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

Volkswagen ID.4 2023 001

Summer 2023 in Canada proved that climate change is indeed one of humanity’s most daunting challenges. If you’re one of those individuals who still doubt the validity of our planet being warmed by excessive amounts of carbon dioxide directly linked to human activity, take a few minutes to look back at the abnormal natural disasters we’ve collectively experienced since May.

When our local news outlets weren’t talking to us about massive forest fires in the Maritimes, Quebec, Ontario, Alberta, and BC all at once – causing thick smog in urban centers to the point of declaring it a state of emergency for bad air quality - they were reporting on the horrendous heat waves and record-breaking amounts of rainfall. If that wasn’t enough, Montreal, a city normally not associated with this kind of natural phenomenon, received a tornado warning, which luckily remained at the supercell level once it reached Trois-Rivières, but still ended up flooding a large chunk of southeastern Quebec in less than an hour.

Indeed, not the best time to bring a child into this world. Yet, for me, summer 2023 also signalled the birth of my first son, Magnus. Little did I know that driving him home from the hospital in an electric vehicle while the forests of northern Quebec were on fire would give me a greater appreciation for these vehicles.

Not the solution, but part of the solution

The goal here is not to make you feel bad for driving a gasoline-fed automobile, nor am I here to lecture you on why the electric car will solve our climate issues. I’m not exactly one to lead by example. I drive one, sometimes two new cars per week for my job, most of them fuelled by gasoline. And that’s not counting the times I fly to another country to drive more cars. I’m probably responsible for more CO2 emissions in a year than three Canadian families combined.

But I do at least hope to educate Canadians on the urgency of switching the entire automotive industry to electrification. No, EVs are not the solution. But they can be part of a broader solution, one of collectively reducing our carbon emissions with hopes that climate change can be slowed.

For me, seeing how these disasters are impacting the lives and health of millions of people while I was bringing a new human being into the world had me wanting to take a deep breath so I could figure out how I could make a difference.

Smooth Riding ID.4, Infuriating Ergonomics

At this point, it’s worth underlining how great of a baby-hauling apparatus Volkswagen’s electric SUV was during Magnus’ first weeks of life. The ID.4 is a smooth operator thanks to its dual-motor setup and 339 lb-ft of instant torque. It’s a car that barely has you noticing its stiff suspension (typical of all EVs due to their weight) thanks to remarkable sound deadening and a high level of refinement. Spacious and supremely comfortable, the ID.4 served as the ideal magic carpet to carry my baby during these tense first days of parenthood.

<img class="aligncenter size-full wp-image-177402" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-005.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />

<img class="aligncenter size-full wp-image-177401" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-004.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />

It also proved rather efficient while I had it. Thanks to my Level-2 home charger and the ID.4 AWD Pro’s claimed 410 kilometers of available range, I never felt the need to rely on public charging to juice up its 77-kWh battery.

I was able to go about my daily commute without zero range anxiety. The entire time, I relied solely on my home charger. After two weeks and covering a tad over 1,000 km, the onboard computer rated my driving at an average of 19.4 kWh/100 km. This would translate into a real-world range figure of 396 kilometres, very close to the carmaker’s promises.

<img class="aligncenter size-full wp-image-177408" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-011.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />
<img class="aligncenter size-full wp-image-177414" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-017.jpg" alt="" width="2000" height="1125" />

That being said, I must warn you of the ID.4’s flawed user experience. Haptic feedback buttons that require multiple pushes to work, a confusing and laggy infotainment system, 2 window switches to operate 4 windows (why?), and climate and volume controls that don’t illuminate at night are just the tip of the iceberg.

Add to that a frustrating mobile app and the car’s obsession with turning everything off unless you’re sitting in the driver’s seat, and the ID.4 ended up becoming one of the most irritating automotive experiences I’ve come across.

But although the Volkswagen ID.4 had me cursing at it louder than when I watch the Rocky v. Drago scene in Rocky IV, none of its ergonomic issues mattered as I drove it through what appeared to be the start of a climate apocalypse.

<img class="aligncenter size-full wp-image-177406" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Volkswagen-ID.4-2023-009.jpg" alt="2023 VW ID.4 Pro AWD" width="2000" height="1125" />

Because if I had been driving around in an equivalent ICE SUV, say, a Mazda CX-5 for instance, I would have spewed an additional 209 kilograms of CO2 into an already carbon-saturated atmosphere. That’s 70 times more than the weight of my newborn son.

