cooper S!

Now at this point, you’re probably wondering why? Why not start off with the high-performance, supercharged model for your performance build? The reason for this is that you’ll want to stay away from the complexity, as well as the oil consumption and cooling issues that resulted from the supercharger. The base Cooper, while underpowered, has a much simpler engine, while remaining a fantastic platform on which to build from.

<img class="aligncenter size-full wp-image-174247" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/mini-r50-manual.jpg" alt="Mini Cooper R50" width="2000" height="1123" />

So, let’s recap. You’ll want to find a 2005 or 2006 MINI Cooper, non-S R50, equipped with a five-speed manual transmission and, ideally, without low mileage. Also make sure that the car has been properly maintained and has its service records. This is a European car after all.

The Tuning Guide – Handling

The R50 MINI is already a fantastic handling car, but you can make it even better. One of this car’s main problems out of the box is that its ride is very stiff. You can improve ride quality and durability with a quality aftermarket coilover set.

<img class="aligncenter size-full wp-image-174248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/mini-bilstein-coilovers.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

Take the time to carefully shop for the brands that are available. Try to go for well-established companies that have made a good name for themselves in the aftermarket and OEM world. I personally chose Bilstein due to its extensive experience with all sorts of vehicles, more specifically European cars. I went with the B16 set due to its adjustability. Working with a trusty mechanic, I was able to find a sweet spot between handling and comfort. The upgrade led to a car that handles better, rides smoother, but that’s also more solid when hitting rough pavement.

Wheels and Tires

Since the R50 has a power disadvantage versus the R53 Cooper S, you’ll want to keep those wheels as small and light as possible. From the factory, the non-S Cooper comes with 15-inch wheels. I recommend staying with those. If you plan on going larger for looks, do not exceed 16 inches.

There’s a great website called <a href="https://minicooper.fandom.com/wiki/OEM_Wheels_and_Tires#15%22_Wheels">minicooper.fandom.com</a> that lists all the available OEM wheels for a first-gen MINI Cooper, with the weight of each set. The lightest wheels are the R81 “phone-dial” type, weighing in at only 12 lbs. each.

<img class="aligncenter size-full wp-image-174249" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/stock-wheels.jpg" alt="Mini Cooper R50 wheels mod" width="2000" height="1125" />

I personally couldn’t resist the look of the R90, Italian Job style 16-inch wheels. But I do realize that at 24 lbs. apiece, they’re on the heavy side.

Lastly, you’ll want to wrap those wheels with sticky rubber and if possible, not too wide. What you want from your MINI is to feel it at the limit, so you don’t want too much grip. From the factory, these cars come with 175-mm wide tires. I wouldn’t go past 205-mm, which is what I chose to put on my MINI.

Power – You’ll Need More of it

The biggest problem with the R50 is its lack of power. While immensely fun to throw into a corner due to its lack of body roll and small size, you might find things a bit boring in the straights. You’ll need to extract more horsepower and torque from that basic, but bomb-proof 1.6-liter, single overhead cam, 16-valve Tritec four-cylinder. Stock, it’s good for 115 horsepower and 110 lb-ft of torque.

But what this engine lacks in refinement, it makes up for it for by how simply it was engineered. When designing the MINI Cooper, both Rover and BMW wanted the car to be easily customizable. This also meant easily tunable. They therefore engineered a cast-iron block so it could endure massive abuse, either through natural aspiration, supercharging or turbocharging.

Breathing

The first step is to improve the engine’s breathing through an upgraded intake system. A cold air intake is typically the best route to take for this.

<img class="aligncenter size-full wp-image-174233" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Engine.jpg" alt="Mini Cooper R50 intake mod" width="2000" height="1123" />

Just like the coilovers, carefully research each brand and find the one that is best suited for a MINI Cooper. Try to prioritize quality over low pricing. <a href="https://www.outmotoring.com/">Outmotoring.com</a> is a wonderful place to find aftermarket parts for all generations of the MINI Cooper. They suggested that I go with an A&amp;E cold air intake system for maximum gains. Upgrading your Cooper’s intake will also give it a pleasant, raspy snarl when climbing through the revs, further adding to the driving experience.

Exhaust

Intake modifications don’t do much if they’re not paired with a proper exhaust system. What you want from this tiny engine is to give it a chance to breathe properly, but also to adequately get rid of its waste.

A full exhaust system may be costly, but it’ll give you the greatest number of gains, especially if it’s mated to a proper intake system. In my case, I went with the Milltek setup, which is specifically designed for the R50 MINI Cooper.

<img class="aligncenter size-full wp-image-174246" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/MINI-R50-exhaust-mod.jpg" alt="Mini Cooper R50" width="2000" height="1125" />

Designed and hand-built in the UK, the system is said to add about 15 horsepower while improving the exhaust note, but not to the point of getting you pulled over by the police. One other aspect I particularly like about this exhaust system is that the muffler’s tip fits perfectly well inside the bumper hole, put there for the OEM exhaust tip.

True MINI connoisseurs will argue that the R50’s original “Coke can” exhaust tip is part of the Frank Stephenson design. And it is. But Milltek’s system is discrete enough to make it look like an OEM part, all while significantly improving your car’s performance and sound.

Ignition

Now that air and exhaust are flowing through your engine faster than before, you’ll also want to improve the entire ignition system so it can keep up. Out Motoring sells a great package for this that they call the <a href="https://www.outmotoring.com/mini-cooper/out-motoring-MINI_cooper_ignition-upgrade-out-ig-kit-kingsborne-beru-standard-screaming-deamon-coil-tune-up-performance-upgrade-spark-plugs-coil-pack-high-volt.html">Out Motoring Stage 3 Ignition Kit</a>. It comes complete with an upgraded coil pack from Screaming Demon, upgraded NGK spark plugs, and performance Kingsborne wires. This engine modification may seem insignificant, but when you mix it up with a proper intake and exhaust upgrade, you’ll notice the gains.

ECU Reflash

This is a tricky one and I highly recommend you read up on it before you embark on an ECU reflash. It’s also important that the company you work with knows everything about your car before they send you the tune.

<img class="aligncenter size-full wp-image-174239" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_6945.jpg" alt="Mini Cooper R50" width="2000" height="1126" />

I learned this the hard way by working with Superchips, a UK-based company. They sell a great kit called the Bluefin which allows you to simply connect it to your OBD port, giving you up to 10 horsepower in the process. Unfortunately, I hadn’t informed them ahead of time that I had already installed the parts listed above. This led to a reflash that simply wasn’t compatible with my already tuned engine.

My recommendation is as follows: either you begin with this upgrade or, if you plan on doing it last, like I did, make sure to inform the company of all the upgrades you’ve done prior. Also make sure to work with a company that has extensive experience with gen-1 MINI Coopers. Superchips is a good one, but they’ve already begun to legacy their kits due to their age.

How About the Brakes?

Upgrading your brakes is never a bad idea, but I’ve realized that the stock Cooper brakes are plenty capable of withstanding the augmented horsepower and torque. That’s why I decided to stay with the original four-wheel disk setup. All I did was upgrade my brake pads with Hawk performance ceramic units.

Enough Gains to Have Massive Fun

If all these steps are taken properly, your MINI Cooper R50 should end up in the vicinity of 140 horsepower give or take. Considering that these cars only weigh about 2,500 pounds, that’s a great power-to-weight ratio.

You’ll also notice that the engine revs easier all the way to its 7,000-rpm redline and that the throttle response is improved. Lastly, since the car’s entire intake, exhaust and ignition system is overhauled, I suggest always running on 91-octane fuel or higher.

In total, expect these mods to cost you anywhere between $5,000 and $7,000. Considering how affordable these cars are right now, you could end up with a highly fun, analog, and vocal little brat of a hot hatchback for less than $15,000.

Buying and Modding a first-generation BMW Mini Cooper R50

Guillaume Fournier Photographe-GFV_6345

Let’s face it: even ten years after its appearance in the automotive landscape, Tesla is still the player to beat in the EV game. Indeed, it seems mainstream brands still haven’t managed to crack the code to Tesla’s untouchable energy efficiency, range, performance, and downright quirkiness. Perhaps BMW has an ace up its sleeve though with the equally bizarre and mind-blowingly fast iX M60. Curious to see if it has what it takes to convince a Model X owner to switch over to a German carmaker, I took BMW’s high-performance electric SUV out for a week’s drive, during winter, to see how it performs.

Hyperpop Styling, Perhaps?