As I drove the emission-free ID.4 through wildfire-generated smog that day, I was glad that, at least in the moment, I wasn’t contributing to compromising my son’s future on this beautiful, yet fragile planet.
<h3>2023 VW ID.4 Pro AWD</h3>
BODY STYLE: Compact SUV

CONFIGURATION: Dual motor all-wheel drive

ENGINE: 77-kWh usable (82 kWh total) liquid-cooled lithium-ion battery powering two electric motors (295 horsepower / 339 lb-ft).

TRANSMISSION: N/A

ENERGY CONSUMPTION: 20.1 kWh/100 km (city) / 22.6 kWh/100 km (highway) / 21.2 kWh/100 km (combined).

OBSERVED FUEL CONSUMPTION: 19.4 kWh/100 km

CARGO CAPACITY 858 liters (1,817 liters total)

PRICE: $58,160 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen ID.4 Pro AWD Review

Nissan 300ZX 1990 001

Nostalgia for 1990s Japanese sports cars is driving up demand and, of course, prices. A little over 5 years ago it was still possible to get your hands on vehicles like the Acura NSX, the Toyota Supra or the Mazda RX-7 at a reasonable price point, values for those models have since skyrocketed to unattainable status.

However, some iconic Japanese sports cars from that era haven’t yet fallen victim to such a phenomenon. The second-generation Nissan 300ZX (code-named Z32), sold here in Canada between 1990 and 1996, is a perfect example of this. While values are climbing, they’re nowhere near the ones of its main Japanese rivals. Why is that?

Because I was curious to find out, and because I have always adored that generation of the 300ZX, a car with which I associate several positive childhood memories, I set out to buy one for myself.

Japan’s Moment

Before I dig into my experience shopping for and buying a 300ZX, allow me to refresh your memory on what this car is and why it’s so important.

By the end of the 1980s, the entire automotive industry was undergoing an important shift. After years of strict emissions regulations and underwhelming performance, it seemed automakers had finally cracked the code as to how to extract horsepower and torque from their internal combustion engines.

The Japanese carmakers, notably, came out of the 1980s much stronger than when they had entered it, powered by a booming economy and a manufacturing sector that had more than doubled in size. Japan’s technological movement was spearheaded by fast-paced research and development. Such a furious industrial might pushed the Japanese carmakers to express their engineering knowhow through halo sports cars, each boasting the latest in go-fast hardware.

It's from that era that came what is regarded today by some as the “super” Japanese sports cars. Mazda had the lightweight, twin-turbo rotary-powered RX-7. Toyota brought over the almighty Supra and Honda unleashed the overachieving NSX. While Canadians never got the Mitsubishi 3000GT, its twin sister wearing a sexier name, the Dodge Stealth R/T Twin Turbo, made just as many ripples.

<img class="aligncenter size-full wp-image-176956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Z_Z32_1992_01-source-scaled.jpg" alt="Factory Nissan 300 ZX 32" width="2560" height="1707" />
“The World’s Best Sports Car”

But while Nissan never officially sold its Skyline GT-R flagship sports car in our market until 2008, it had another ace up its sleeve for the US and Canada. That car was the second-generation 300ZX, sports coupe that, during its development, was given the goal of becoming the “world’s best sports car”.

Perhaps that was the kind of mindset Nissan needed to get its iconic Z car back on the world stage. You see, the first 300ZX, the one sold here from 1983 to 1989, was accused of having lost its way. Critics slammed it for being too big, too heavy, and too soft, further distancing itself from the Datsun 240Z original. Since it was now facing a market invaded by stiff homeland competition, Nissan desperately needed to reset the Z nameplate.

For the new car, Nissan gave considerably more freedom to its designers and engineers. It even increased its budget to equip its designers with better tools, such as the Cray-2 supercomputer, an innovation during its time. The Z32 was one of the first mass-production automobiles to have entirely been designed on a computer.

Such devotion from Nissan resulted in a sports car that was a lot more focused and in tune with the new realities of the 1990s. It was sleeker, rounder, and flatter, boasting a 0.31 drag coefficient and making it one of the most streamlined sports cars of its era.