BMW doesn’t say this publicly, but there could be a link between the iX’s strange design and the Hyperpop genre that manifested itself during the early to mid-2010s. The styling is characterized by a maximalist and often exaggerated appearance, blending contrasting shapes and colours, taking the beholder out of their comfort zone during the process.

<img class="aligncenter size-full wp-image-173976" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6313.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

I personally don’t hate the way the iX M60 looks, but I don’t love it either. I qualify it as intriguing. From the rear, it looks like a very modern BMW crossover, but from the side profile, it just appears like a block. The stubby nose gives it awkward proportions, while the quintessential BMW kidney grille is no longer an actual grille, but rather a slab of plastic on a tapered snout.

It’s unusual. Like the <a href="https://www.wheels.ca/reviews/why-i-love-my-vehicle-2022-tesla-model-s-long-range">Tesla</a> Model X, it appears like something that has warped in from another dimension. I’ll even add that at $139,802 including freight, this rather loaded iX M60 is a bargain next to the $156,000 Tesla.

Equally Strange Inside

That weirdness is carried over inside where the iX’s front seating area reminds me of a Ford Econoline panel van in the sense that you sit upright in it, with a commanding view of the road and lots of legroom underneath the dashboard. This is one of the many benefits of a platform that’s dedicated to building electric vehicles. Since you delete most of the mechanical components, you end up with greatly improved cabin space.

<img class="aligncenter size-full wp-image-173988" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6288.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-173984" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6299.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

In the iX’s case, this added room gives way to more technology, such as the massive BMW Curved Display screen that’s bolted onto the dashboard and controls everything on the car. There’s also a floating center console with the rotary knob dial that serves as the operating apparatus to the always excellent iDrive infotainment system. And in typical BMW fashion, the ergonomics in this vehicle are on point.

Everything is easy to find, with a nearly seamless user experience as you surf through the iX’s various menus and apps. I’m not sure about the flimsy wood finish on that console, however, nor the seat controls that appear to have been cut out of a diamond. It’s all very kitsch. And don’t get me started on the shape of the steering wheel. Is that even a shape? Everything is unsettling when you’re driving an iX, but that also seems to be the point.

And the iX is massive inside considering its size. While it’s technically smaller than a Model X or even, a <a href="https://www.wheels.ca/reviews/2023-mercedes-benz-eqs-suv-first-drive">Mercedes-Benz EQS SUV</a> – offering no third-row seating – the rear seating area has fantastic leg and head clearance, even for tall passengers. 

Fast and Efficient

History has shown us that when BMW slaps the M letter onto one of its vehicles, it isn’t messing around. In that respect, the iX is no exception.

For a 5,697-pound electric SUV to be qualified as a high-performance machine, it needs a ton of power. BMW grabs the bull by the horns by fitting a massive 105.2 kWh usable (111.5 kWh total) liquid-cooled battery underneath the iX’s body. It powers two electric motors, one installed on each axle, for a combined output of 610 horsepower and 749 lb-ft of torque, allowing this behemoth to launch from 0 to 100 km/h in an impressive 3.4 seconds using launch control. I repeat: three point four seconds. That’s downright insane.

<img class="aligncenter size-full wp-image-173980" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6307.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-173982" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6305.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

Range, according to Natural Resources Canada, is rated at 441 km in ideal conditions. The iX will accept up to 190 kW of charging power on a compatible level 3 fast charger, which translates into a 39-minute 10 to 80 per cent charge.

When I unplugged the iX from my level 2 home charger during a chilly early December morning at which the thermometer read -6 degrees Celsius, its onboard computer displayed a range estimate of 363 kilometers. That was without pre-heating its cabin. However, after a 158 km highway run, I recorded a consumption average of 26.7 kWh/100 km. This is excellent efficiency considering the weather in which I was driving the darn thing. It’s on par with a Tesla Model X even and it all translates to a real-world range of 394 kilometers, better than what the car had promised when I had unplugged it at home.

Of course, these numbers drastically climb when fiddling around with the iX M60’s available performance. Launching this machine from a standstill never gets old. It’s bloody fast! What’s particularly entertaining about accelerating hard with this SUV isn’t the neck-snapping G-force it’ll generate, but rather the synthesized engine sounds that were composed by none other than famous movie composer Hans Zimmer.

<img class="aligncenter size-full wp-image-173975" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Guillaume-Fournier-Photographe-GFV_6319.jpg" alt="2023 BMW iX M60" width="2080" height="1387" />

&nbsp;

Honestly, it felt like I was piloting some sort of futuristic time-travelling device. It was super cool up until I attempted to attack a corner quickly with the M60, at which point its chassis tuning had more in common with a block of concrete.

But hey, at least it’s highly entertaining to drive, meaning BMW’s M division managed to safeguard its excellent reputation for performance. The iX M60 also happens to be a fantastic EV in the sense that it’s very efficient and wonderfully practical. So if you’re not too keen in encouraging Mr. Musk these days for obvious reasons, then BMW will be happy to sell you an electric SUV that’s just as appealing as a Tesla.
<h3>2023 BMW iX M60</h3>
BODY STYLE: Five-door midsize SUV

CONFIGURATION: Dual electric motors all-wheel drive

ENGINE: 105.2 kWh usable (111.5 kWh total) liquid-cooled lithium-ion battery powering two electric motors installed on each axle (front motor: 190 kW or 258 hp / rear motor: 360 kW or 489 hp. Total combined output of 610 hp and 749 lb-ft of torque.

TRANSMISSION: Single-speed direct drive

CHARGING POWER ON LEVEL 3 FAST CHARGER (400 VOLTS): 195 kW or 10 to 80% in 39 minutes.

ENERGY CONSUMPTION: 26.8 kWh/100 km (city) / 27.2 kWh/100 (highway) / 26.17 kWh/100 km (combined).

OBSERVED ENERGY CONSUMPTION: 26.7 kWh/100 km

CARGO CAPACITY 1,019 liters (1,750 liters total)

PRICE: $139,802 (as tested)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW</a>

2023 BMW iX M60 Review

2022 chevrolet bolt main

It’s honestly too bad that the Chevrolet Bolt EV was hit hard with a safety recall targeting its battery. For over a year, Chevrolet stopped production and sales of its popular electric runabout due to a risk of batteries catching fire while charging. And the worst part is, none of it was GM’s fault, but rather its battery supplier, LG Chem. The problem even stretched over to the Hyundai Kona Electric.

I say this because, from a reliability standpoint, the humble Bolt EV was on a solid streak if it hadn’t been for that dreaded recall. Ask Bolt owners what they think of their car, and chances are they’ll tell you they absolutely love it.

As a matter of fact, stories of Bolts stacking well over 300,000 km on their original battery with very few repairs are frequent.

GM has since worked out the battery problems and the lovely Bolt is finally back in production. This finally allows me to sample the midcycle update Chevrolet gave the car for the 2022 model year. I was literally on my way to the Chevrolet press office to book the Bolt EV press car last year when I received a phone call from my local spokesperson telling me that the cars would be grounded until further notice. A year later, I can finally take one of my favorite electric cars out for another spin.

New Face and a Much-Needed Interior

The update mostly affects the Bolt’s design, interior, and technology. The new car looks a lot more futuristic than before. It does look frankly cool if it wasn’t for its narrow, upright stance. The Bolt was always meant to be an urban sub-compact, and it's still very much that.

<img class="aligncenter size-full wp-image-173835" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3345.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

But it’s inside that this EV makes huge improvements. The old Bolt was plagued with a plastic-tastic interior, hard uncomfortable seats, and not much in the way of equipment. Chevrolet addressed this by completely overhauling the dashboard design, but also by including better materials. It all looks a lot more upscale and mature now. The 10.2-inch infotainment screen is the same size as before, but it features an updated interface that’s now quicker to react, easier to operate, and more in tune with today’s connectivity realities.

<img class="aligncenter size-full wp-image-173838" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3351.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-173840" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3353.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

The entire center stack was also overhauled, with HVAC controls now placed underneath the infotainment screen in a piano configuration of hard buttons. There’s now a better-integrated cell-phone storage compartment with available USB connections. Gone is the old physical shift lever. It’s been replaced by buttons on the center console which makes a lot more sense for an electric car. Chevrolet also added a one-pedal driving button for easier comprehension from first-time EV owners. Yes, the Bolt still retains its steering wheel-mounted paddle to modulate regenerative braking to your liking.

But perhaps where this car improves the most is in the general comfort and support of its seats. The Bolt isn’t the penalty box it once was for long drives. It’s now pleasantly comfortable, especially for larger frames like yours truly. And the amount of available space in a Bolt continues to impress given its small size.