It was also gorgeous. To this day, I still find the second-generation 300ZX to be one of the most beautiful sports cars to have ever come out of Japan. It’s so pretty, that Lamborghini borrowed its headlights for the Diablo. It’s also worth noting that today’s Z car draws its taillight design inspiration from the Z32.

Nissan also focused on the car’s driving experience. Out of the box, the car came standard with independent suspension at all four corners, four-wheel disc brakes with ABS and a standard limited-slip rear differential.

All Versions Rocked

In all its forms, the 300ZX was a true sports car. Base cars were powered by a considerably overhauled version of Nissan’s VG30DE dual-overhead cam, 24-valve 3.0-liter V6 engine. But it was a lot different than its predecessor thanks to an all-new variable valve timing system, as well as a two-way air intake system, one for each head. The entire exhaust system had been retuned and the engine ran on a new type of ECU.

The result was 222 horsepower – 25 more than the turbocharged version of its predecessor - and 198 lb-ft of torque, all while maintaining a similar curb weight. All cars were real-wheel drive and came standard with a 5-speed manual transmission, while a 4-speed automatic was also available as optional equipment.

<img class="aligncenter size-full wp-image-176957" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/36756-scaled.jpg" alt="Nissan Fairlady Z" width="2560" height="1606" />

Of course, one can’t talk about the Z32 without mentioning the almighty Twin Turbo model. Thanks to a pair of Garrett turbochargers and twin intercoolers, horsepower rose to an even 300 (283 for automatic cars), while torque was rated at 286 lb-ft. The 300ZX TT also came with adaptive suspension, rear-wheel steering, beefier brakes, and wider rear wheels and tires.

Most examples sold here came fitted with removable roof panels. Some non-turbo cars did come with a solid roof Nissan called a slicktop, but very few of those were sold in Canada. A convertible was added to the lineup in 1993, while a longer, stretched version of the 300ZX called the 2+2 added a pair of extra seats in the rear.

Values Explained

If the Z32 was such an important car, then why are values on the classic car market lower than those of its direct Japanese rivals? Simply put, the Japanese sports car market during the 1990s offered better alternatives.

While it was plenty quick and agile, the 300ZX had a reputation for being heavy and complicated. Critics put it more in the grand touring category. It was also expensive, less reliable and its drivetrain was complex.

While it’s true that the 3.0-liter V6 is a solid unit, the engine bay itself is very cramped, making it a nightmare for mechanics. That engine also runs with a timing belt, not a chain, meaning the belt must be serviced every 100,000 km or every 4 years. And it’s one heck of a job to change. Furthermore, TT models have garnered a reputation for overheating, and they are hard to diagnose.

A Classic Will Always be a Classic

Albeit all that, there’s no denying the 300ZX’s status as a classic car. This is why values for well-kept examples have nonetheless begun appreciating in recent years. <a href="https://www.hagerty.com/media/car-profiles/1990-96-nissan-300zx-getting-hot/">Some classic car experts agree</a> that the reason for this sudden spike in demand is due to deep nostalgia for anything built during the 1990s.

So, although the 300ZX had its share of flaws, it still ranks among an exclusive category of cars. And since NSXs, Supras and RX-7s are now out of reach, many are flocking towards the more affordable 300ZX.

Twin Turbo models with a five-speed manual are the rarest and the most sought after, with values for clean ones ranging anywhere between $20,000 and $30,000 depending on condition and mileage.

The value of non-turbo 2+0 models also recently underwent a spike, now valued anywhere between $15,000 and $25,000. Below that, you’ll find 2+0 non-turbos with an automatic transmission, followed by the convertible. At the bottom of the evaluation spectrum sits the 2+2. Automatic cars tend to hang anywhere between $8,000 and $12,000, while some well-kept 2+2 manuals will knock at the door of $15,000.

Many argue that the 1990 model year is the most sought after because it marks the beginning of the entire generation, but also because the cars had no badging on the front bumper. They also had no airbag, yielding a smaller, sportier steering wheel. Early cars also ran on the simpler and more reliable OBD-1 electronics architecture.

Finding a Good One

Finding a Nissan 300ZX on any popular marketplace site isn’t all too hard. What’s difficult is spotting a good 300ZX.

There are several reasons for this. First, the production run for the cars was limited, especially for the Canadian market. Nissan only shipped 2,830 examples this way during its 7-year run.