Tried and Proven Drivetrain at an Attainable Price

Underneath the new sheetmetal hides the same tried and proven electric drivetrain we know from this nameplate. A 288-cell, liquid-cooled lithium-ion battery back lies underneath the floor. With a 66.0-kWh capacity, it propels one electric motor installed on the front axle. It’s good for an output of 150 kW or the equivalent of 200 horsepower and 266 lb-ft of torque. Range hasn’t changed but it is still competitive at a healthy 417 km as per Natural Resources Canada.

Perhaps where the Bolt EV could have improved, is in its fast-charging abilities. The poor old thing is still limited to 55 kW in a world where 150+ is now common.

One area where we’re not complaining is in this car’s pricing strategy. The Bolt EV is hands down the EV deal now with a starting price of $38,198 before freight and dealer charges. It’s an absolute bargain, especially when you factor in the available incentives. If you live in Quebec where you’ll get $12,000 off the purchase of a new EV, the Bolt comes out to about the same price as a Honda Civic.

Still Immensely Fun to Drive

I had the Bolt EV during a cool November week where temperatures ranged between 0 and 5 degrees Celsius. When I unplugged the car from my 240V level 2 home charger after pre-heating its cabin, the onboard computer told me I had 386 km of range at my disposal.

However, after driving the car during a 300-km round trip from the Eastern Townships to Montreal that consisted mostly of highway driving (not an ideal scenario for an electric car), I recorded a consumption average of 19.6 kWh/100 km.

<img class="aligncenter size-full wp-image-173833" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3335.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

This translates to an average real-world range of 337 km. Considering that the Bolt EV is riding on 6-year-old battery technology, I’d say those numbers aren’t that bad. It may not be an efficiency queen like a <a href="https://www.wheels.ca/vehicle-reviews/why-i-love-my-vehicle-2022-tesla-model-3-long-range-awd">Tesla Model 3</a>, but it gets the job done and, perhaps more importantly, costs tens of thousands of dollars less.

But where the Bolt continues to impress me, is its ability to perform like a genuine hot hatchback. Acceleration from 0-100 km/h is done in a brisk 6.7 seconds, or about the same as a <a href="https://www.wheels.ca/vehicle-reviews/review-2022-honda-civic-si">Honda Civic Si</a>. Sure, you’re not hearing an engine hit redline nor are you rowing through the gears, but the instant surge of that electric motor is just as fun.

The Bolt may be small, but it’s quite the athlete in the corners. There’s a supremely solid feel from this chassis where no squeaks or cabin noises are heard when driving over rough tarmac. Its suspension just takes it all in, creating a pleasant feeling of heft and quality not many cars of this stature can convey.

<img class="aligncenter size-full wp-image-173832" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/Guillaume-Fournier-Photographe-GFV_3333.jpg" alt="2022 chevrolet bolt ev" width="2080" height="1387" />

Enter a corner quickly with the Bolt, and all one needs to do is release the throttle pedal for quick deceleration. The car always feels well planted to the ground thanks to that battery. Punch the throttle when exiting that corner, and the little brat simply scoots ahead with zero hesitation. Want a bit more action while doing that? Remove traction control and hold on tight to that steering wheel, because this Chevy will do burnouts.

Look, the Chevrolet Bolt EV is hands down one of my favorite electric cars currently on sale simply because it’s so affordable, so darn fun to drive, and still properly efficient.

What’s also rather alarming about its presence in the automotive landscape is that some carmakers (I’m looking at you Honda, Toyota, Mazda, Subaru, and Stellantis) are still babbling away about how it’s not the right time to release a mass-market EV.

Meanwhile, here we are with a six-year-old subcompact electric car that costs about the same price as a gasoline-fed compact sedan and that’s selling at 30,000 units per year in the US and Canada combined. And don’t get me started on Tesla that’s selling more than 1 million electric cars worldwide each year.

While some carmakers are still denying mass EV adoption, others, like GM, are paving the way for what’s coming next. If the old Bolt is still this good, I can’t wait to see what the General is preparing with its next generation of Ultium-powered cars.

&nbsp;
<h3>2022 Chevrolet Bolt EV</h3>
BODY STYLE: Five-door hatchback

CONFIGURATION: Front-engine, front-wheel drive

ENGINE: 66.0 kWh liquid-cooled lithium-ion battery powering one electric motor installed on the front axle (200 hp @ 4,750 rpm / 266 lb-ft @ 0 rpm).