Then there’s age. Even the most recent 300ZX is 27 years old. That, along with the fact that many of these cars have been neglected or involved in accidents, has driven down the number of available candidates.

Finally, there’s a phenomenon I like to call the “Fast and the Furious” era. In the early 2000s, when Fast and the Furious hit the big screens, street racing and tuning, especially with Japanese sports cars, was flourishing. The 300ZX was a popular target for these kinds of activities.

This all means that when shopping around, you’ll typically find relics of that era. Cars fitted with aftermarket body kits, headlights, taillights, spoilers, or modified audio systems are common. Salvaged cars are also frequent, so are resprays and US imports. Add to that a strong wave of right-hand drive imports from Japan in recent times, and the availability of an original, Canadian-market example has become slim.

The Black One on Marketplace

I found my car through an ad on Facebook Marketplace. While not twin-turbocharged, the near-mint black-on-black 1990 300ZX caught my attention due to its clean title and Canadian-market status. It was also a 2+0 with a manual transmission and only 124,000 kilometers on the odometer. The car had always been garaged kept, never winter driven and the owner mentioned a fresh new paint job in the ad, done by him since he owned his own body shop. He was asking $16,500.

<img class="aligncenter size-full wp-image-176942" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Nissan-300ZX-1990-002.jpg" alt="1990 Nissan 300ZX" width="2000" height="1125" />

Excited to have finally found a good 300ZX after weeks of searching, I immediately messaged the seller. I offered him a $1,000 refundable deposit if he took down his ad to give me time to see it. He gladly accepted.

A few days later and after scanning the clean Carfax report, there I was standing inside a body shop in Quebec’s Beauce region, admiring a car that I remember lusting over as a kid. The moment I laid eyes on its low, flat wedge shape and flat seal beam headlights, I immediately remembered the times dad and I would drool over a 300ZX during the 1990s. The car hasn’t aged one bit. If anything, it looks even better than back in the day due to how new automobiles appear so massive and blocky next to this.

<img class="aligncenter size-full wp-image-176946" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Nissan-300ZX-1990-006.jpg" alt="1990 Nissan 300ZX" width="2000" height="1125" />

Except for some minor details, like a ripped leather driver’s seat, a growling differential due to improper care and a minor leak from a failed power steering hose, the car checked out. I figured this was the best I could find for my budget. Since the car needed a few repairs, I bargained the price down to $15,000, including the car’s original set of wheels.

Since then, I’ve flushed out most fluids, including what was in the differential and I’ve replaced the broken power steering hose. The car will eventually need a new differential, but otherwise, my 300ZX runs and drives great and I never shy out to taking it out for long drives.

<img class="aligncenter size-full wp-image-176947" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Nissan-300ZX-1990-007.jpg" alt="1990 Nissan 300ZX" width="2000" height="1125" />

What my experience with the car has taught me so far, driving it, fiddling with it, and joining online communities, is that non-turbo Z32s are considerably more reliable and easier to work on than the TT. However, if you’re interested in these cars, know that parts are hard to find and that they can at times be expensive, or worse, discontinued! Thankfully, the rising appreciation and respect for these cars means there’s a lot of support out there to help you keep the car alive and strong for many years to come.

I just bought a 1990s Nissan 300ZX and here’s what I learned

Guillaume Fournier Photographe-GFV_4340

With a total of just over 5,000 SUVs sold in Canada in 2022, Land Rover is not what one would qualify as a mainstream brand. To put things into perspective, Mercedes-Benz sells more than six times as many vehicles in this country.

But within its niche market, the renowned British-born, Indian-owned builder of adventure-ready luxury SUVs still has its own superstars. One would assume that the brand’s best-selling vehicle would be its flagship, the almighty Range Rover. Yet, it isn’t.

The best-selling Land Rover is actually the retro-inspired Defender, with 1 630 units sold in Canada last year. And right behind it, is this one: the Range Rover Sport (1,166 units), which gets a complete overhaul for the 2023 model year.

<img class="aligncenter size-full wp-image-176740" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4336.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

Undeniably Pretty

One area where this new Rover Sport betters the competition and, arguably, every other Land Rover in the lineup, is in looks. Designed by Gerry McGovern, the Range Rover Sport looks all business from all angles. It is properly stanced, aggressively raked, beautifully streamlined, and both elegant and purposeful all at once. This is arguably one of the most attractive SUVs I’ve ever driven. Most of the people I passed during my time with it agreed.