TRANSMISSION: Single-speed direct drive

ENERGY CONSUMPTION: 16.5 kWh/100 km (city) / 19.4 kWh/100 (highway) / 17.7 kWh/100 km (combined).

OBSERVED ENERGY CONSUMPTION: 19.6 kWh/100 km

CARGO CAPACITY 470 liters (1,614 liters total)

PRICE: $39,088 (as tested)

WEBSITE: <a href="https://www.chevrolet.ca/en">Chevrolet</a>

2022 Chevrolet Bolt EV Review

2022 Chevrolet Camaro SS 1LE main header

In 2021, Chevrolet sold 21,893 Camaros in the US and just under 1,200 of them in Canada. These may seem like acceptable numbers for a two-door sports coupe in a world of electric cars and SUVs.

But when comparing the Camaro’s sales to its two main competitors, the <a href="https://www.wheels.ca/reviews/2022-ford-mustang-gt-review">Ford Mustang</a> (56,607 sold in total) and the <a href="https://www.wheels.ca/reviews/everything-you-want-to-know-about-the-dodge-challenger-hellcat-jailbreak">Dodge Challenger</a> (55,788 sold), it appears the Camaro isn’t the first choice for North American consumers. Why is that?

I spent an entire week with Chevy’s iconic sports car in its SS trim with the 1LE package in quest of some answers.

Too Many Engineers, not Enough Dreamers

Perhaps this Camaro’s nomenclature has something to do with its unpopularity. Camaro SS 1LE doesn’t sound quite as sexy as Mustang Mach 1 or Challenger Scat Pack 392, the two cars this Chevy was designed to compete against.

And then there’s the styling. I personally detest what Chevrolet has done to what was once an elegantly styled coupe. This is essentially the same design as when Chevrolet rebooted the nameplate back in 2010. And that was a properly good-looking car. It was a proper throwback to the Camaro’s golden years, the late 1960s.

<img class="aligncenter size-full wp-image-173163" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-002.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1125" />

The problem with the design now is that Chevrolet has attempted to facelift it, but totally failed at giving it any form of substance. It’s clumsy and doesn’t work. That front fascia is now squeezed, stretched, and filled with intersecting lines that simply don’t coordinate well with the car’s overall shape. The car also has an awkward flattened smile somehow. It just looks goofy.

So, from a buyer’s standpoint, I can understand why the Camaro wouldn’t be as appealing as a Challenger or a Mustang. Chevrolet will tell you that the SS 1LE is a track-focused beast, and the lineup of go-fast parts that come with the package (more on that later) is indeed impressive.

But from a marketing standpoint, it’s almost as if Chevy isn’t even trying to sell the car. There’s nothing about the Camaro’s initial presentation that raises the hair on your forearms. It doesn’t create a sense of occasion nor nostalgia when seeing one. It’s a just sports car. A sports car with a bunch of letters and numbers attached to it; an engineer’s wet dream.

<img class="aligncenter size-full wp-image-173173" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-017.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

And don’t get me started on its plastic-tastic interior, awful ergonomics, its infotainment system that’s angled towards the ground so it’s hard to see in the sunlight, its total lack of storage space, and its overall claustrophobic experience.

The Most Capable American Sports Car

All of that is a big shame, because from a technical standpoint, the Camaro SS 1LE is hands down the most capable to have ever worn the name. I’ll even add that at $61,038, not many sports coupes currently on sale offer you this amount of performance. This thing punches way above its weight class.

<img class="aligncenter size-full wp-image-173158" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-engine.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

If you’re technical, like me, and can deal with an ugly car if it delivers from the driver’s seat, then you’ll appreciate what GM has done here. From the get-go, the Camaro SS is powered by the General’s ubiquitous 6.2-liter pushrod V8. It’s good here for a stout 455 horsepower and equally robust 455 lb-ft of torque. That engine sends the power to the rear wheels through either a ten-speed automatic transmission or, in my case, a six-speed manual setup. I personally wouldn’t have a Camaro SS equipped otherwise.