My model, a P400 SV-Dynamic, is right in the middle of the lineup with a hefty starting price of $108,450. Of course, as these press units typically are, mine was packed with a few optional packages totalling $18,000. The Ostuni Pearl White Range Rover Sport you see in these pictures carried with it a $131,641 sticker price, including freight and other fees.

<img class="aligncenter size-full wp-image-176741" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4331.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

But of course, a high price tag comes as no surprise coming from this nameplate. Range Rovers were always designed to attract high-dollar consumers looking for something considerably more exclusive than, say, a Cadillac Escalade, or a Porsche Cayenne.

Powering my example is JLR’s now familiar turbocharged 3.0-liter inline six-cylinder engine. It’s good here for a healthy 395 horsepower and 406 lb-ft of torque. It’s equipped with a 48-volt mild hybrid system for reduced emissions and fuel economy and is mated to an eight-speed automatic transmission. Of course, this being a Land Rover means all-wheel drive and an adjustable air suspension all come standard.

Leather and Tech

I had driven the standard Range Rover about a month before driving this Sport, so I was able to compare the driving dynamics of both. If the bigger one felt a bit too much like a wallowing boat, leaning considerably more towards comfort, this Range Rover Sport presented a much more formidable blend of comfort, sophistication, and athleticism. Granted, this has always been the Sport’s promise, but it didn’t take me much time at its helm to realize why consumers love it so much.

Mind you, it’s not like I was missing out on creature comforts. My tester’s white leather interior was sublime to say to least, with thick, infinitely adjustable seats that offered both great comfort and support during spirited driving. Land Rover adds an extra armrest inside between the seat and the center console. It’s a nice touch, but this author’s larger frame felt a bit cramped with them in place. Luckily, they can be tucked.

<img class="aligncenter size-full wp-image-176735" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4354.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-176734" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4357.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

Leather in a Range Rover Sport doesn’t end on the seats. It covers the door inserts and the dashboard, further adding to the sense of exclusivity. Just like the truck’s styling, the cabin has a clean, modern, and uncluttered theme. It’s very minimalistic, with a 13.1-inch screen resting at the center of it all, acting as the main command screen and infotainment system.

In typical JLR fashion, the system’s interface is generally quick to react, beautifully presented, and generally easy to operate, but some basic functions, like removing the vehicle’s start-stop feature do require a few unnecessary steps. It’s the same story for accessing the heated seats. Yes, the fact that one needs to push the HVAC buttons to unlock them is a cool touch, but it’s one step too much when it’s -20 degrees outside and the darn thing decides to lag.

Finally, while a centre console acting as a fridge is definitely one of the coolest features an SUV can have, it did compromise the Range Rover Sport’s available storage solutions. If one chooses to shove a few cool drinks in that box, there’s basically nowhere left to stow anything else.

<img class="aligncenter size-full wp-image-176732" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4361.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

General build quality and fit and finish in this Range Rover Sport is exquisite and rear seat comfort is never an issue, even for tall passengers. Cargo space is also class-competitive at 1,492 liters when those rear seats are lowered flat.

But is it Sporty?

In this configuration, the Rover Sport isn’t exactly fast, but it’s not slow either. Its performance is what I like to call adequate in the sense that once it picks itself up and goes, it does it in a swift, no-nonsense sort of way.

There is some delay in the drivetrain’s response, however, and it feels like the result of too much stuff going on underneath the hood and, well, too many gears. Even in its sportiest Dynamic setting, the Sport doesn’t immediately react to a floored throttle. One must wait a few seconds before the thing gets going.

But once it does, it darts forward effortlessly with a generous wave of low-end torque. It’s always smooth and never thrashy. It’s the same story for the suspension tuning. Land Rovers have a reputation for riding like a cloud on rough surfaces, and this Sport is no exception. Road imperfections are barely felt.

<img class="aligncenter size-full wp-image-176728" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/Guillaume-Fournier-Photographe-GFV_4401.jpg" alt="2023 Range Rover Sport" width="2080" height="1387" />

That being said, there was an elephant in the room the entire time I drove this thing: it never really felt, well, sporty.

Entering a corner quickly felt like I was bothering it. When pushed, this sport-oriented version of Land Rover’s infamous utility vehicle felt clumsy rather than motivated to perform. Then there were irritating cabin squeaks that revealed themselves when driving over broken roads, a somewhat disappointing realization considering how mind-blowingly expensive these things are.

Perhaps one needs to up the ante for the V8-powered version of this vehicle to really appreciate its performance claims. An all-new SV model was recently added to the lineup, boasting the fastest 0-100 km/h time of any Land Rover in history. I’m sure that one is fun to drive on a twisty road.

But this one, the P400, is at least sportier than its big brother, but it’s definitely not a performance SUV in the likes of a Porsche Cayenne S or a BMW X5 M. But then, when you think about it, do Range Rover buyers care about acceleration times and g-force-generating capabilities? I think not. The Sport is therefore only a Sport in design and in format. It’s yet another pretty face within Land Rover’s posh portfolio of shiny SUVs, and it’s the model that Canadian consumers prefer driving.
<h3>RANGE ROVER SPORT P400 SV-Dynamic</h3>
BODY STYLE: Midsize SUV 

CONFIGURATION: Front engine, all-wheel drive

ENGINE: 3.0L turbocharged I6 (395 horsepower @ 6,000 rpm / 406 lb-ft @ 2,000 rpm).

TRANSMISSION: 8-speed automatic

FUEL CONSUMPTION: 13.1 L/100 km (city) / 9.1 L/100 km (highway) / 11.3 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 11.8 L/100 km

CARGO CAPACITY 645 liters (1,492 liters total)

PRICE: $131,641 (as tested)

WEBSITE: <a href="https://www.landrover.ca/en/index.html?&amp;CrossChannelAudiencesSearch=LandRoverSearch&amp;gclid=CjwKCAjwg-GjBhBnEiwAMUvNW_SA6BsZDEPoKC4fNUQB4mPW8oaAuCCVjKC3LSkCl8Hvhfgyw8Il3RoCHo0QAvD_BwE&amp;gclsrc=aw.ds">Land Rover</a>

2023 Land Rover Range Rover Sport Review

2023 BMW X3 M comp front 3q main header

If there’s a performance division that shines brighter than most, it’s BMW Motorsport, more commonly known as M. Historically, when that coveted letter was slapped onto the rear of a BMW vehicle, the result was typically track-ready performance wrapped in a refined, mature, and enjoyable driver’s car.

What’s also interesting is how BMW has managed to sell the letter M even when applied to large SUVs, proving that a utility vehicle can in fact carve its way around a race circuit as fast as some sports cars. The X5 and X6 M are perfect examples of this. So is the brand new XM. And although the X7 M60i isn’t a “real” M, it still boogies like one.

There’s also this, the 2023 X3 M Competition, or essentially a beefier, taller BMW M3 Competition. I had the privilege of experiencing one again in late winter to see if it too deserves its M-car designation.

Olá Sao Paulo!

When the X3 M Competition isn’t painted in this very eye-catching Sao Paolo yellow paint, it’s a somewhat discrete machine. Unless you’re a BMW connoisseur, you could very well mistake this for any other mall-crawling BMW X3. Only the bigger brakes, quad exhaust tips, and M logos show hints of the X3 M’s capability. Otherwise, it’s remarkably inoffensive.

<img class="aligncenter size-full wp-image-176382" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3685.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

When I say the X3 M Competition is essentially a lifted M3, that’s because, well, it’s pretty much that. The platform is BMW’s Cluster Architecture (CLAR) that underpins a wide array of models, including the M3/M4 as well as the Toyota GR Supra.

And just like the M3 and M4, the X3 M is powered by a real M engine, the S58: a twin-turbocharged version of BMW’s infamous 3.0-litre straight six. In Competition form (the only version sold in Canada), that engine cranks out 503 horsepower and 457 lb-ft. It’s mated to an eight-speed automatic transmission, the same one found in the M3/M4 Competition. And just like those cars, the X3 M’s xDrive all-wheel drive system prioritizes the rear wheels. The driver can also manually disengage the front axle for a true rear-wheel drive experience.

Despite its similarities to the M3, an X3 M is still a proper SUV, weighing in at a full 600 pounds heavier than an M3 sedan. That’s due to larger suspension components, but also the brakes and wheels.