Another interesting fact about the current-generation Camaro is that it rides on a very good platform. It’s GM’s Alpha architecture, which also underpins the superhero sedan <a href="https://www.wheels.ca/reviews/2022-cadillac-ct5-v-blackwing-review">Cadillac CT5-V Blackwing</a>, as well as its little sister, the equally sublime CT4-V Blackwing. The Alpha platform also underpinned the previous ATS and CTS-V. It boasts 50/50 weight distribution, which is an excellent place to be when your goal is to build a proper sports car.

But it’s really the 1LE package that allows this Camaro SS to stand taller than its main rivals. It costs $8,495 and, honestly, it’s worth every penny.

<img class="aligncenter size-full wp-image-173166" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-007.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

Aesthetically, you recognize a Camaro 1LE from its blacked-out hood with air inlet, front lip spoiler, 20-inch wheels and decklid spoiler. You then get a full roaster of mechanical goodies, things like an electronic limited slip differential, Magneride adjustable dampers, Brembo brakes with 6-piston calipers up front and 4-piston at the rear, Goodyear Eagle F1 Supercar 3 performance tires and Recaro sports bucket seats. And boy do these parts all come together when putting the Camaro SS 1LE through its paces.

Of course, to properly understand a Camaro SS 1LE, one needs to bring it out on a racetrack, something I didn’t have at my disposal. I did, however, enjoy some proper back-road motoring with it during the time I had it and my gosh was it an exhilarating experience.

The moment you fire up the Camaro’s massive V8 engine, it immediately tells you it means business. Its dual exhaust pipes spit out properly American decibels, but never too loud to get on your nerves. As a matter of fact, the Camaro’s exhaust system is rather clever as it only truly starts screaming when you really commit and put the hammer down.

Putting the hammer down is something you’ll want to do often in this car as the thrills provided by its lump of a V8 are highly addictive. This engine is basically a tower of power and torque, delivering at any RPM and at any speed.

<img class="aligncenter size-full wp-image-173162" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-vents.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1123" />

Drop the heavy clutch, slip the precise manual transmission into another gear, and the Camaro lunges forward as if it’s been working out for this event for months and finally let loose. And, my oh my, does it sound glorious during the process.

Out there on the open road, the 1LE package flexes its muscles by way of immense grip, a rear end that’s always controllable and dampers that constantly know how to set themselves up for the surface. It all works in absolute harmony to create a precise, fluid and adrenaline-packed driving experience. Next to the Camaro SS 1LE, the Ford Mustang and the Dodge Challenger feel like oxcarts.

<img class="aligncenter size-full wp-image-173161" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-Chevrolet-Camaro-SS-1LE-rear.jpg" alt="2022 Chevrolet Camaro SS 1LE" width="2000" height="1125" />

Perhaps what shines through the most from how this car drives is that GM now masters the art of calibrating chassis and suspension systems. You’d expect this Camaro to be a handful to drive due to so much power going towards the rear wheels, but it’s not. This is as easy to drive as a Honda Civic, even when you’re going ten-tenths with it. And that adds confidence. The kind of confidence that could have you dogfighting a <a href="https://www.wheels.ca/vehicle-reviews/review-2022-bmw-m4-competition-xdrive">BMW M4</a> or even a Porsche Cayman GT4 at your local track event. It’s that good.

If your priority is to obtain the most amount of sports car for your hard-earned dollar, then it’s honestly hard to do better than the 2022 Chevrolet Camaro SS 1LE, as long as you’re willing to live with its strange looks and compromised interior. If you’re interested in this this car, I say hurry up as the Camaro as we know it is not long for this world. I wouldn’t be surprised if Chevrolet killed it in the next two years or so. Rumors say the next Camaro will be an electric SUV. And that’s just sad.
<h3>2022 Chevrolet Camaro SS 1LE</h3>
BODY STYLE: Two-door sports coupe

CONFIGURATION: Front-engine, rear-wheel drive

ENGINE: 6.2-liter V8 (455 horsepower @ 6,000 rpm / 455 lb-ft @ 4,400 rpm).

TRANSMISSION: Six-speed manual or ten-speed automatic

FUEL ECONOMY: 14.6 L/100 km (city) / 8.6 L/100 (highway) / 12.0 L/100 km (combined).

OBSERVED FUEL ECONOMY: 12.5 L/100 km

CARGO CAPACITY 255 litres

PRICE: $61,038 (as tested)

WEBSITE: <a href="https://www.chevrolet.ca/en">Chevrolet</a>

William Clavey

Articles by William Clavey