Two Cars in One

In this business, it’s cliché to write about a car having twin personalities. Today’s automobiles are so sophisticated that it’s now common to find vehicles equipped with different drive modes that alter handling and throttle characteristics.

But the X3 M pushes the Dr. Jekyll and Mr. Hyde ethos a step further by really transforming its behavior. In its softest setting, it’s business as usual in a good old BMW X3, albeit with a stiffer than usual suspension and – ahem – a rather high 14.8L/100 km fuel consumption average.

<img class="aligncenter size-full wp-image-176384" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3690.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

I really had a chance to sample this machine’s multi-facetted personality while I was driving it through a tough early Spring snowstorm. Since it was impossible for me to give this performance tool a good run for its money in such conditions (one would need a racetrack to properly do that anyway), I had a stab at the X3 M’s customizable settings, controllable via two red M buttons located on the steering wheel.

In M1 mode, I had tailored the X3 M to be as docile as a pet elephant. All traction systems were on, while the automatic transmission was set to its tamest setting. I even setup a quieter exhaust tone.

In this configuration, I was able to enjoy BMW’s always excellent xDrive all-wheel drive system. Never did the X3 M run out of grip in such conditions. As a matter of fact, it was all rather fun and confidence inspiring driving this thing through the blizzard.

<img class="aligncenter size-full wp-image-176383" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3688.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Part of that feeling has to do with the X3’s exquisite build quality. This is a rock-solid family commuter, one that takes broken tarmac head on without a tremble. The drivetrain is lively as well, with more than sufficient torque down low in the rev range, but with a willingness to rev out when needed. Under such settings, the automatic transmission disappears in the background, simply executing what it was asked to do.

I had already driven the X3 M Competition on a race circuit during a BMW-organized event, so I knew what I had at my disposal deserved a bit more than carrying kids, a dog, and a full set of groceries. That, by the way, the BMW X3 M does supremely well.

Once that storm was out of my way, I was finally able to stretch the X3 M’s legs on some winding backroads. For this exercise, I punched the M2 button where I had everything set to its most extreme settings, leaving only partial traction control on (I was driving this thing during winter after all).

<img class="aligncenter size-full wp-image-176379" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3654.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Now, the X3 M becomes something entirely different. Stomping on the accelerator pedal no longer catapults it down the road. In the blink of an eye, the ZF-sourced gearbox drops a bunch of gears, putting the engine at the peak of its power band. And boy is the experience glorious.

The X3 M is brutally fast, but also surgically precise. Yes, it feels big and heavy because, well, it is. But it also never feels like an SUV. Very few utility vehicles have allowed me to play with its chassis dynamics like the X3 M has, and very few can take corners as quickly. More importantly, the experience is just as thrilling as in other BMW performance sedans and coupes. It defies physics, this.

<img class="aligncenter size-full wp-image-176377" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3641.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Of course, the obvious question is that at just over $100,000, do we really need a BMW X3 that can outrun a Dodge Challenger in a drag race and dogfight a Subaru BRZ on a closed circuit? It’s even more alarming when you realize that the X3 M emits 323 grams of CO2 per kilometer, almost 100 grams more than a xDrive30i.

The answer to these questions is of course, no, we don’t need a BMW X3 M Competition. Heck, some would argue that the already bonkers BMW X3 M40i is a better fit at playing both casual dad mobile and hot-rod rivalling rocket ship. The thing is, BMW builds the X3 M because it can. And because very few carmakers actually deliver on the promise of a performance SUV as well as BMW’s Motorsport division does.
<h3></h3>
<h3>2023 BMW X3 M Competition</h3>
BODY STYLE: Five-door compact SUV 

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Twin-turbocharged 3.0L inline-six (503 horsepower @ 7,300 rpm / 457 lb-ft @ 2,600 rpm).

TRANSMISSION: 8-speed automatic

FUEL CONSUMPTION: 15.7 L/100 km (city) / 11.7 L/100 km (highway) / 13.9 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 14.8 L/100 km

CARGO CAPACITY 813 liters (1,775 liters total)

PRICE: $103,495 (as tested)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW</a>

2023 BMW X3 M Competition Review

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

OLYMPUS DIGITAL CAMERA

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>

William Clavey

Articles by William Clavey